A racing car suspension structure

Abstract

The application provides a racing car suspension structure, which comprises a left stand, a right stand, a left suspension and a right suspension; a connecting assembly is installed at the center of a frame; the left suspension comprises a left upper transverse arm and a left lower transverse arm; the right suspension comprises a right upper transverse arm and a right lower transverse arm; one end of the left upper transverse arm and the left lower transverse arm is rotatably connected with the upper end and the lower end of the left stand respectively; one end of the right upper transverse arm and the right lower transverse arm is rotatably connected with the upper end of the right stand respectively; the other end of the left upper transverse arm and the right upper transverse arm is rotatably connected with the upper end of the connecting assembly respectively; the other end of the left lower transverse arm and the right lower transverse arm is rotatably connected with the lower end of the connecting assembly respectively; the left upper transverse arm and the right upper transverse arm are axially symmetrical relative to the connecting assembly; the left lower transverse arm and the right lower transverse arm are centrally symmetrical relative to the connecting assembly. The application can maximize the utilization of the lateral arrangement space of the vehicle by the length of all the transverse arms, change the wheel track and the positioning parameters of the wheels within the acceptable limited range, and improve the steering stability of the vehicle.

Description

A racing car suspension structure Technical Field

[0001] This invention relates to the field of vehicle suspension technology, and more particularly to a racing car suspension structure. Background Technology

[0002] The suspension system is a collective term for the devices that ensure an elastic connection between the wheels (or axles) and the vehicle frame (or body), and that are capable of transmitting loads, mitigating shocks, damping vibrations, and adjusting the vehicle's position during driving. The suspension directly determines the vehicle's handling stability and ride smoothness, and is a crucial component of the vehicle chassis.

[0003] As a crucial component of a racing car chassis, the structural characteristics of the suspension system are vital to handling stability and ride comfort. For example, Chinese Patent CN112046227A discloses a formula racing suspension and a racing car, featuring a double wishbone independent suspension structure. This double wishbone independent suspension structure is undoubtedly the best choice for formula racing cars in terms of handling stability and positioning parameter variations. However, due to the limited wheelbase and track width, as well as the space available for other chassis components, the length of the upper and lower control arms in the aforementioned double wishbone independent suspension is limited. This relatively short suspension arm length, especially with large wheel travel, often results in less than ideal suspension positioning parameters, making it difficult to better control wheel camber and toe angle during bounce, thus affecting the racing car's handling stability. Summary of the Invention

[0004] In view of this, the present invention proposes a racing car suspension structure to solve the problem that the length of the suspension arm in the axial direction of the racing car is limited, and the suspension positioning parameters cannot be well controlled when the wheel travel is large.

[0005] The technical solution of this invention is implemented as follows:

[0006] This invention provides a racing car suspension structure, which includes a left pillar, a right pillar, a left suspension, and a right suspension; wherein, the left pillar is used to connect to the left wheel, and the right pillar is used to connect to the right wheel; one end of the left suspension is connected to the left pillar, and the other end is connected to the vehicle frame; one end of the right suspension is connected to the right pillar, and the other end is connected to the vehicle frame.

[0007] It also includes a connecting assembly installed at the center of the frame, wherein the left suspension includes a left upper control arm and a left lower control arm, and the right suspension includes a right upper control arm and a right lower control arm;

[0008] One end of the upper left horizontal arm is rotatably connected to the upper end of the left column, one end of the lower left horizontal arm is rotatably connected to the lower end of the left column, one end of the upper right horizontal arm is rotatably connected to the upper end of the right column, one end of the lower right horizontal arm is rotatably connected to the lower end of the right column, the end of the upper left horizontal arm away from the left column and the end of the upper right horizontal arm away from the right column are respectively rotatably connected to the upper end of the connecting assembly, and the end of the lower left horizontal arm away from the left column and the end of the lower right horizontal arm away from the right column are respectively rotatably connected to the lower end of the connecting assembly.

[0009] The upper left and upper right cross arms are axially symmetrical with respect to the connecting assembly, while the lower left and lower right cross arms are centrally symmetrical with respect to the connecting assembly.

[0010] Based on the above technical solution, preferably, the upper left horizontal arm includes a front left horizontal arm and a rear left horizontal arm, one end of the front left horizontal arm is rotatably connected to the upper front end of the left column, and one end of the rear left horizontal arm is rotatably connected to the upper rear end of the left column.

[0011] The upper right horizontal arm includes a front right horizontal arm and a rear right horizontal arm. One end of the front right horizontal arm is rotatably connected to the upper front end of the right column, and one end of the rear right horizontal arm is rotatably connected to the upper rear end of the right column.

