Variable Structure Suspension Control Arm and Vehicle

Abstract

The present invention provides a variable-structure suspension control arm and a vehicle. The variable-structure suspension control arm includes: a mounting seat; a control arm structure including two first control arms and a first connecting seat. Both of the two first control arms have a first end and a second end that are oppositely arranged. Both of the two first ends are slidably connected to the mounting seat, and both of the two second ends are arranged away from the mounting seat and are hinged to the first connecting seat; and a driving mechanism is provided on the mounting seat and is used to drive the two first control arms so that the two first ends have a moving stroke of approaching and separating from each other along the mounting seat. The variable-structure suspension control arm and the vehicle provided by the present invention aim to solve the problem that the traditional double-wishbone suspension cannot continuously adjust the wheel camber angle.

Description

Technical Field

[0001] The present invention relates to the technical field of variable structure suspension, and particularly to a control arm of variable structure suspension and a vehicle. Background Art

[0002] The initial camber angle adjustment method of the traditional double wishbone suspension can adjust the lengths of the upper and lower wishbones by adding gaskets, and adjust the wheel camber angle by adjusting the threaded fit length of the rod end bearing at the outer point of the wishbone or the length of the tie rod. However, the above-mentioned adjustment methods of the traditional double wishbone suspension for the wheel camber angle all result in a fixed suspension structure and a fixed initial wheel camber angle, and cannot make adjustments to the change of the camber angle during driving, and cannot meet the requirements for the wheel camber angle under different working conditions.

[0003] There are two problems with this fixed initial wheel camber angle in design: The first problem is the conflict problem of key suspension parameters in design. For traditional passive suspensions, their structures are fixed, and key suspension parameters such as wheel camber angle and toe angle conflict with each other in optimization. Therefore, in design, trade-offs are often made for key parameters based on specific application scenarios. For example, in terms of steering characteristics, sedans tend to understeer while racing cars tend to oversteer, and in terms of ride comfort, a smaller body roll angle is desired for both, and the requirements for key suspension parameters for these performances are different. Under such design requirements, the designed suspension can well adapt to a certain type of specific working conditions, or in order to meet the requirements of composite working conditions, a set of compromise parameters are selected among the conflicting optimization objectives. With the increasing requirements of consumers for vehicles, such fixed and compromised suspension parameters cannot well meet the needs of consumers. Therefore, a suspension with dynamically variable key parameters is an inevitable requirement for vehicle performance optimization. For example, existing semi-active suspensions introduce variable damping and make dynamic adjustments during vehicle driving, which is a design idea with variable key parameters.

[0004] The second problem is the contradiction in the design of key suspension parameters itself (taking the camber angle as an example). In the design of traditional suspensions, in order to improve the handling stability of the vehicle during cornering, the goal is to make the outer wheel that provides a large lateral force during steering have better ground contact. When the vehicle steers, the body will roll, and the wheel camber angle will change accordingly with the wheel bounce caused by the body roll. Therefore, the initial value of the wheel camber angle is often taken as a negative value, making the two wheels in an "inward V" shape, so that when the vehicle rolls, the camber angle of the outer wheel approaches 0, making the ground contact effect between the tire and the ground better. However, the value of this initial camber angle cannot be too large, otherwise it will cause uneven wear of the wheels. Therefore, in the suspension configuration, it is often desired that the change in camber angle caused by the up and down wheel bounce is small to alleviate this conflict in design. Summary of the Invention

[0005] The present invention provides a variable-structure suspension control arm and a vehicle, aiming to solve the problem that the traditional double-wishbone suspension cannot continuously adjust the wheel camber angle.

[0006] In view of the problems existing in the prior art, the present invention provides a variable-structure suspension control arm, comprising:

[0007] A mounting seat;

[0008] A control arm structure, including two first control arms and a first connection seat. Both of the two first control arms have a first end and a second end which are oppositely arranged. Both of the two first ends are slidably connected to the mounting seat, and both of the two second ends are arranged away from the mounting seat and hinged to the first connection seat; and,

[0009] A driving mechanism, which is arranged on the mounting seat and is used to drive the two first control arms so that the two first ends have a moving stroke of approaching and separating from each other along the mounting seat.

[0010] According to the variable-structure suspension control arm provided by the present invention, two adapter seats are slidably connected to the mounting seat, and the two first ends are respectively hinged to the corresponding adapter seats. The driving mechanism is drivingly connected to the two adapter seats so that the two adapter seats have a moving stroke of approaching and separating from each other.

