Method of adjusting large cornering of a macpherson suspension

Abstract

The application provides a method for adjusting a large corner of a MacPherson suspension. The MacPherson suspension comprises a knuckle, a REPS steering gear and a steering tie rod connecting the knuckle and the REPS steering gear, the knuckle comprises a kingpin connecting part, a steering arm, a kingpin bearing pin and a knuckle, the kingpin connecting part is sleeved outside the kingpin bearing pin; two points where the kingpin connecting part cooperates with the kingpin bearing pin are selected as an upper kingpin point and a lower kingpin point; a point where the steering arm cooperates with the steering tie rod is selected as an outer tie rod point; when the wheel track of the vehicle is increased, the lower kingpin point is adjusted to move inward along the width direction of the vehicle body; and the outer tie rod point is adjusted to move downward along the height direction of the vehicle body. The adjusting method of the application involves less hard points, so that the corner can be increased, and the steering resistance moment is reduced.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to a method for adjusting the large steering angle of a MacPherson strut suspension. Background Technology

[0002] The suspension is a crucial system in modern automobiles. It connects the tires to the vehicle body in a specific way, transmitting the forces and torques between them and playing a role in cushioning shocks and damping vibrations. The suspension precisely controls the movement of the wheels, ensuring both comfort and handling. The MacPherson strut suspension is a typical independent suspension that directly affects a vehicle's cornering performance. When the vehicle's track width increases, if the wheel steering angle remains constant, it often results in a larger turning diameter, making cornering and U-turns more difficult.

[0003] Therefore, it is necessary to provide an improved method for adjusting the large steering angle of the MacPherson strut suspension to solve the above problems. Summary of the Invention

[0004] This application provides a method for adjusting the large steering angle of a MacPherson strut suspension, which involves fewer hard points and makes it easier to achieve large steering angles.

[0005] This application discloses a method for adjusting the large steering angle of a MacPherson strut suspension. The MacPherson strut suspension includes a steering knuckle, a Reverse EPS steering gear, and a steering tie rod connecting the steering knuckle and the Reverse EPS steering gear. The steering knuckle includes a kingpin connector, a steering arm, a kingpin bearing pin, and a steering horn. The kingpin connector is sleeved on the outside of the kingpin bearing pin. Two center points where the kingpin connector mates with the kingpin bearing pin are selected as the upper kingpin point and the lower kingpin point, respectively. The center point where the steering arm mates with the steering tie rod is selected as the tie rod outer point. When the vehicle's track width increases, the lower kingpin point is moved inward along the vehicle width direction; the tie rod outer point is moved downward along the vehicle height direction. After adjustment, the vehicle's track width is ≤1700mm, wheelbase is ≤2986mm, turning diameter is ≤8.5m, and the steering angle range is 0°-66.2°.

[0006] Furthermore, the kingpin connecting part includes an upper mounting part, a lower mounting part, and an intermediate part located between the two; the upper mounting part is engaged with the kingpin bearing pin through an upper bearing, and the lower mounting part is engaged with the kingpin bearing pin through a lower bearing; the midpoint of the axis of the lower bearing is the lower point of the kingpin, and the midpoint of the axis of the upper bearing is the upper point of the kingpin; during adjustment, the upper mounting part and the upper point of the kingpin remain unchanged.

[0007] Furthermore, the method for adjusting the inward movement of the lower pin point includes: keeping the length of the lower mounting portion unchanged and reducing the length of the middle portion.

[0008] Furthermore, after adjustment, the distance between the upper point and the lower point of the kingpin is greater than or equal to 98 mm and less than 117.354 mm; the tilt angle of the kingpin connection is greater than or equal to 6.5° and less than 8.22°; and the overall length of the kingpin connection is greater than or equal to 120 mm and less than 153.854 mm.

[0009] Furthermore, the steering arm and the steering tie rod are connected by a ball pin, the center of which is the outer point of the tie rod.

[0010] Furthermore, the steering arm includes an arm portion and a ball pin mounting portion, and the method for adjusting the downward movement of the outer point of the tie rod includes: keeping the overall thickness of the ball pin mounting portion unchanged, and moving the ball pin mounting portion downward relative to the upper point of the kingpin.