[0012] The end of the left front upper cross arm away from the left pillar and the end of the right front upper cross arm away from the right pillar are respectively rotatably connected to the upper front side of the connecting assembly. The end of the right front upper cross arm away from the right pillar and the end of the right rear upper cross arm away from the right pillar are respectively rotatably connected to the upper rear side of the connecting assembly.

[0013] The left front upper crossarm and the right front upper crossarm, as well as the left rear upper crossarm and the right rear upper crossarm, are axially symmetrical with respect to the connecting assembly.

[0014] Further, preferably, the lower left horizontal arm includes a front left horizontal arm and a rear left horizontal arm, one end of the front left horizontal arm is rotatably connected to the lower front end of the left column, and one end of the rear left horizontal arm is rotatably connected to the lower rear end of the left column.

[0015] The lower right horizontal arm includes a front right horizontal arm and a rear right horizontal arm. One end of the front right horizontal arm is rotatably connected to the lower front end of the right column, and one end of the rear right horizontal arm is rotatably connected to the lower rear end of the right column.

[0016] The end of the left front lower cross arm away from the left pillar and the end of the right front lower cross arm away from the right pillar are respectively rotatably connected to the lower end of the connecting assembly. The end of the right front lower cross arm away from the right pillar and the end of the right rear lower cross arm away from the right pillar are respectively rotatably connected to the lower end of the connecting assembly.

[0017] The left front lower crossarm and the right front lower crossarm, as well as the left rear lower crossarm and the right rear lower crossarm, are all centrally symmetrical with respect to the connecting assembly.

[0018] Based on the above technical solution, preferably, the connection assembly includes a first connector and a second connector, and the first connector and the second connector are spaced apart along the axial direction of the vehicle frame;

[0019] The first connector and the second connector have the same structure. The upper end of the first connector is provided with an upper left connecting hole and an upper right connecting hole at intervals along the transverse direction of the frame. The lower end of the first connector is provided with a lower left connecting hole and a lower right connecting hole at intervals along the transverse direction of the frame.

[0020] The end of the left front upper cross arm away from the left column is rotatably connected to the upper left connecting hole on the first connector, and the end of the right front upper cross arm away from the right column is rotatably connected to the upper right connecting hole on the first connector.

[0021] The end of the left front lower cross arm away from the left column is rotatably connected to the lower right connecting hole on the first connector, and the end of the right front lower cross arm away from the right column is rotatably connected to the lower left connecting hole on the first connector. The left front lower cross arm and the right front lower cross arm are located on the front and rear sides of the first connector, respectively.

[0022] The end of the left rear upper cross arm away from the left column is rotatably connected to the upper left connecting hole on the second connector, and the end of the right rear upper cross arm away from the right column is rotatably connected to the upper right connecting hole on the second connector.

[0023] The end of the left rear lower cross arm away from the left column is rotatably connected to the lower right connecting hole on the second connector, and the end of the right rear lower cross arm away from the right column is rotatably connected to the lower left connecting hole on the second connector. The left rear lower cross arm and the right rear lower cross arm are located on the front and rear sides of the second connector, respectively.

[0024] Furthermore, preferably, the distance between the upper left connecting hole and the upper right connecting hole is less than the distance between the lower left connecting hole and the lower right connecting hole.

[0025] Based on the above technical solution, preferably, it also includes a left steering assembly, a right steering assembly, and a steering connector. One end of the left steering assembly is rotatably connected to the left column in the vertical direction, and one end of the right steering assembly is rotatably connected to the right column in the vertical direction. The end of the left steering assembly away from the left column and the end of the left steering assembly away from the left column are hinged to the steering connector.

[0026] Further, preferably, the left steering assembly includes a left steering knuckle and a left steering cross arm, and the right steering assembly includes a right steering knuckle and a right steering cross arm. The left steering knuckle is rotatably connected to the side of the left pillar away from the left suspension and is used to connect to the left wheel. The right steering knuckle is used to connect to the right wheel. One end of the left steering cross arm is hinged to the rear side of the left steering knuckle, and the other end is hinged to the steering connector. The right steering knuckle is rotatably connected to the side of the right pillar away from the right suspension. One end of the right steering cross arm is hinged to the rear side of the right steering knuckle, and the other end is hinged to the steering connector.

[0027] Based on the above technical solution, preferably, it also includes a first trailing arm and a second trailing arm, one end of the first trailing arm is hinged to the left rear lower crossarm, one end of the second trailing arm is hinged to the right rear lower crossarm, and the other ends of the first trailing arm and the second trailing arm are respectively used to connect to the vehicle frame.

