Automobile suspension structure and vehicle

Abstract

The present invention discloses an automobile suspension structure and a vehicle, comprising a first bracket, a second bracket and a driving component, wherein the first bracket is used to be fixedly connected to the wheel end system, the second bracket is used to be connected to the vehicle body, the first bracket is connected to the second bracket via a driving component, the driving component can drive the first bracket to rotate relative to the second bracket, and its rotation axis extends along the height direction of the vehicle body, and the driving component can also drive the first bracket to move laterally relative to the second bracket. The automobile suspension structure of the present invention adopts a split structure, which drives the steering of the wheel by driving the first bracket to rotate relative to the second bracket, thereby greatly improving the steering angle of the vehicle, realizing 90° steering of the wheel, side parking in place, diagonal driving, etc., and solving the problem of limited steering angle of traditional vehicles; at the same time, by driving the first bracket to move laterally relative to the second bracket, the wheelbase can be adjusted, which is suitable for installation on vehicle bodies of multiple sizes and meets the experience requirements of high-quality, high-tech vehicles.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and in particular to an automobile suspension structure and a vehicle. Background Art

[0002] The automobile suspension system is an important system for transmitting vertical, longitudinal and lateral forces to the vehicle body. The suspension system controls the bounce amplitude of the wheels during the operation of the vehicle, controls the roll caused by the two vehicles turning, and ensures the operational stability of the vehicle. At the same time, the suspension system also needs to realize the steering function to meet the needs of normal vehicle driving. The traditional suspension system not only limits the steering angle of the vehicle, but also can only meet the use requirements of a specific size of vehicle body. It can no longer meet the growing demand for high-quality, high-tech automotive technology. Summary of the Invention

[0003] The purpose of the present invention is to provide an automobile suspension structure that solves the problem of limited steering angle of traditional automobiles and is suitable for installation on car bodies of multiple sizes to meet the experience requirements of high-quality, high-tech automobiles.

[0004] In order to solve the above technical problems, the present invention provides an automobile suspension structure, including a first bracket, a second bracket and a driving component, the first bracket is used to be fixedly connected to the wheel end system, the second bracket is used to be connected to the vehicle body, the first bracket is connected to the second bracket through the driving component, the driving component can drive the first bracket to rotate relative to the second bracket, and its rotation axis extends along the height direction of the vehicle body. The driving component can also drive the first bracket to move laterally relative to the second bracket.

[0005] The automobile suspension structure of the present invention adopts a split structure of a first bracket and a second bracket, which can not only rotate relative to each other, but also move relative to each other in the transverse direction. On the one hand, by driving the first bracket to rotate relative to the second bracket, it can play a role in driving the wheel to turn. Compared with the traditional suspension system, the steering angle of the automobile is greatly improved. For example, according to actual needs, 90° steering of the wheel, side parking on the spot, diagonal driving, etc. can be achieved, solving the problem of limited steering angle of traditional automobiles, and making it more convenient for automobile U-turns, side parking, etc.; on the other hand, by driving the first bracket to move laterally relative to the second bracket, the wheelbase can be adjusted, and there is a larger vehicle body avoidance space when the wheel turns 90°. It is suitable for installation of vehicle bodies of multiple sizes and meets the experience requirements of high-quality, high-tech automobiles.

[0006] Optionally, the first bracket and the second bracket are both frame-shaped structures with one end open, the first bracket is installed inside the second bracket, or is mounted outside the second bracket, and the upper end wall / lower end wall of the first bracket and the second bracket are correspondingly abutted.

[0007] Optionally, the first bracket is installed inside the second bracket, and the driving component is installed inside the first bracket.

[0008] The driving component includes an axially rotatable upper driving shaft and / or lower driving shaft, and the upper driving shaft and / or the lower driving shaft each include an inner shaft and an outer shaft that is movably mounted on the inner shaft, the outer shaft is fixedly connected to the upper end wall and / or the lower end wall of the first bracket, the inner shaft passes through the first bracket, a gear is fixed to the outer end of the inner shaft, the upper end wall and / or the lower end wall of the second bracket is provided with a connecting hole, the inner wall of the connecting hole is provided with a tooth portion extending in the transverse direction, and the gear is engaged with the tooth portion.