[0011] Furthermore, after adjustment, the distance between the outer point of the pull rod and the upper point of the main pin is greater than 164.783mm and less than or equal to 166.5mm, and the vertical height between the outer point of the pull rod and the upper point of the main pin is greater than 116.127mm and less than or equal to 118mm.

[0012] Furthermore, in the vertical direction, the outer point of the pull rod is located above the lower point of the kingpin, and in the left-right direction, the outer point of the pull rod and the lower point of the kingpin are located inside and outside the upper point of the kingpin, respectively.

[0013] Furthermore, the MacPherson strut suspension also includes a steering hub, and the steering knuckle also includes a hub connection portion integrally formed with the kingpin connection portion, the hub connection portion being fixed to the steering hub; the steering arm extends from the hub connection portion first toward the rear of the vehicle body and then bends inward.

[0014] Furthermore, the rack force range of the REPS steering system is 0-16.6kN.

[0015] The method for increasing the wheel steering angle of the MacPherson strut suspension system disclosed in this application involves two aspects. Firstly, by forming a lower kingpin point and an upper kingpin point within the kingpin connection portion that mate with the kingpin bearing pin, the lower kingpin point is moved inwards when the vehicle's track width increases, which helps to increase the wheel steering angle while reducing the steering resistance torque. Secondly, by forming an outer tie rod point on the steering arm that mates with the steering tie rod, the outer tie rod point is moved downwards when the vehicle's track width increases, which also helps to increase the wheel steering angle. The adjustments involve only two hard points, allowing the MacPherson strut suspension of this application to easily achieve a larger steering angle while maintaining the same turning diameter and increasing the track width, while simultaneously reducing the steering resistance torque.

[0016] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this specification. Attached Figure Description

[0017] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this specification and, together with the description, serve to explain the principles of this specification.

[0018] Figure 1 This is a perspective view of the MacPherson strut suspension used in this application.

[0019] Figure 2 yes Figure 1 A magnified view of the MacPherson strut suspension from another perspective.

[0020] Figure 3 yes Figure 2 An exploded view (showing the wheel).

[0021] Figure 4 This is a front view of a portion of the steering knuckle structure of the MacPherson strut suspension in this application.

[0022] Reference numerals: 10. Steering knuckle; 101. Upper kingpin point; 102. Lower kingpin point; 102'. Lower kingpin point; 103. Kingpin axis; 103'. Kingpin axis; 104. Tie rod outer point; 104'. Tie rod outer point; 11. Kingpin connection; 111. Upper mounting part; 112. Lower mounting part; 113. Intermediate part; 12. Steering arm; 121. Arm part; 122. Ball joint mounting part; 13. Kingpin bearing pin; 14. Angle; 141, Lug; 15, Ball joint bracket; 151, First mounting hole; 152, Second mounting hole; 16, Hub connection; 17, Bolt; 18, Washer; 20, Steering tie rod; 30, REPS steering gear; 40, Steering hub; 50, Shock absorber assembly; 51, Spring; 52, Shock absorber bracket; 60, Stabilizer bar; 61, Stabilizer bar link; 70, Lower control arm; 80, Passive tie rod; 91, Wheel; 92, Subframe. Detailed Implementation

[0023] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numerals in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this specification. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this specification as detailed in the appended claims.

[0024] The terminology used in this application is for the purpose of describing particular embodiments only and is not intended to limit this specification. Unless otherwise defined, the technical or scientific terms used in this specification should be understood in their ordinary sense by one of ordinary skill in the art to which this application pertains. The terms "first," "second," and similar terms used in this specification and claims do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Similarly, "a" or "one," and similar terms do not indicate a quantity limitation, but rather indicate the presence of one. "A plurality" or "several" indicates two or more. Unless otherwise stated, terms such as "front," "rear," "lower," and / or "upper" are for ease of description only and are not limited to a location or spatial orientation. Terms such as "comprising" or "including" mean that the elements or objects preceding "comprising" encompass the elements or objects listed following "comprising" or "including" and their equivalents, and do not exclude other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections and can include electrical connections, whether direct or indirect.