[0028] Based on the above technical solution, preferably, it also includes a left elastic mechanism and a right elastic mechanism. The lower end of the left elastic mechanism is hinged to the left column, and the upper end of the left elastic mechanism is connected to one side of the frame in the lateral direction. The lower end of the right elastic mechanism is hinged to the right column, and the upper end of the right elastic mechanism is connected to the other side of the frame in the lateral direction.

[0029] The present invention has the following advantages over the prior art:

[0030] (1) The racing car suspension structure disclosed in this invention comprises a left suspension, a right suspension, and a connecting assembly. The left suspension includes an upper left lateral arm and a lower left lateral arm, and the right suspension includes an upper right lateral arm and a lower right lateral arm. One end of the upper left lateral arm and the lower left lateral arm are rotatably connected to the upper and lower ends of the left pillar, respectively. One end of the upper right lateral arm and the lower right lateral arm are rotatably connected to the upper and lower ends of the right pillar, respectively. The ends of the upper left lateral arm and the upper right lateral arm away from the left pillar are rotatably connected to the upper end of the connecting assembly, respectively. The ends of the lower left lateral arm and the lower right lateral arm away from the left pillar are rotatably connected to the lower end of the connecting assembly, respectively. Simultaneously, the upper left lateral arm and the upper right lateral arm are axially symmetrical with respect to the connecting assembly. The lateral arm and the lower right lateral arm are centrally symmetrical with respect to the connecting assembly. This setting allows for maximum control of the lateral arm lengths in the left and right suspensions, enabling all lateral arm lengths to maximize the use of the vehicle's lateral layout space. The upper and lower lateral arms can jointly absorb lateral forces, resulting in high lateral stiffness. Furthermore, through reasonable arrangement, the wheel track and wheel alignment parameters can vary within an acceptable range, improving the vehicle's handling stability. (2) By making the length of the lower lateral arm greater than that of the upper lateral arm, the double lateral arm suspension is set to an unequal length configuration, which can reduce the variation in wheel track, overcome the drawback of severe tire wear in equal-length double lateral arm suspensions, improve road adaptability, and increase tire contact area and ground contact.

[0031] (3) By setting the upper control arm in the left and right suspensions as front upper control arm and rear upper control arm respectively, and setting the lower control arm in the left and right suspensions as front lower control arm and rear lower control arm respectively, the two upper control arms and two lower control arms are set independently, the force transmission of the wheel can be optimized, so that the wheel and the ground are kept as perpendicular as possible, the wheel tilt is minimized as much as possible, and the tire's contact with the ground is maintained as much as possible; at the same time, the tensile and compressive strength of the suspension structure can be improved, and the suspension can be prevented from bearing shear force. Attached Figure Description

[0032] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0033] Figure 1 is a three-dimensional structural schematic diagram of the racing car suspension structure disclosed in this invention;

[0034] Figure 2 is a schematic diagram of the planar structure of the racing car suspension structure disclosed in this invention;

[0035] Figure 3 is a schematic diagram of the connection assembly disclosed in this invention;

[0036] Figure 4 is a front view of the racing car suspension structure and wheel and frame assembly structure disclosed in this invention;

[0037] Figure 5 is a top view of the racing car suspension structure and wheel and frame assembly structure disclosed in this invention;

[0038] Figure label:

[0039] 1. Left pillar; 2. Right pillar; 3. Left suspension; 4. Right suspension; 5. Connecting assembly; 31. Upper left crossarm; 32. Lower left crossarm; 41. Upper right crossarm; 42. Lower right crossarm; 311. Upper left front crossarm; 312. Upper left rear crossarm; 411. Upper right front crossarm; 412. Upper right rear crossarm; 321. Lower left front crossarm; 322. Lower left rear crossarm; 421. Lower right front crossarm; 422. Lower right rear crossarm; 51. First 52. Second connecting member; 501. Upper left connecting hole; 502. Upper right connecting hole; 503. Lower left connecting hole; 504. Lower right connecting hole; 6. Left steering assembly; 7. Right steering assembly; 8. Steering connecting member; 61. Left steering knuckle; 62. Left steering cross arm; 71. Right steering knuckle; 72. Right steering cross arm; 9. First trailing arm; 10. Second trailing arm; 11. Left elastic mechanism; 12. Right elastic mechanism; S. Frame. Detailed Implementation

[0040] The technical solutions of the present invention will be clearly and completely described below with reference to the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present invention.

[0041] As shown in Figure 1, and in conjunction with Figures 2-5, this invention discloses a racing car suspension structure, including a left pillar 1, a right pillar 2, a left suspension 3, and a right suspension 4.