[0009] Optionally, the inner shaft can be extended and retracted in the axial direction so that the gear and the tooth portion are disengaged or engaged with each other.

[0010] Optionally, the second bracket is partially inserted into the first bracket, and the driving component is installed inside the second bracket.

[0011] The driving component includes an axially rotatable upper driving shaft and / or lower driving shaft, and the upper driving shaft and / or the lower driving shaft each include an inner shaft and an outer shaft that is movably mounted on the inner shaft, a gear is fixed to the outer end of the outer shaft, the upper end wall and / or the lower end wall of the second bracket are provided with a connecting hole, the inner wall of the connecting hole is provided with a tooth portion extending laterally, the gear is engaged with the tooth portion, the inner shaft passes through the connecting hole, and is fixedly connected to the upper end wall and / or the lower end wall of the first bracket.

[0012] Optionally, the outer shaft can be extended and retracted in the axial direction so that the gear and the tooth portion are disengaged or engaged with each other.

[0013] Optionally, it further includes an upper swing arm and a lower swing arm, both of which extend in the transverse direction and have a V-shaped structure, including a first end, a second end and a third end, wherein:

[0014] The first ends of the upper swing arm and the lower swing arm are respectively connected to the upper end wall / lower end wall of the second bracket by ball hinges, and the second end and the third end are both hinged / fixedly connected to the vehicle body.

[0015] Optionally, a shock absorber is also included, which is located within the height range between the upper swing arm and the lower swing arm and extends obliquely in the height direction of the vehicle body. The lower end of the shock absorber is hinged / fixedly connected to the lower swing arm, and the upper end is fixedly connected to the vehicle body.

[0016] Optionally, a lateral force rod is further included, which is located within the height range between the upper swing arm and the lower swing arm and extends laterally. One end of the lateral force rod is ball-jointed to the second bracket, and the other end is hinged to the vehicle body.

[0017] The present invention also provides a vehicle comprising the aforementioned automobile suspension structure.

[0018] The vehicle of the present invention includes the aforementioned automobile suspension structure, and therefore has the same technical effects as the aforementioned automobile suspension structure, which will not be described in detail here. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 A schematic structural diagram of a specific embodiment of the automobile suspension structure provided by the present invention;

[0020] Figure 2 for Figure 1 Schematic diagram of the structure of the automobile suspension structure in the first lateral state;

[0021] Figure 3 for Figure 1 Schematic diagram of the structure of the automobile suspension structure in the second lateral state;

[0022] Figure 4 for Figure 1 Schematic diagram of the automobile suspension structure with the first bracket removed;

[0023] in, Figure 1-Figure 4 The reference numerals in the figures are described as follows:

[0024] 1- first bracket;

[0025] 2-second bracket; 2a-tooth portion;

[0026] 3- driving component; 31- upper driving shaft; 32- lower driving shaft; 33- gear;

[0027] 4-upper swing arm; 5-lower swing arm; a-first end; b-second end; c-third end;

[0028] 6- shock absorber;

[0029] 7- lateral force rod;

[0030] 01-Wheel. DETAILED DESCRIPTION

[0031] In order to enable those skilled in the art to better understand the technical solution of the present invention, the present invention is further described in detail below with reference to the accompanying drawings and specific embodiments.

[0032] The words "first", "second", etc. mentioned in this article are only used to facilitate the description of two or more structures or components with the same or similar structures and / or functions, and do not mean any special limitation on the order and / or importance.

[0033] Herein, the width direction of the vehicle is referred to as the “lateral direction.” In the width direction of the vehicle, the direction closer to the center of the vehicle is referred to as the “inner side,” and the direction closer to the wheel 01 is referred to as the “outer side.”

[0034] Please refer to Figure 1-Figure 3 , Figure 1 A schematic structural diagram of a specific embodiment of the automobile suspension structure provided by the present invention; Figure 2 for Figure 1 Schematic diagram of the structure of the automobile suspension structure in the first lateral state;

[0035] Figure 3 for Figure 1 Schematic diagram of the vehicle suspension structure in the second lateral state.