[0025] The terminology used in this specification is for the purpose of describing particular embodiments only and is not intended to be limiting of this specification. The singular forms “a,” “the,” and “the” as used in this specification and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise. It should also be understood that the term “and / or” as used herein refers to and includes any and all possible combinations of one or more of the associated listed items.

[0026] The embodiments of this application will now be described in detail.

[0027] like Figures 1 to 4 As shown, this application provides a method for adjusting the large steering angle of a MacPherson strut suspension. The MacPherson strut suspension includes a steering knuckle 10, a steering tie rod 20, a REPS steering gear 30, a steering hub 40, a shock absorber assembly 50, a stabilizer bar 60, a lower control arm 70, and a passive tie rod 80.

[0028] The steering knuckle 10 includes a kingpin connector 11, a steering arm 12, a kingpin bearing pin 13, a steering knuckle 14, a ball joint bracket 15, and a wheel hub connector 16. The kingpin connector 11 and the wheel hub connector 16 are integrally formed, with the kingpin connector 11 located on the inner side and the wheel hub connector 16 located on the outer side. The kingpin connector 11 is connected to the steering knuckle 14. The wheel hub connector 16 is fixed to the steering wheel hub 40, and the wheel hub connector 16 is provided with a steering arm 12 that extends first toward the rear of the vehicle body and then bends inward.

[0029] The kingpin connector 11 and the ram's horn 14 are fixed together by a kingpin bearing pin 13. The kingpin connector 11 is sleeved on the outside of the kingpin bearing pin 13. An upper bearing and a lower bearing are provided between the kingpin connector 11 and the kingpin bearing pin 13. The kingpin connector 11 includes an upper mounting part 111, a lower mounting part 112, and an intermediate part 113 located between the two. The upper bearing is installed between the upper mounting part 111 and the kingpin bearing pin 13, and the lower bearing is installed between the lower mounting part 112 and the kingpin bearing pin 13.

[0030] The hard points involved in the steering knuckle 10 in this application include: upper kingpin point 101, lower kingpin point 102, and tie rod outer point 104. The kingpin connecting portion 11 has an upper kingpin point 101 and a lower kingpin point 102 that mate with the kingpin bearing pin 13. The upper kingpin point 101 is the mating center point between the upper mounting portion 111 and the kingpin bearing pin 13, and the lower kingpin point 102 is the mating center point between the lower mounting portion 112 and the kingpin bearing pin 13. Specifically, the midpoint of the upper bearing axis is selected as the upper kingpin point 101, and the midpoint of the lower bearing axis is selected as the lower kingpin point 102.

[0031] The steering arm 12 includes an arm portion 121 and a ball joint mounting portion 122. A tie rod outer point 104, which mates with the steering tie rod 20, is formed on the steering arm 12. Specifically, the steering arm 12 and the steering tie rod 20 are connected via a ball joint. The center of the ball joint is selected as the tie rod outer point 104. Please refer to... Figure 4 As shown, in the vertical direction, the outer point 104 of the tie rod is located above the lower point 102 of the kingpin, and in the left and right direction, the outer point 104 of the tie rod and the lower point 102 of the kingpin are located inside and outside the upper point 101 of the kingpin, respectively.

[0032] The line connecting the upper kingpin point 101 and the lower kingpin point 102 coincides with the axis of the kingpin connection part 11 and the kingpin bearing pin 13, forming a solid kingpin axis 103. The projection of the upper kingpin point 101 in the vertical direction is located inside the projection of the lower kingpin point 102 in the vertical direction. Therefore, the kingpin axis 103 has a certain degree of inclination relative to the vertical direction, and the angle formed by the kingpin axis 103 and the vertical angle is the kingpin inclination angle α.

[0033] The steering knuckle 14 has two lugs 141 extending outwards from the vehicle body, located on the upper and lower sides of the kingpin connector 11, respectively. The lugs 141 engage with bolts 17 to secure the steering knuckle 14 to the kingpin connector 11. A washer 18 is provided between the bolts 17 and the lugs 141 for cushioning.