[0042] The left pillar 1 is used to connect to the left wheel, the right pillar 2 is used to connect to the right wheel, one end of the left suspension 3 is connected to the left pillar 1, and the other end is connected to the frame S; one end of the right suspension 4 is connected to the right pillar 2, and the other end is connected to the frame S.

[0043] As a current technology, the left suspension 3 and the right suspension 4 are located on both sides of the frame S in the lateral direction. The length of the control arms on the left suspension 3 and the right suspension 4 is limited. When the wheel travel is large, the suspension positioning parameters often become less than ideal.

[0044] To address the aforementioned issues, this embodiment further includes a connecting assembly 5 in the suspension structure. The connecting assembly 5 is installed at the center of the vehicle frame in the S-axis direction, thereby connecting the end of the left suspension 3 away from the left pillar 1 to the connecting assembly 5, and simultaneously connecting the end of the right suspension 4 away from the right pillar 2 to the connecting assembly 5.

[0045] This allows for the lengthening of the control arms in the suspension, thus making full use of the lateral mounting space of the chassis S. This enables the track width and wheel alignment parameters to vary within an acceptable range, thereby improving the vehicle's handling stability.

[0046] Specifically, one end of the upper left horizontal arm 31 is rotatably connected to the upper end of the left column 1, one end of the lower left horizontal arm 32 is rotatably connected to the lower end of the left column 1, one end of the upper right horizontal arm 41 is rotatably connected to the upper end of the right column 2, one end of the lower right horizontal arm 42 is rotatably connected to the lower end of the right column 2, the end of the upper left horizontal arm 31 away from the left column 1 and the end of the upper right horizontal arm 41 away from the right column 2 are respectively rotatably connected to the upper end of the connecting assembly 5, and the end of the lower left horizontal arm 32 away from the left column 1 and the end of the lower right horizontal arm 42 away from the right column 2 are respectively rotatably connected to the lower end of the connecting assembly 5.

[0047] In this embodiment, the upper left horizontal arm 31 and the lower left horizontal arm 32 swing on the longitudinal section between the left column 1 and the connecting assembly 5, and the upper right horizontal arm 41 and the lower right horizontal arm 42 swing on the longitudinal section between the left column 1 and the connecting assembly 5.

[0048] The upper left lateral arm 31 and the upper right lateral arm 41 are axially symmetrical with respect to the connecting assembly 5, while the lower left lateral arm 32 and the lower right lateral arm 42 are centrally symmetrical with respect to the connecting assembly 5. This allows for maximum control of the lateral arm lengths in the left suspension 3 and the right suspension 4, maximizing the use of the vehicle's lateral layout space. The upper and lower lateral arms can jointly absorb lateral forces, resulting in high lateral stiffness. Furthermore, through proper arrangement, the track width and wheel alignment parameters can be varied within acceptable limits, improving the vehicle's handling stability.

[0049] To make the left suspension 3 and right suspension 4 more stable under force, this embodiment sets the left upper control arm 31 to include a left front upper control arm 311 and a left rear upper control arm 312. One end of the left front upper control arm 311 is rotatably connected to the upper front side of the left pillar 1, and one end of the left rear upper control arm 312 is rotatably connected to the upper rear side of the left pillar 1. In this embodiment, the front and rear sides of the upper end of the left pillar 1 are provided with connecting holes along the S-axis of the frame, thereby realizing that the left front upper control arm 311 and the left rear upper control arm 312 are respectively located on the front and rear sides of the upper end of the left pillar 1. At the same time, one end of the left front upper control arm 311 and the left rear upper control arm 312 in the length direction is rotatably connected to the connecting holes on the front and rear sides of the upper end of the left pillar 1. During the connection process, a pin connection or a ball joint connection can be selected.

[0050] The upper right crossarm 41 includes a front right crossarm 411 and a rear right crossarm 412. One end of the front right crossarm 411 is rotatably connected to the upper front end of the right column 2, and one end of the rear right crossarm 412 is rotatably connected to the upper rear end of the right column 2. In this embodiment, connecting holes are provided on the front and rear sides of the upper end of the right column 2 along the S-axis of the frame, thereby realizing that the front right crossarm 411 and the rear right crossarm 412 are located on the front and rear sides of the upper end of the right column 2, respectively. At the same time, one end of the front right crossarm 411 and the rear right crossarm 412 in the length direction is rotatably connected to the connecting holes on the front and rear sides of the upper end of the right column 2, respectively. During the connection process, a pin connection or a ball joint connection can be selected.

[0051] The end of the right front upper cross arm 411 away from the right column 2 and the end of the right front upper cross arm 411 away from the right column 2 are respectively rotatably connected to the upper front side of the connecting assembly 5. The end of the right front upper cross arm 411 away from the right column 2 and the end of the right rear upper cross arm 412 away from the right column 2 are respectively rotatably connected to the upper rear side of the connecting assembly 5.