[0036] The present invention provides an automobile suspension structure, including a first bracket 1, a second bracket 2 and a driving component 3. The first bracket 1 is used to be fixedly connected to a wheel-end system, and the wheel-end system specifically includes a wheel 01 and an intermediate connecting bearing. The first bracket 1 is connected to the wheel 01 through the intermediate connecting bearing, so that the first bracket 1 can drive the wheel 01 to move, and the wheel 01 can also rotate at the same time. The second bracket 2 is used to be connected to the vehicle body. The first bracket 1 is connected to the second bracket 2 through the driving component 3. The driving component 3 can drive the first bracket 1 to rotate relative to the second bracket 2, and its rotation axis extends along the height direction of the vehicle body. The driving component 3 can also drive the first bracket 1 to move laterally relative to the second bracket 2.

[0037] The automobile suspension structure of the present invention adopts a split structure of a first bracket 1 and a second bracket 2, which can not only rotate relative to each other, but also move relative to each other in the transverse direction. On the one hand, by driving the first bracket 1 to rotate relative to the second bracket 2, it can drive the wheel 01 to turn, and compared with the traditional suspension system, the steering angle of the automobile is greatly improved. For example, according to actual needs, 90° steering of the wheel, side parking in place, diagonal driving, etc. can be achieved, solving the problem of limited steering angle of traditional automobiles, making it more convenient for automobile U-turns, side parking, and other operations; on the other hand, by driving the first bracket 1 to move laterally relative to the second bracket 2, the wheelbase can be adjusted, and working conditions such as variable turning diameter, on-site steering, and diagonal driving can be achieved, which greatly improves the steering performance of the automobile, while improving the operational stability of the entire vehicle, realizing vehicle energy level expansion, and being suitable for the installation of multi-size car bodies to meet the experience requirements of high-quality, high-tech automobiles.

[0038] In this embodiment, the maximum distance that the first bracket 1 moves in the lateral direction is 50 mm. Of course, this value is only for illustrative purposes. In actual applications, the distance that the first bracket 1 moves in the lateral direction is not limited and can be adaptively adjusted according to actual needs.

[0039] Specifically in this embodiment, the first bracket 1 is a frame-shaped structure with an inner end open, and the second bracket 2 is a frame-shaped structure with an outer end open. The first bracket 1 is installed inside the second bracket 2, and the driving component 3 is installed inside the first bracket 1. The upper end wall and the lower end wall of the first bracket 1 and the second bracket 2 are respectively abutted against each other.

[0040] In this embodiment, the second bracket 2 is configured to have an outer end opening, which, on the one hand, facilitates the installation of the first bracket 1, and on the other hand, provides space for the first bracket 1 to move laterally. The first bracket 1 is configured to have an inner end opening, which facilitates the installation of the driving component 3. The upper end walls and lower end walls of the first bracket 1 and the second bracket 2 respectively abut against each other. Under normal driving conditions, the first bracket 1 and the second bracket 2 are limited by the friction force generated by the abutment between the two upper end walls / lower end walls, thereby ensuring the stability of the first bracket 1 installed inside the second bracket 2.

[0041] It can be understood that in actual applications, a limiting component can also be set between the two upper end walls and / or the two lower end walls, such as an electromagnet is set between the two upper end walls and / or between the two lower end walls, and a magnetic conductive component is set on the other. Under normal driving conditions, the electromagnet and the magnetic conductive component are magnetically attracted to ensure that the first bracket 1 and the second bracket 2 are relatively fixed. When steering or wheelbase adjustment is required, the electromagnet can be controlled to cut off power so that the first bracket 1 and the second bracket 2 can move relative to each other to facilitate steering or wheelbase adjustment.

[0042] In addition, in order to facilitate the installation of the driving component 3, the first bracket 1 can be configured not only with an inner end opening but also with an outer end opening.

[0043] Please continue to refer to Figure 1-Figure 3 In this embodiment, the driving component 3 specifically includes an axially rotatable upper driving shaft 31 and a lower driving shaft 32. The upper driving shaft 31 and the lower driving shaft 32 both include an inner shaft and an outer shaft that is movable around the inner shaft, that is, the rotation of the inner shaft and the outer shaft are independent of each other. The outer shaft is fixedly connected to the upper end wall / lower end wall of the first bracket 1, and the inner shaft passes through the first bracket 1. A gear 33 is fixed to the outer end of the inner shaft. The upper end wall and the lower end wall of the second bracket 2 are provided with connecting holes, and the inner wall of the connecting hole is provided with a tooth portion 2a extending in the transverse direction, and the gear 33 is engaged with the tooth portion 2a.