[0034] The ball joint bracket 15 is located at the lower end of the steering knuckle 10. The ball joint bracket 15 has a first mounting hole 151, a second mounting hole 152, and a third mounting hole (not shown in the figure). The first mounting hole 151 is located below the lug 141 and is used to connect the ball joint bracket 15 to the steering knuckle 14 and the kingpin connector 11 via bolts 17. The second mounting hole 152 connects to the ball joint of the lower control arm 70, and the third mounting hole connects to the ball joint of the driven tie rod 80.

[0035] One end of the steering tie rod 20 is connected to the steering knuckle 10 via the steering arm 12, and the other end of the steering tie rod 20 is connected to the REPS steering gear 30.

[0036] The REPS steering system 30 transmits the driver's steering input to the wheels via a rack and pinion mechanism and provides additional steering assistance through an electric power steering system. During cornering, the driver controls the vehicle's steering by turning the steering wheel, which moves the rack back and forth. Compared to traditional hydraulic power steering, the REPS steering system 30 offers more precise steering control and more adaptable handling performance. Furthermore, the electric power assistance of the REPS steering system 30 is only provided when needed, resulting in high energy efficiency.

[0037] The side of the steering hub 40 closest to the vehicle interior is connected to the steering knuckle 10 via the hub connection 16, while the side of the steering hub 40 closest to the vehicle exterior is bolted to the vehicle wheel 91. The wheel 91 and the steering hub 40 rotate synchronously. The axis of rotation of the steering hub 40 coincides with the kingpin axis 103, so that the wheel 91 and the kingpin connection 11 rotate coaxially.

[0038] The shock absorber assembly 50 is connected to the steering knuckle 14 on the side closest to the vehicle interior. The shock absorber assembly 50 consists of a spring 51 and a shock absorber bracket 52. The shock absorber bracket 52 is bolted to the steering knuckle 14, and the spring 51 is fitted onto the outside of the shock absorber bracket 52. The spring 51 is eccentrically positioned so that the central axis of the shock absorber bracket 52 does not coincide with the central axis of the spring 51. By offsetting the central axis of the spring 51 from that of the shock absorber bracket 52, the lateral force on the shock absorber assembly 50 during impacts can be effectively reduced.

[0039] Furthermore, the MacPherson strut suspension of this application also includes a stabilizer bar link 61, one end of which is connected to the shock absorber assembly 50, and the other end of which is connected to the stabilizer bar 60. The stabilizer bar 60 is fixed to the vehicle body by a mounting bracket.

[0040] The lower control arm 70 is a triangular arm. The side of the lower control arm 70 closest to the outside of the vehicle is connected to the steering knuckle 10 via a ball joint bracket 15, and the side of the lower control arm 70 closest to the inside of the vehicle is fastened to the vehicle's subframe 92 via a bushing.

[0041] The passive tie rod 80 is used to restrict the rotation of the steering knuckle 10, and its two ends are connected to the ball joint bracket 15 and the lower control arm 70, respectively. Specifically, one end of the passive tie rod 80 is connected to the middle section of the lower control arm 70 via a ball joint hinge, and the other end is connected to the third mounting hole of the ball joint bracket 15 via a ball joint. The passive tie rod 80 restricts the rotation of the steering knuckle 10. This configuration ensures that the wheel 91 rotates around the kingpin axis 103, avoiding overlapping and coupling of steering movements in the MacPherson strut independent suspension.

[0042] When a vehicle's wheelbase increases, its turning diameter increases, and the steering angle must also increase accordingly to offset the negative impact on the turning diameter and avoid an increased turning diameter. Larger turning angles are achieved by adjusting the suspension hardpoints during the design phase. The suspension hardpoint is the center point of each kinematic pair; once the hardpoint is determined, the suspension's motion trajectory is also determined. For a MacPherson strut suspension, the hardpoints mainly include the center of motion of the shock absorber support, the wheel center, the center of motion of the two bushings of the control arm, the center point of the control arm ball joint, the center points of the inner and outer ball joints of the steering tie rod, the center point of the stabilizer bar bushing, and the center points of the ball joints at both ends of the stabilizer bar link.