[0011] According to the variable-structure suspension control arm provided by the present invention, the driving mechanism includes a driver and a driving arm structure. The driving arm structure includes two second control arms and a second connection seat. Both of the two second control arms have a third end and a fourth end which are oppositely arranged. Both of the two third ends are hinged to the corresponding adapter seats, and both of the two fourth ends are arranged away from the mounting seat and hinged to the second connection seat;

[0012] The driver is drivingly connected to the second connection seat so that the second connection seat has a moving stroke of approaching or separating from the mounting seat. The second connection seat is used to drive the two first ends to separate from each other during the moving stroke of approaching the mounting seat, and drive the two first ends to approach each other during the moving stroke of separating from the mounting seat.

[0013] According to the variable-structure suspension control arm provided by the present invention, limiting structures are arranged on both the first connection seat and the second connection seat. The limiting structures include two limiting link rods. One end of each limiting link rod is hinged to the corresponding first control arm or the second control arm, and the other end of each limiting link rod is hinged to the corresponding first connection seat or the second connection seat.

[0014] A variable-structure suspension control arm provided by the present invention, wherein the first connecting seat and the second connecting seat are both provided as three-ball-head connecting seats.

[0015] A variable-structure suspension control arm provided by the present invention, an installation bracket extends from the end of the three-ball-head connecting seat, one end of the limit link is hinged to the installation bracket, and the other end of the limit link is hinged to the corresponding first control arm or the second control arm.

[0016] A variable-structure suspension control arm provided by the present invention, a first transfer block and a second transfer block are respectively arranged on the periphery of each transfer seat, the first transfer block extends in a first direction, the second transfer block extends in a second direction, and the two first control arms are hinged to the corresponding first transfer blocks, and the two second control arms are hinged to the corresponding second transfer blocks.

[0017] A variable-structure suspension control arm provided by the present invention, the first direction extends perpendicular to the direction of the mounting seat, and the second direction extends parallel to the direction of the mounting seat.

[0018] A variable-structure suspension control arm provided by the present invention, the first transfer block and the second transfer block are both rotatably connected to the corresponding transfer seat, so that both the first direction and the second direction can be adjusted.

[0019] The present invention also provides a vehicle, including the variable-structure suspension control arm described in any one of the above.

[0020] The variable-structure suspension control arm provided by the present invention can be used on the variable-structure suspension of an automobile based on a double-wishbone suspension. In the actual application process, the first connecting seat is connected to the wheel assembly, and by driving the two first ends to approach or move away from each other through a driving mechanism, the effect of increasing and decreasing the equivalent length of the control arm can be achieved, and the active adjustment of the vehicle camber angle can be realized. The variable-structure suspension control arm provided by the present invention has a simple structure and has the advantage of extremely small increase in the unsprung mass of the automobile. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] In order to more clearly illustrate the technical solutions in the present invention or the prior art, the following will briefly introduce the drawings required for the description of the embodiments or the prior art. Obviously, the following drawings are some embodiments of the present invention. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0022] Figure 1 It is a three-dimensional structural schematic diagram of an embodiment of the variable-structure suspension control arm provided by the present invention;

[0023] Figure 2 For Figure 1Top view structural schematic diagram of the middle control arm structure;

[0024] Figure 3 is Figure 1 Stereo structural schematic diagram of the middle adapter seat.

[0025] Reference numerals: 100: Variable structure suspension control arm; 110: Mounting seat; 111: Adapter seat; 112: First adapter block; 113: Second adapter block; 120: Control arm structure; 121: First control arm; 121a: First end; 121b: Second end; 122: First connection seat; 123: Mounting bracket; 130: Driving mechanism; 131: Driving arm structure; 132: Second control arm; 132a: Third end; 132b: Fourth end; 133: Second connection seat; 140: Limiting structure; 141: Limiting link. Detailed implementation manners

[0026] To make the objectives, technical solutions and advantages of the present invention clearer, the technical solutions in the present invention will be clearly and completely described below with reference to the accompanying drawings in the present invention. Apparently, the described embodiments are some but not all of the embodiments of the present invention. All other embodiments obtained by those of ordinary skill in the art without making creative efforts based on the embodiments in the present invention belong to the scope of protection of the present invention.

[0027] In the description of the embodiments of the present invention, it should be noted that the orientation or positional relationships indicated by the terms "center", "longitudinal", "transverse", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. are based on the orientation or positional relationships shown in the drawings, and are only for the convenience of describing the embodiments of the present invention 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 thus should not be construed as a limitation to the embodiments of the present invention. In addition, the terms "first", "second", "third" are only used for descriptive purposes and cannot be construed as indicating or implying relative importance.