[0044] In this way, when it is necessary to control the rotation of the wheel 01, the driving component 3 controls the outer shaft to rotate, and the outer shaft drives the first bracket 1 to rotate, thereby realizing the steering of the wheel 01. At this time, the inner shaft does not rotate with the outer shaft; and when it is necessary to adjust the wheelbase, the driving component 3 controls the inner shaft to rotate. Since the outer end gear 33 of the inner shaft is engaged with the tooth portion 2a, the gear 33 moves laterally along the tooth portion 2a, driving the first bracket 1 to move laterally, thereby realizing the adjustment of the wheelbase. Similarly, the outer shaft does not rotate with the inner shaft, ensuring that the wheelbase adjustment and steering actions do not interfere with each other.

[0045] It is understood that in actual applications, it is also feasible to set the drive component 3 only with the upper drive shaft 31 or the lower drive shaft 32, and the above technical effects can also be achieved. Of course, the implementation of this embodiment can improve the driving force of the drive component 3 and is a more preferred technical solution.

[0046] In addition, in this embodiment, the inner shaft can also expand and contract axially so that the gear 33 and the tooth portion 2a engage with or disengage with each other. Specifically, when the inner shaft extends axially, the gear 33 moves in a direction away from the second bracket 2, and the gear 33 disengages from the tooth portion 2a; when the inner shaft contracts axially, the gear 33 moves in a direction close to the second bracket 2, and the gear 33 and the tooth portion 2a engage with each other.

[0047] In this way, the driving component 3 controls the gear 33 to engage with the tooth portion 2a only when the wheelbase needs to be adjusted. At other times, the gear 33 can be controlled to disengage from the tooth portion 2a, preventing the inner shaft and the outer shaft from being linked due to a fault, thereby improving the reliability of the driving component 3.

[0048] Specifically, the driving component 3 can be a motor, and the internal structure of the motor is a mature existing technology and will not be described in detail here.

[0049] In practical applications, the drive component 3 may also be implemented in other ways, such as including a motor and a pneumatic cylinder / hydraulic cylinder / electric cylinder. The motor is installed inside the first bracket 1, and its output shafts at both ends are used to be fixed to the upper end wall / lower end wall of the first bracket 1 to achieve steering action. The pneumatic cylinder / hydraulic cylinder / electric cylinder is installed inside the second bracket and connected to the first bracket 1 to achieve lateral movement of the first bracket 1. Of course, this embodiment uses a single motor to achieve both steering and lateral movement of the first bracket 1, which has a simple structure, takes up little space, and is easy to install, making it a more preferred technical solution.

[0050] This embodiment adopts the technical solution that the first bracket 1 is inserted into the second bracket 2, and the driving component 3 is installed inside the first bracket 1. It can be understood that in actual application, it can also be set as follows:

[0051] The second bracket 2 is partially inserted into the inside of the first bracket 1, and the part of the second bracket 2 exposed from the first bracket 1 is used to connect with the upper and lower swing arms (which will be introduced in detail later). The driving component 3 is installed inside the second bracket 2. The driving component 3 includes an axially rotatable upper driving shaft 31 and a lower driving shaft 32. The upper driving shaft 31 and the lower driving shaft 32 both include an inner shaft and an outer shaft that is movable over the inner shaft. A ring-shaped gear 33 is fixed to the outer end of the outer shaft to facilitate the inner shaft to pass through the inside of the gear 33. The upper end wall and the lower end wall of the second bracket 2 are provided with connecting holes, and the inner wall of the connecting hole is provided with a tooth portion 2a extending in the transverse direction. The gear 33 is engaged with the tooth portion 2a. The inner shaft passes through the connecting hole and is fixedly connected to the upper end wall / lower end wall of the first bracket 1.