[0043] Generally, once the design hardpoints are determined, they are not easily adjusted. If adjustments are necessary, consultation with all designers is required; the more changes there are in the hardpoints, the more complex the design becomes. By adjusting the dimensions of existing hardpoints to obtain new hardpoints, it is possible to avoid substandard performance due to unreasonable hardpoint design and reduce repetitive work in later stages. For the MacPherson suspension structural platform of this application, the steering angle can be increased by adjusting only the positions of two hardpoints, thereby meeting the design requirements.

[0044] The two hard points involved in the adjustment are the lower kingpin point 102 and the outer point of the tie rod 104, while the upper kingpin point 101 remains unchanged. In the embodiments of this application, the upper bearing and the upper mounting part 111 corresponding to the upper kingpin point 101 also remain unchanged. It can be understood that since the length and position of the upper bearing and the upper mounting part 111 remain unchanged, the position of the mating point between the upper mounting part 111 and the upper bearing (i.e., the upper kingpin point 101) also does not change.

[0045] On one hand, adjust the kingpin lower point 102 inward along the width direction of the vehicle body. Please refer to... Figure 4 As shown, the method for adjusting the inward movement of the lower kingpin point 102 includes: keeping the length of the lower mounting portion 112 unchanged, and reducing the length of the middle portion 113. In this way, the overall length of the kingpin connection portion 11 decreases, the horizontal height of the lower kingpin point 102 remains unchanged, the vertical distance between the lower kingpin point 102 and the upper kingpin point 101 remains unchanged, and the inward movement of the lower kingpin point 102 reduces the kingpin inclination angle α; simultaneously, it helps to increase the wheel steering angle.

[0046] In the illustrated embodiment, the kingpin connection portion 11 only changes the length of the middle portion 113, without requiring adjustments to the upper mounting portion 111, the lower mounting portion 112, and their related mating relationships, thus simplifying the design process and saving resources and costs. In other cases, the lengths of the upper mounting portion 111, the lower mounting portion 112, and the middle portion 113 can also be adjusted, as long as it allows for the inward movement of the kingpin lower point 102, thereby increasing the wheel rotation angle.

[0047] When the vehicle turns, wheel 91 rotates around kingpin axis 103. During the actual rotation, under the constraint of the ground, steering knuckle 10 will rise to a corresponding height, increasing the potential energy at the front of the vehicle and creating a downward trend, generating steering resistance torque. The smaller the kingpin inclination angle α, the smaller the steering resistance torque, the smaller the steering force required for steering, and the correspondingly smaller the rack force of the REPS steering system.

[0048] On the other hand, the outer point 104 of the tie rod is adjusted downward along the vehicle height direction. The method for adjusting the downward movement of the outer point 104 includes: keeping the overall thickness of the ball joint mounting portion 122 of the steering arm 12 unchanged, and moving the ball joint mounting portion 122 downward relative to the upper point 101 of the kingpin. Since the position of the upper point 101 of the kingpin remains unchanged, the position of the outer point 104 of the tie rod is lowered. To match the lowered position of the ball joint mounting portion 122, the position of the outer point 104 of the tie rod is kept unchanged in the front-rear and left-right directions. Lowering the outer point 104 of the tie rod helps to increase the wheel steering angle. During the adjustment process, the length of the steering tie rod 20 becomes shorter.

[0049] During the overall adjustment of the MacPherson strut suspension, only the positions of two hard points, the lower kingpin point 102 and the outer tie rod point 104, were adjusted. Many other hard points of the MacPherson strut suspension remained unchanged. This allowed for an increase in wheel steering angle without redesigning the entire MacPherson strut suspension, greatly simplifying the design process and without affecting other performance aspects of the MacPherson strut suspension.

[0050] Please refer to Figure 4 The table below shows the adjustments to the relevant structures and parameters according to one embodiment of this application.