[0028] In the description of the embodiments of the present invention, it should be noted that unless otherwise clearly specified and limited, the terms "connected" and "connected" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium. For those of ordinary skill in the art, the specific meanings of the above terms in the embodiments of the present invention can be understood according to specific circumstances.

[0029] In the embodiments of the present invention, unless otherwise clearly specified and defined, the first feature being “on” or “under” the second feature may mean that the first and second features are in direct contact, or the first and second features are indirectly in contact through an intermediate medium. Moreover, the first feature being “above”, “over” and “on top of” the second feature may mean that the first feature is directly above or obliquely above the second feature, or merely indicates that the horizontal height of the first feature is higher than that of the second feature. The first feature being “under”, “below” and “beneath” the second feature may mean that the first feature is directly below or obliquely below the second feature, or merely indicates that the horizontal height of the first feature is less than that of the second feature.

[0030] In the description of this specification, the description with reference to terms such as “one embodiment”, “some embodiments”, “example”, “specific example”, or “some examples” etc. means that the specific features, structures, materials or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the embodiments of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in a suitable manner in any one or more embodiments or examples. In addition, without contradiction, those skilled in the art can combine and combine the different embodiments or examples described in this specification and the features of different embodiments or examples.

[0031] An automotive variable-structure suspension refers to an intelligent suspension whose structure can be changed so as to actively adjust important parameters such as wheel camber angle, toe angle, roll center, etc. For a double-wishbone suspension, in order to adjust the wheel camber angle, there are the following several ways: adjusting the equivalent lengths of the upper and lower control arms, adjusting the connection points of the control arms to the vehicle body, or using a combination of these two methods. The variable-structure suspension control arm 100 provided by the present invention realizes the adjustment function of the wheel camber angle based on the principle of adjusting the equivalent lengths of the upper and lower control arms. The following will be combined with Figures 1 - 3 Describe the variable-structure suspension control arm 100 provided by the present invention and the vehicle.

[0032] The variable-structure suspension control arm 100 provided by the present invention includes: a mounting seat 110 for connecting to the vehicle frame; a control arm structure 120 including two first control arms 121 and a first connecting seat 122. Both of the two first control arms 121 have a first end 121a and a second end 121b that are oppositely arranged. The two first ends 121a are both slidably connected to the mounting seat 110, and the two second ends 121b are both arranged away from the mounting seat 110 and are hinged to the first connecting seat 122; and a driving mechanism 130 is provided on the mounting seat 110 for driving the two first control arms 121 so that the two first ends 121a have a moving stroke of approaching and separating from each other along the mounting seat 110. It should be noted that the first connecting seat 122 is used to connect to the wheel assembly, and the mounting seat 110 is connected to the vehicle body. Taking the vehicle as a reference, during installation, the mounting seat 110 extends along the length direction of the vehicle, and the plane formed by the two first control arms 121 extends in the width direction of the vehicle, that is, the straight-line distance between the first connecting seat 122 and the mounting seat 110 is equivalent to the equivalent length of the control arm; during use, the driving mechanism 130 drives the two first ends 121a to slide along the mounting seat 110. When the two first ends 121a approach each other, the straight-line distance between the first connecting seat 122 and the mounting seat 110 increases, and the equivalent length of the control arm increases; when the two first ends 121a separate from each other, the straight-line distance between the first connecting seat 122 and the mounting seat 110 decreases, and the equivalent length of the control arm decreases. It should be noted that the traditional double-wishbone suspension adjusts the wheel camber angle in a way that generates a fixed suspension structure and a fixed initial wheel camber angle, and it cannot adjust the change of the camber angle during driving, and cannot meet the requirements for the wheel camber angle under different working conditions. The variable-structure suspension control arm 100 provided by the present invention can actively adjust the vehicle camber angle by driving the control arm structure 120 through the driving mechanism 130, and it has a simple structure and the advantage of extremely small increase in the unsprung mass of the vehicle.

[0033] Further, two adapter seats 111 are slidably connected to the mounting seat 110. The two first ends 121a are respectively hinged to the corresponding adapter seats 111, and the driving mechanism 130 is drivingly connected to the two adapter seats 111 so that the two adapter seats 111 have a moving stroke of approaching and separating from each other. Such a setting can drive the first control arm 121 through the adapter seat 111, which can further optimize the structure and simplify the driving source. It should be noted that please refer to Figure 1 , two chutes are respectively provided on the mounting seat 110, and a slider is provided on each adapter seat 111. The slider cooperates with the chute so that the adapter seat 111 is slidably connected to the corresponding chute.