[0052] In this way, when it is necessary to control the rotation of the wheel 01, the driving component 3 controls the rotation of the inner shaft, and the inner shaft drives the first bracket 1 to rotate, thereby realizing the steering of the wheel 01. At this time, the outer shaft does not rotate with the inner shaft; and when it is necessary to adjust the wheelbase, the driving component 3 controls the rotation of the outer shaft. Since the outer end gear 33 of the outer shaft is engaged with the tooth portion 2a, the gear 33 moves laterally along the tooth portion 2a, driving the first bracket 1 to move laterally, thereby realizing the adjustment of the wheelbase. Similarly, the inner shaft does not rotate with the outer shaft, ensuring that the wheelbase adjustment and the steering action do not interfere.

[0053] At the same time, the outer shaft can also be set to be axially retractable so that the gear 33 and the tooth portion 2a engage or disengage with each other. Specifically, when the outer shaft extends axially, the gear 33 moves toward the middle of the second bracket 2, and the gear 33 disengages from the tooth portion 2a; when the outer shaft contracts axially, the gear 33 moves toward the upper and lower end walls of the second bracket 2, and the gear 33 and the tooth portion 2a engage with each other.

[0054] It can be understood that when the second bracket 2 is partially inserted into the first bracket 1 and the driving component 3 is installed inside the second bracket 2, the first bracket 1 is set to have an inner end opening to facilitate the installation of the second bracket 2, and the second bracket 2 can be set to have an inner end opening or an outer end opening.

[0055] Please refer to Figure 4 , 4 is Figure 1 Schematic diagram of the automobile suspension structure with the first bracket removed.

[0056] The automobile suspension structure of the present invention further includes an upper swing arm 4 and a lower swing arm 5, both of which extend in the transverse direction and have a V-shaped structure, including a first end a, a second end b, and a third end c. The first end a is located at an end that is laterally close to the second bracket 2, and the second end b and the third end c are located at an end that is laterally away from the second bracket 2.

[0057] The first ends a of the upper and lower swing arms 4 and 5 are respectively connected to the upper and lower end walls of the second bracket 2 by ball hinges, and the second ends b and third ends c are both hinged to the vehicle body, which play a role in bearing lateral forces when the suspension moves, and the structure is more stable.

[0058] The hinged connection mentioned here refers to the second end b and the third end c forming a connecting shaft. The vehicle body is provided with a bushing, and the connecting shaft is rotatably mounted within the bushing. This connection method can enhance the suspension vibration isolation rate and improve the NVH performance of the entire vehicle. Of course, in actual applications, the second end b and the third end c can also be fixedly connected to the vehicle body via bolts.

[0059] Furthermore, a shock absorber 6 is included. The shock absorber 6 is located within the height range of the upper swing arm 4 and the lower swing arm 5 and extends obliquely in the height direction of the vehicle body. The lower end of the shock absorber 6 is hinged to the lower swing arm 5, and the upper end is fixedly connected to the vehicle body, thereby limiting the vertical travel of the suspension structure. Similarly, it is also feasible to fix the lower end of the shock absorber 6 to the lower swing arm 5 with bolts.

[0060] In addition, it also includes a lateral force rod 7, which is located within the height range of the upper swing arm 4 and the lower swing arm 5 and extends laterally. One end of the lateral force rod 7 is connected to the second bracket 2 by a ball joint, and the other end is hinged to the vehicle body. It is mainly used to transmit the lateral force of the suspension structure.

[0061] The present invention also provides a vehicle comprising the aforementioned automobile suspension structure.

[0062] The vehicle of the present invention includes the aforementioned automobile suspension structure, and therefore has the same technical effects as the aforementioned automobile suspension structure, which will not be described in detail here.

[0063] The above describes in detail the automobile suspension structure and vehicle provided by the present invention. Specific examples are used herein to illustrate the principles and implementation methods of the present invention. The above examples are intended only to facilitate understanding of the method and core concepts of the present invention. It should be noted that those skilled in the art will appreciate that various improvements and modifications may be made to the present invention without departing from the principles of the present invention, and such improvements and modifications fall within the scope of protection of the claims.