[0051]

[0052]

[0053] Before the adjustment, the vehicle's track width was ≤1620mm, wheelbase was ≤2986mm, and turning diameter was ≤8.5m. After the track width was increased, the vehicle's track width was ≤1700mm, wheelbase was ≤2986mm, and turning diameter was ≤8.5m. Here, track width refers to the front track width; turning diameter is the minimum diameter traced by the vehicle body during a turn.

[0054] Before adjustment, the inclination of the kingpin axis 103' was relatively large, the tilt angle of the kingpin connection 11 (i.e., the kingpin inclination angle) was 8.22°, the overall length of the kingpin connection 11 was 153.854 mm, and the distance between the upper kingpin point 101 and the lower kingpin point 102' was 117.354 mm. After adjustment, the inclination of the kingpin axis 103 is relatively small, the kingpin inclination angle α is greater than or equal to 6.5° and less than 8.22°, the overall length of the kingpin connection 11 is greater than or equal to 120 mm and less than 153.854 mm, and the distance between the upper kingpin point 101 and the lower kingpin point 102' is greater than or equal to 98 mm and less than 117.354 mm.

[0055] Before adjustment, the distance between the outer point 104' of the tie rod and the upper point 101 of the kingpin was 164.783 mm, and the vertical height of the outer point 104' from the upper point 101 of the kingpin was 116.127 mm; the length of the steering tie rod 20 was 364.344 mm. After adjustment, the outer point 104 of the tie rod moved downwards, the distance between the outer point 104 and the upper point 101 of the kingpin was greater than 164.783 mm and less than or equal to 166.5 mm, the vertical height of the outer point 104 from the upper point 101 of the kingpin was greater than 116.127 mm and less than or equal to 118 mm; the length of the steering tie rod 20 was 361.266 mm.

[0056] By employing an adjustment method that moves the lower kingpin point 102 inward while simultaneously moving the outer tie rod point 104 downward, the wheel steering angle is increased. Specifically, the MacPherson strut suspension of this application can increase the vehicle's wall-to-wall steering angle range from 0°-63.5° to 0°-66.2°; the vehicle's turning diameter remains ≤8.5m, unchanged compared to before the track width was increased.

[0057] As the wheelbase increases, the rack force required by the REPS steering system originally reached a maximum of 17.7 kN, exceeding the load-bearing limit of the existing REPS steering system 30 (rack force ≤ 16.6 kN). This application addresses this by moving the lower kingpin point 102 inward, thereby reducing the kingpin inclination angle α and consequently reducing the steering resistance torque. This reduces the steering force required to achieve the same steering angle, making the existing REPS steering system 30 usable.

[0058] In this application, there is one REPS steering gear 30 and one stabilizer bar 60, and two steering knuckles 10, steering tie rods 20, steering hubs 40, shock absorber assemblies 50, stabilizer bar links 61, lower control arms 70, and passive tie rods 80, symmetrically arranged on the left and right sides of the vehicle body. It is understood that the parameters of the MacPherson strut suspension in this application are preferred values ​​from the design process, and a certain range of tolerances is allowed in the actual manufacturing process.

[0059] The method for adjusting the large steering angle of the MacPherson strut suspension in this application involves two aspects. First, by forming an upper kingpin point 101 and a lower kingpin point 102 within the kingpin connection 11 that mate with the kingpin bearing pin 13, adjusting the lower kingpin point 102 to move inward when the vehicle's wheelbase increases, this increases the wheel steering angle while reducing the steering resistance torque. Second, by forming an outer tie rod point 104 on the steering arm 12 that mates with the steering tie rod 20, adjusting the outer tie rod point 104 to move downward when the vehicle's wheelbase increases, this also increases the wheel steering angle. The adjustment involves only two hard points, allowing the MacPherson strut suspension of this application to easily achieve a larger steering angle while maintaining the same turning diameter and increasing the wheelbase, while simultaneously reducing the steering resistance torque, thus enabling the use of the existing REPS steering system 30.

[0060] The above description is merely a preferred embodiment of this application and is not intended to limit this application in any way. Although this application has disclosed the preferred embodiment as above, it is not intended to limit this application. Any person skilled in the art can make some modifications or alterations to the above-disclosed technical content to create equivalent embodiments without departing from the scope of the technical solution of this application. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of this application without departing from the content of the technical solution of this application shall still fall within the scope of the technical solution of this application.