[0052] The right front upper cross arm 411 and the right front upper cross arm 412 are axially symmetrical with respect to the connecting assembly 5.

[0053] This configuration ensures that the upper control arms in the left suspension 3 and the right suspension 4 have the same length, and that the front and rear upper control arms in the left suspension 3 and the upper control arms in the right suspension 4 are symmetrical with respect to the center longitudinal section of the frame in the S-axis direction, thus ensuring balanced force transmission between the left and right wheels.

[0054] In this embodiment, the left pillar 1 has upper cross arms on both the front and rear sides of its upper end for degree of freedom control, and the right pillar 2 also has upper cross arms on both the front and rear sides of its upper end for degree of freedom control. This is to ensure that the lower ends of the left pillar 1 and right pillar 2 also have degrees of freedom control in the front-rear direction, thus achieving effective control of the entire racing car suspension positioning parameters.

[0055] In this embodiment, the lower left crossarm 32 is configured to include a left front lower crossarm 321 and a left rear lower crossarm 322. One end of the left front lower crossarm 321 is rotatably connected to the lower front end of the left column 1, and one end of the left rear lower crossarm 322 is rotatably connected to the lower rear end of the left column 1. In this embodiment, connecting holes are provided on the front and rear sides of the lower end of the left column 1 along the S-axis of the frame, thereby enabling the left front lower crossarm 321 and the left rear lower crossarm 322 to be located on the front and rear sides of the lower end of the left column 1, respectively. At the same time, one end of the left front lower crossarm 321 and the left rear lower crossarm 322 along the length direction is rotatably connected to the connecting holes on the front and rear sides of the lower end of the left column 1, respectively. During the connection process, a pin connection or a ball joint connection can be selected.

[0056] The lower right crossarm 42 includes a front right lower crossarm 421 and a rear right lower crossarm 422. One end of the front right lower crossarm 421 is rotatably connected to the lower front end of the right column 2, and one end of the rear right lower crossarm 422 is rotatably connected to the lower rear end of the right column 2. In this embodiment, connecting holes are provided on both the front and rear sides of the lower end of the right column 2 along the S-axis of the frame, thereby enabling the front right lower crossarm 421 and the rear right lower crossarm 422 to be located on the front and rear sides of the lower end of the right column 2, respectively. At the same time, one end of the front right lower crossarm 421 and the rear right lower crossarm 422 along the length direction is rotatably connected to the connecting holes on the front and rear sides of the lower end of the right column 2, respectively. During the connection process, a pin connection or a ball joint connection can be selected.

[0057] The end of the left front lower cross arm 321 away from the left column 1 and the end of the right front lower cross arm 421 away from the right column 2 are respectively rotatably connected to the lower end of the connecting assembly 5. The end of the right front lower cross arm 421 away from the right column 2 and the end of the right rear lower cross arm 422 away from the right column 2 are respectively rotatably connected to the lower end of the connecting assembly 5.

[0058] The left front lower cross arm 321 and the right front lower cross arm 421, as well as the left rear lower cross arm 322 and the right rear lower cross arm 422, are all centrally symmetrical with respect to the connecting assembly 5.

[0059] By setting the upper control arms of the left and right suspensions 4 to front upper control arms and rear upper control arms respectively, and setting the lower control arms of the left and right suspensions 4 to front lower control arms and rear lower control arms respectively, the two upper control arms and two lower control arms are set independently, which can optimize the force transmission of the wheels, keep the wheels as perpendicular to the ground as possible, minimize the tilt of the vehicle body as much as possible, and maintain the tire's contact with the ground as much as possible; at the same time, it can improve the tensile and compressive strength of the suspension structure, and avoid the suspension from bearing shear forces.

[0060] To ensure a reliable connection between the upper and lower control arms on the left suspension 3 and the right suspension 4 and the connecting assembly 5, this embodiment uses a first connecting member 51 and a second connecting member 52, which are spaced apart along the S-axis of the vehicle frame. In this embodiment, the first connecting member 51 and the second connecting member 52 are fixed to the vehicle frame S along the S-axis.

[0061] In this embodiment, the first connector 51 and the second connector 52 have the same structure. Referring to Figure 3, the upper end of the first connector 51 is provided with an upper left connecting hole 501 and an upper right connecting hole 502 at intervals along the transverse direction of the frame S. The lower end of the first connector 51 is provided with a lower left connecting hole 503 and a lower right connecting hole 504 at intervals along the transverse direction of the frame S. The upper left connecting hole 501 and the upper right connecting hole 502 are symmetrical with respect to the center of the first connector 51, and the lower left connecting hole 503 and the lower right connecting hole 504 are symmetrical with respect to the center of the first connector 51.