Claims

1. An automobile suspension structure, characterized in that: The invention comprises a first bracket (1), a second bracket (2) and a driving component (3), wherein the first bracket (1) is used for being fixedly connected to the wheel end system, the second bracket (2) is used for being connected to the vehicle body, the first bracket (1) is connected to the second bracket (2) via the driving component (3), the driving component (3) is capable of driving the first bracket (1) to rotate relative to the second bracket (2), the rotation axis of which extends in the height direction of the vehicle body, and the driving component (3) is also capable of driving the first bracket (1) to move in the lateral direction relative to the second bracket (2); The first bracket (1) and the second bracket (2) are both frame-shaped structures with one end open. The first bracket (1) is installed inside the second bracket (2) or is mounted outside the second bracket (2). The upper end walls of the first bracket (1) and the second bracket (2) are in contact with each other, and the lower end walls of the first bracket (1) and the second bracket (2) are in contact with each other.

2. The automobile suspension structure according to claim 1, characterized in that: The first bracket (1) is installed inside the second bracket (2), and the driving component (3) is installed inside the first bracket (1). The driving component (3) includes an axially rotatable upper driving shaft (31) and / or a lower driving shaft (32), each of the upper driving shaft (31) and / or the lower driving shaft (32) including an inner shaft and an outer shaft movably fitted over the inner shaft, the outer shaft being fixedly connected to the upper end wall and / or the lower end wall of the first bracket (1), the inner shaft passing through the first bracket (1), a gear (33) being fixed to the outer end of the inner shaft, a connecting hole being provided on the upper end wall and / or the lower end wall of the second bracket (2), a tooth portion (2a) extending laterally being provided on the inner wall of the connecting hole, and the gear (33) being meshed with the tooth portion (2a).

3. The automobile suspension structure according to claim 2, characterized in that: The inner shaft can be extended and retracted in the axial direction so as to enable the gear (33) and the tooth portion (2a) to be disengaged or meshed with each other.

4. The automobile suspension structure according to claim 1, characterized in that: The second bracket (2) is partially inserted into the first bracket (1), and the driving component (3) is installed inside the second bracket (2). The driving component (3) includes an axially rotatable upper driving shaft (31) and / or a lower driving shaft (32), each of the upper driving shaft (31) and / or the lower driving shaft (32) including an inner shaft and an outer shaft movably fitted over the inner shaft, a gear (33) being fixed to the outer end of the outer shaft, the upper end wall and / or the lower end wall of the second bracket (2) being provided with a connecting hole, the inner wall of the connecting hole being provided with a toothed portion (2a) extending laterally, the gear (33) being engaged with the toothed portion (2a), the inner shaft passing through the connecting hole and being fixedly connected to the upper end wall and / or the lower end wall of the first bracket (1).

5. The automobile suspension structure according to claim 4, characterized in that: The outer shaft can be extended and retracted in the axial direction so as to enable the gear (33) and the tooth portion (2a) to be disengaged or meshed with each other.

6. The automobile suspension structure according to any one of claims 1 to 5, characterized in that: It also includes an upper swing arm (4) and a lower swing arm (5), both of which extend in the transverse direction and have a V-shaped structure, including a first end (a), a second end (b) and a third end (c), wherein: The first ends (a) of the upper swing arm (4) and the lower swing arm (5) are respectively connected to the upper end wall / lower end wall of the second bracket (2) by ball hinges, and the second end (b) and the third end (c) are both hingedly / fixedly connected to the vehicle body.

7. The automobile suspension structure according to claim 6, characterized in that: The vehicle further comprises a shock absorber (6), the shock absorber (6) being located within a height range between the upper swing arm (4) and the lower swing arm (5) and extending obliquely in the vehicle body height direction; the lower end of the shock absorber (6) is hingedly / fixedly connected to the lower swing arm (5), and the upper end is fixedly connected to the vehicle body.

8. The automobile suspension structure according to any one of claims 1 to 5, characterized in that: The vehicle further comprises a lateral force rod (7), which is located within a height range between the upper swing arm (4) and the lower swing arm (5) and extends laterally. One end of the lateral force rod (7) is connected to the second bracket (2) by a ball joint, and the other end is hinged to the vehicle body.

9. A vehicle, characterized in that: The invention comprises the automobile suspension structure according to any one of claims 1 to 8.

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