Claims

1. A method for adjusting the large steering angle of a MacPherson strut suspension, wherein the MacPherson strut suspension includes a steering knuckle, a Reverse EPS steering gear, and a steering tie rod connecting the steering knuckle and the Reverse EPS steering gear, the steering knuckle including a kingpin connector, a steering arm, a kingpin bearing pin, and a steering horn, the kingpin connector being sleeved on the outside of the kingpin bearing pin; two center points where the kingpin connector mates with the kingpin bearing pin are selected as the upper kingpin point and the lower kingpin point, respectively; the center point where the steering arm mates with the steering tie rod is selected as the tie rod outer point; when the vehicle track width increases, the lower kingpin point is adjusted inward along the vehicle width direction; the tie rod outer point is adjusted downward along the vehicle height direction; after adjustment, the vehicle track width is ≤1700mm, the wheelbase is ≤2986mm, the turning diameter is ≤8.5m, and the steering angle range is 0°-66.2°.

2. The method for adjusting the large steering angle of a MacPherson strut suspension according to claim 1, characterized in that, The kingpin connecting part includes an upper mounting part, a lower mounting part, and an intermediate part located between the two; the upper mounting part is engaged with the kingpin bearing pin through an upper bearing, and the lower mounting part is engaged with the kingpin bearing pin through a lower bearing; the midpoint of the axis of the lower bearing is the lower point of the kingpin, and the midpoint of the axis of the upper bearing is the upper point of the kingpin; the upper mounting part and the upper point of the kingpin remain unchanged during adjustment.

3. The method for adjusting the large steering angle of a MacPherson strut suspension according to claim 2, characterized in that, The method for adjusting the inward movement of the lower pin includes: keeping the length of the lower mounting portion unchanged and reducing the length of the middle portion.

4. The method for adjusting the large steering angle of a MacPherson strut suspension according to claim 3, characterized in that, After adjustment, the distance between the upper point and the lower point of the kingpin is greater than or equal to 98 mm and less than 117.354 mm; the tilt angle of the kingpin connection is greater than or equal to 6.5° and less than 8.22°; and the overall length of the kingpin connection is greater than or equal to 120 mm and less than 153.854 mm.

5. The method for adjusting the large steering angle of a MacPherson strut suspension according to claim 1, characterized in that, The steering arm and the steering tie rod are connected by a ball joint, the center of which is the outer point of the tie rod.

6. The method for adjusting the large steering angle of a MacPherson strut suspension according to claim 5, characterized in that, The steering arm includes an arm portion and a ball pin mounting portion. The method for adjusting the outer point of the tie rod to move downward includes: keeping the overall thickness of the ball pin mounting portion unchanged, and moving the ball pin mounting portion downward relative to the upper point of the kingpin.

7. The method for adjusting the large steering angle of a MacPherson strut suspension according to claim 6, characterized in that, After adjustment, the distance between the outer point of the pull rod and the upper point of the main pin is greater than 164.783mm and less than or equal to 166.5mm, and the vertical height between the outer point of the pull rod and the upper point of the main pin is greater than 116.127mm and less than or equal to 118mm.

8. The method for adjusting the large steering angle of a MacPherson strut suspension according to claim 1, characterized in that, In the vertical direction, the outer point of the pull rod is located above the lower point of the kingpin. In the left-right direction, the outer point of the pull rod and the lower point of the kingpin are located inside and outside the upper point of the kingpin, respectively.

9. The method for adjusting the large steering angle of a MacPherson strut suspension according to claim 1, characterized in that, The MacPherson strut suspension also includes a steering hub, and the steering knuckle also includes a hub connection portion integrally formed with the kingpin connection portion, the hub connection portion being fixed to the steering hub; the steering arm extends from the hub connection portion first toward the rear of the vehicle body and then bends inward.

10. The method for adjusting the large steering angle of a MacPherson strut suspension according to claim 1, characterized in that, The rack force range of the REPS steering system is 0-16.6kN.

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