[0062] The end of the left front upper cross arm 311 away from the left column 1 is rotatably connected to the upper left connecting hole 501 on the first connector 51, and the end of the right front upper cross arm 411 away from the right column 2 is rotatably connected to the upper right connecting hole 502 on the first connector 51. In this embodiment, the left front upper cross arm 311 is connected to the upper left connecting hole 501 by a pin or a ball joint, and the right front upper cross arm 411 is connected to the upper right connecting hole 502 by a pin or a ball joint.

[0063] The end of the left front lower cross arm 321 away from the left column 1 is rotatably connected to the lower right connecting hole 504 on the first connector 51, and the end of the right front lower cross arm 421 away from the right column 2 is rotatably connected to the lower left connecting hole 503 on the first connector 51. The left front lower cross arm 321 and the right front lower cross arm 421 are located on the front and rear sides of the first connector 51, respectively.

[0064] The end of the left rear upper cross arm 312 away from the left column 1 is rotatably connected to the upper left connecting hole 501 on the second connector 52, and the end of the right rear upper cross arm 412 away from the right column 2 is rotatably connected to the upper right connecting hole 502 on the second connector 52.

[0065] The end of the left rear lower cross arm 322 away from the left column 1 is rotatably connected to the lower right connecting hole 504 on the second connector 52, and the end of the right rear lower cross arm 422 away from the right column 2 is rotatably connected to the lower left connecting hole 503 on the second connector 52. The left rear lower cross arm 322 and the right rear lower cross arm 422 are located on the front and rear sides of the second connector 52, respectively.

[0066] This configuration ensures that the left front lower control arm 321, left rear lower control arm 322, right front lower control arm 421, and right rear lower control arm 422 have the same length, and the left front upper control arm 311, left rear upper control arm 312, right front upper control arm 411, and right rear upper control arm 412 have the same length. At the same time, the length of all lower control arms is greater than the length of all upper control arms, making the double wishbone suspension an unequal length type. This reduces the variation in wheel track, overcomes the disadvantage of severe tire wear in equal length double wishbone suspensions, provides good road adaptability, and results in a large tire contact area and good road grip.

[0067] In this embodiment, the distance between the upper left connecting hole 501 and the upper right connecting hole 502 is smaller than the distance between the lower left connecting hole 503 and the lower right connecting hole 504. This arrangement allows the lower left and lower right crossarms to be staggered on the front and rear sides of the first connector 51 or the second connector 52, while maximizing the use of the vehicle's lateral space and allowing the wheelbase and wheel alignment parameters to vary within an acceptable range, thus improving the vehicle's handling stability.

[0068] The suspension structure disclosed in the above embodiments can be used in the rear wheels or in the front wheels.

[0069] When used in the front wheels, the suspension structure disclosed in this embodiment also includes a left steering assembly 6, a right steering assembly 7, and a steering connector 8. One end of the left steering assembly 6 is rotatably connected to the left pillar 1 in the vertical direction, and one end of the right steering assembly 7 is rotatably connected to the right pillar 2 in the vertical direction. The end of the left steering assembly 6 away from the left pillar 1 and the end of the left steering assembly 6 away from the left pillar 1 are hinged to the steering connector 8.

[0070] The steering and toe angle of the wheels are controlled by the cooperation of the left steering assembly 6 and the right steering assembly 7 with the aforementioned suspension structure.

[0071] In this embodiment, referring to Figure 5, the left steering assembly 6 includes a left steering knuckle 61 and a left steering cross arm 62, and the right steering assembly 7 includes a right steering knuckle 71 and a right steering cross arm 72. The left steering knuckle 61 is rotatably connected to the side of the left pillar 1 away from the left suspension 3, and the left steering knuckle 61 is used to connect to the left wheel, and the right steering knuckle 71 is used to connect to the right wheel. One end of the left steering cross arm 62 is hinged to the rear side of the left steering knuckle 61, and the other end is hinged to the steering connector 8. The right steering knuckle 71 is rotatably connected to the side of the right pillar 2 away from the right suspension 4, and one end of the right steering cross arm 72 is hinged to the rear side of the right steering knuckle 71, and the other end is hinged to the steering connector 8.

[0072] With this configuration, the steering system controls the rotation of the steering connector 8, thereby causing the left steering arm 62 to drive the left steering knuckle 61 to rotate the left wheel, and the right steering arm 72 to drive the right steering knuckle 71 to rotate the right wheel. Based on the structure of the left suspension 3 and the right suspension 4, the control of each degree of freedom parameter of the entire suspension can be achieved.