[0034] In the technical solution provided by the present invention, the driving mechanism 130 includes a driver and a driving arm structure 131. The driving arm structure 131 includes two second control arms 132 and a second connecting seat 133. The driving arm structure 131 is similar to the control arm structure 120. Specifically, both of the two second control arms 132 have a third end 132a and a fourth end 132b which are oppositely arranged. Both of the two third ends 132a are hinged to the corresponding adapter seat 111. Both of the two fourth ends 132b are arranged away from the mounting seat 110 and are hinged to the second connecting seat 133. The driver is drivingly connected to the second connecting seat 133 to enable the second connecting seat 133 to have a moving stroke of approaching or departing from the mounting seat 110. The driver can be set as a hydraulic cylinder, a linear guide cylinder, etc., so as to realize the active adjustment of the vehicle camber angle.

[0035] It should be noted that the driving arm structure 131 and the control arm structure 120 have relative moving strokes. When the driver drives the second connecting seat 133 to approach the mounting seat 110, the two third ends 132a are subjected to pressure and thus move in a direction away from each other. The corresponding adapter seat 111 drives the two first ends 121a to move away from each other, correspondingly causing the first connecting seat 122 to move towards the mounting seat 110, and the equivalent length of the control arm is reduced. When the driver drives the second connecting seat 133 to depart from the mounting seat 110, the two third ends 132a are subjected to tension and thus move in a direction approaching each other. The corresponding adapter seat 111 drives the two first ends 121a to approach each other, correspondingly causing the first connecting seat 122 to move away from the mounting seat 110, and the equivalent length of the control arm is increased.

[0036] Furthermore, since the control arm structure 120 has two first control arms 121 and the driving arm structure 131 has two second control arms 132, and the first control arm 121 and the second control arm 132 are movably arranged, their moving states are not easily limited, resulting in the connection points between the first connecting seat 122 and the wheel assembly being unable to be determined, and the driver being unable to precisely control the equivalent length of the control arm. Therefore, in the technical solution provided by the present invention, please refer to Figure 2 , a limiting structure 140 is provided on both the first connecting seat 122 and the second connecting seat 133. The limiting structure 140 includes two limiting link rods 141. One end of each limiting link rod 141 is hinged to the corresponding first control arm 121 or second control arm 132, and the other end of each limiting link rod 141 is hinged to the corresponding first connecting seat 122 or second connecting seat 133. This limiting structure 140 can enable the corresponding two first control arms 121 or second control arms 132 to have the same angular change relative to the first connecting seat 122 or the second connecting seat 133, so that the relative movement states of the control arm structure 120 and the driving arm structure 131 are determined, and the equivalent length of the control arm can be precisely controlled.

[0037] In the technical solution provided by the present invention, the first connecting seat 122 needs to be hinged to the wheel assembly, and the second connecting seat 133 needs to be connected to the driver. In order to further simplify the structure, in the technical solution provided by the present invention, both the first connecting seat 122 and the second connecting seat 133 are provided as three-ball head connecting seats. For the three-ball head connecting seat of the first connecting seat 122, two of its ball heads are used to be respectively hinged to the first control arm 121, and the other ball head is hinged to the wheel assembly; for the three-ball head connecting seat of the second connecting seat 133, two of its ball heads are used to be respectively hinged to the second control arm 132, and the other ball head is connected to the driver. It should be noted that, in the technical solution provided by the present invention, the three-ball head connecting seat is arranged as a triangular seat body, so that the control arm structure 120 and the driving arm structure 131 form a shape similar to a triangle, and the triangle shape is relatively stable. Of course, the three-ball head connecting seat can also be arranged as a rectangular seat body, so that the control arm structure 120 and the driving arm structure 131 form a shape similar to a trapezoid, and the present invention does not limit this.

[0038] As described above, limiting structures 140 are provided on both the first connecting seat 122 and the second connecting seat 133. When the first connecting seat 122 and the second connecting seat 133 are provided as three-ball head connecting seats, an installation frame 123 extends from the end of the three-ball head connecting seat. One end of the limiting link 141 is hinged to the installation frame 123, and the other end of the limiting link 141 is hinged to the corresponding first control arm 121 or the second control arm 132.

[0039] Furthermore, in order to optimize the installation effect, the control arm structure 120 and the driving arm structure 131 need to be provided separately. In the technical solution provided by the present invention, a first transfer block 112 and a second transfer block 113 are respectively provided on the periphery of each adapter seat 111. The first transfer block 112 extends in the first direction, and the second transfer block 113 extends in the second direction. The two first control arms 121 are hinged to the corresponding first transfer blocks 112, and the two second control arms 132 are hinged to the corresponding second transfer blocks 113. In this way, both the control arm structure 120 and the driving arm structure 131 extend along different planes, which is beneficial to optimizing the installation effect. In an embodiment provided by the present invention, the first direction extends perpendicular to the installation seat 110 direction, that is, along the width direction of the vehicle body, and the second direction extends parallel to the installation seat 110 direction, that is, along the length direction of the vehicle body.