[0073] To control the overall degrees of freedom of the vehicle, this embodiment also includes a first trailing arm 9 and a second trailing arm 10. One end of the first trailing arm 9 is hinged to the left rear lower cross arm 322, and one end of the second trailing arm 10 is hinged to the right rear lower cross arm 422. The other ends of the first trailing arm 9 and the second trailing arm 10 are respectively used to connect to the vehicle frame S. With this configuration, the first trailing arm 9, the second trailing arm 10, the left suspension 3, and the right suspension 4 work together to better control the wheel toe angle.

[0074] To ensure that the left and right wheels do not affect each other during the bouncing process, this embodiment also includes a left elastic mechanism 11 and a right elastic mechanism 12. The lower end of the left elastic mechanism 11 is hinged to the left column 1, and the upper end of the left elastic mechanism 11 is connected to one side of the frame S in the lateral direction. The lower end of the right elastic mechanism 12 is hinged to the right column 2, and the upper end of the right elastic mechanism 12 is connected to the other side of the frame S in the lateral direction. Preferably, the lower end of the left elastic mechanism 11 is ball-jointed to the center of the upper end of the left column 1, and the lower end of the right elastic mechanism 12 is ball-jointed to the center of the upper end of the right column 2.

[0075] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A racing car suspension structure, comprising a left pillar (1), a right pillar (2), a left suspension (3), and a right suspension (4); wherein, The left pillar (1) is used to connect with the left wheel, and the right pillar (2) is used to connect with the right wheel; one end of the left suspension (3) is connected to the left pillar (1), and the other end is connected to the frame (S); one end of the right suspension (4) is connected to the right pillar (2), and the other end is connected to the frame (S); characterized in that: it also includes a connecting assembly (5) installed at the center of the frame (S), the left suspension (3) includes a left upper cross arm (31) and a left lower cross arm (32), the right suspension (4) includes a right upper cross arm (41) and a right lower cross arm (42); one end of the left upper cross arm (31) is rotatably connected to the upper end of the left pillar (1), and one end of the left lower cross arm (32) is rotatably connected to the lower end of the left pillar (1). The upper right horizontal arm (41) is rotatably connected to the upper end of the right column (2), and the lower right horizontal arm (42) is rotatably connected to the lower end of the right column (2). The upper left horizontal arm (31) and the upper right horizontal arm (41) away from the left column (1) are rotatably connected to the upper end of the connecting assembly (5), respectively. The lower left horizontal arm (32) and the lower right horizontal arm (42) away from the left column (1) are rotatably connected to the lower end of the connecting assembly (5), respectively. The upper left horizontal arm (31) and the upper right horizontal arm (41) are axially or centrally symmetrical with respect to the connecting assembly (5), and the lower left horizontal arm (32) and the lower right horizontal arm (42) are axially or centrally symmetrical with respect to the connecting assembly (5). The upper left horizontal arm (31) is axially or centrally symmetrical; the upper left horizontal arm (31) includes a left front upper horizontal arm (311) and a left rear upper horizontal arm (312), one end of the left front upper horizontal arm (311) is rotatably connected to the upper front side of the left column (1), and one end of the left rear upper horizontal arm (312) is rotatably connected to the upper rear side of the left column (1); the upper right horizontal arm (41) includes a right front upper horizontal arm (411) and a right rear upper horizontal arm (412), one end of the right front upper horizontal arm (411) is rotatably connected to the upper front side of the right column (2), and one end of the right rear upper horizontal arm (412) is rotatably connected to the upper rear side of the right column (2); the end of the left front upper horizontal arm (311) away from the left column (1) and the end of the right front upper horizontal arm (411) away from the right column (2) One end is rotatably connected to the upper front side of the connecting assembly (5), and the end of the right front upper cross arm (411) away from the right column (2) and the end of the right rear upper cross arm (412) away from the right column (2) are rotatably connected to the upper rear side of the connecting assembly (5); the left front upper cross arm (311) and the right front upper cross arm (411) and the left rear upper cross arm (312) and the right rear upper cross arm (412) are axially symmetrical with respect to the connecting assembly (5); the left lower cross arm (32) includes the left front lower cross arm (321) and the left rear lower cross arm (322), one end of the left front lower cross arm (321) is rotatably connected to the lower front side of the left column (1), and one end of the left rear lower cross arm (322) is rotatably connected to the lower rear side of the left column (1);The lower right cross arm (42) includes a front right cross arm (421) and a rear right cross arm (422). One end of the front right cross arm (421) is rotatably connected to the lower front end of the right column (2), and one end of the rear right cross arm (422) is rotatably connected to the lower rear end of the right column (2). The end of the left front cross arm (321) away from the left column (1) and the end of the right front cross arm (421) away from the right column (2) are respectively rotatably connected to the lower end of the connecting assembly (5). The end of the right front cross arm (421) away from the right column (2) and the end of the right rear cross arm (422) away from the right column (2) are respectively rotatably connected to the lower end of the connecting assembly (5). The arms (421) and the left and right rear lower cross arms (322) are all centrally symmetrical with respect to the connecting assembly (5); the connecting assembly (5) includes a first connector (51) and a second connector (52), which are spaced apart along the axial direction of the frame (S); the first connector (51) and the second connector (52) have the same structure, the upper end of the first connector (51) is provided with a left upper connecting hole (501) and a right upper connecting hole (502) spaced apart along the transverse direction of the frame (S), and the lower end of the first connector (51) is provided with a left lower connecting hole (503) and a right lower connecting hole (502) spaced apart along the transverse direction of the frame (S). 4) The end of the left front upper cross arm (311) away from the left column (1) is rotatably connected to the upper left connecting hole (501) on the first connector (51), and the end of the right front upper cross arm (411) away from the right column (2) is rotatably connected to the upper right connecting hole (502) on the first connector (51); the end of the left front lower cross arm (321) away from the left column (1) is rotatably connected to the lower right connecting hole (504) on the first connector (51), and the end of the right front lower cross arm (421) away from the right column (2) is rotatably connected to the lower left connecting hole (503) on the first connector (51), and the left front lower cross arm (321) and the right front lower cross arm (421) are respectively located at the front and rear of the first connector (51). The left rear upper cross arm (312) is rotatably connected to the upper left connecting hole (501) on the second connector (52) at one end away from the left column (1), and the right rear upper cross arm (412) is rotatably connected to the upper right connecting hole (502) on the second connector (52) at one end away from the right column (2); the left rear lower cross arm (322) is rotatably connected to the lower right connecting hole (504) on the second connector (52) at one end away from the left column (1), and the right rear lower cross arm (422) is rotatably connected to the lower left connecting hole (503) on the second connector (52) at one end away from the right column (2), and the left rear lower cross arm (322) and the right rear lower cross arm (422) are located on the front and rear sides of the second connector (52), respectively.