[0040] Furthermore, please refer to Figure 3, since the control arm structure 120 needs to be connected to the driver, for the convenience of arranging the driver and installing the control arm, both the first adapter block 112 and the second adapter block 113 are rotatably connected to the corresponding adapter seat 111, so that both the first direction and the second direction can be adjusted. In this embodiment, the first adapter block 112 and the second adapter block 113 are respectively rotatably connected to the adapter seat 111 through a rotating shaft. The movably arranged first adapter block 112 and second adapter block 113 can realize the relative angle change between the control arm structure 120 and the driving arm structure 131. With such an arrangement, the installation restrictions on the driver and the control arm are small, and more installation angles can be selected.

[0041] The present invention also provides a vehicle, including a variable-structure suspension control arm 100. Since the main inventive point of the present invention lies in the variable-structure suspension control arm 100, other features of the vehicle will not be elaborated herein. Also, since the vehicle includes all the technical solutions of the variable-structure suspension control arm 100, it has at least all the beneficial effects achieved by the above-mentioned all technical solutions, which will not be elaborated one by one here.

[0042] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that they can still modify the technical solutions recorded in the foregoing embodiments, or perform equivalent replacements on some of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the various embodiments of the present invention.

Claims

1. A variable-structure suspension control arm, characterized in that, Comprising: Mounting seat; Control arm structure, including two first control arms and a first connecting seat. Both of the two first control arms have a first end and a second end which are oppositely arranged. Both of the two first ends are slidably connected to the mounting seat, and both of the two second ends are arranged away from the mounting seat and are hinged to the first connecting seat; And, Drive mechanism, arranged on the mounting seat, for driving the two first control arms so that the two first ends have a moving stroke of approaching and separating from each other along the mounting seat; Two adapter seats are slidably connected to the mounting seat, and the two first ends are respectively hinged to the corresponding adapter seats. The drive mechanism is drivingly connected to the two adapter seats so that the two adapter seats have a moving stroke of approaching and separating from each other; the drive mechanism includes a driver and a drive arm structure. The drive arm structure includes two second control arms and a second connecting seat. Both of the two second control arms have a third end and a fourth end which are oppositely arranged. Both of the two third ends are hinged to the corresponding adapter seats, and both of the two fourth ends are arranged away from the mounting seat and are hinged to the second connecting seat; The driver is drivingly connected to the second connecting seat so that the second connecting seat has a moving stroke of approaching or separating from the mounting seat. The second connecting seat is used for driving the two first ends to separate from each other during the moving stroke of approaching the mounting seat, and driving the two first ends to approach each other during the moving stroke of separating from the mounting seat.

2. The variable structure suspension control arm according to claim 1, wherein Limit structures are arranged on both the first connecting seat and the second connecting seat. The limit structure includes two limit link rods. One end of each limit link rod is hinged to the corresponding first control arm or the second control arm, and the other end of each limit link rod is hinged to the corresponding first connecting seat or the second connecting seat.

3. The variable structure suspension control arm according to claim 2, characterized in that Both the first connecting seat and the second connecting seat are provided as three-ball-head connecting seats.

4. The variable-structure suspension control arm according to claim 3, wherein, Mounting brackets extend from the ends of the three-ball-head connecting seats. One end of the limit link rod is hinged to the mounting bracket, and the other end of the limit link rod is hinged to the corresponding first control arm or the second control arm.

5. The variable-structure suspension control arm according to claim 1, wherein A first adapter block and a second adapter block are respectively arranged on the circumferences of the adapter seats. The first adapter block extends along a first direction, and the second adapter block extends along a second direction. The two first control arms are hinged to the corresponding first adapter blocks, and the two second control arms are hinged to the corresponding second adapter blocks.

6. The variable structure suspension control arm according to claim 5, characterized in that, The first direction extends along a direction perpendicular to the mounting seat, and the second direction extends along a direction parallel to the mounting seat.

7. The variable-structure suspension control arm according to claim 5, characterized in that, Both the first adapter block and the second adapter block are rotatably connected to the corresponding adapter seats so that both the first direction and the second direction can be adjusted.

8. A vehicle, characterized in that, Comprising the variable-structure suspension control arm according to any one of claims 1-7.

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