2. The racing car suspension structure as described in claim 1, characterized in that: The distance between the upper left connecting hole (501) and the upper right connecting hole (502) is less than the distance between the lower left connecting hole (503) and the lower right connecting hole (504).

3. The racing car suspension structure as described in claim 1, characterized in that: It also includes a left steering assembly (6), a right steering assembly (7) and a steering connector (8). One end of the left steering assembly (6) is rotatably connected to the left column (1) in the vertical direction. One end of the right steering assembly (7) is rotatably connected to the right column (2) in the vertical direction. The end of the left steering assembly (6) away from the left column (1) and the end of the left steering assembly (6) away from the left column (1) are hinged to the steering connector (8).

4. The racing car suspension structure as described in claim 3, characterized in that: The left steering assembly (6) includes a left steering knuckle (61) and a left steering cross arm (62), and the right steering assembly (7) includes a right steering knuckle (71) and a right steering cross arm (72). The left steering knuckle (61) is rotatably connected to the side of the left pillar (1) away from the left suspension (3), and the left steering knuckle (61) is used to connect with the left wheel. The right steering knuckle (71) is used to connect with the right wheel. One end of the left steering cross arm (62) is hinged to the rear side of the left steering knuckle (61), and the other end is hinged to the steering connector (8). The right steering knuckle (71) is rotatably connected to the side of the right pillar (2) away from the right suspension (4). One end of the right steering cross arm (72) is hinged to the rear side of the right steering knuckle (71), and the other end is hinged to the steering connector (8).

5. The racing car suspension structure as described in claim 1, characterized in that: It also includes a first longitudinal arm (9) and a second longitudinal arm (10). One end of the first longitudinal arm (9) is hinged to the left rear lower cross arm (322), and one end of the second longitudinal arm (10) is hinged to the right rear lower cross arm (422). The other ends of the first longitudinal arm (9) and the second longitudinal arm (10) are respectively used to connect to the frame (S).

6. The racing car suspension structure as described in claim 1, characterized in that: It also includes a left elastic mechanism (11) and a right elastic mechanism (12). The lower end of the left elastic mechanism (11) is hinged to the left column (1), and the upper end of the left elastic mechanism (11) is connected to one side of the frame (S) in the lateral direction. The lower end of the right elastic mechanism (12) is hinged to the right column (2), and the upper end of the right elastic mechanism (12) is connected to the other side of the frame (S) in the lateral direction.

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