Camber control arm, vehicle suspension system, control method and vehicle

Abstract

The invention discloses a camber control arm, a vehicle suspension system, a control method and a vehicle, and relates to the technical field of vehicle suspension systems.The camber control arm comprises a connecting rod and a length adjusting mechanism, the connecting rod and the length adjusting mechanism are arranged in the length direction of the camber control arm, and the length adjusting mechanism comprises a connecting shaft; the connecting shaft and the connecting rod are connected so that the relative positions of the connecting shaft and the connecting rod in the length direction of the camber control arm can be fixed, and the position of the connecting shaft in the length direction of the camber control arm can be adjusted so that the length of the camber control arm can be adjusted. According to the camber control arm of the vehicle suspension system, the length of the camber control arm can be adjusted in real time according to the requirements of the vehicle, the size of the camber angle of the wheel can be changed, the effect of actively adjusting the size of the camber angle of the wheel is achieved, and the vehicle suspension system can meet the use requirements of the vehicle in the whole scene.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle suspension systems, and in particular to a camber control arm of a vehicle suspension system, a vehicle suspension system, a vehicle, and a control method for the vehicle suspension system. Background Art

[0002] In the related art, the wheel camber angle of existing vehicles changes according to a preset fixed trend, the wheel camber angle cannot be actively adjusted as needed, and the vehicle suspension system does not meet the vehicle's full-scenario usage requirements. Summary of the invention

[0003] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, one purpose of the present invention is to provide a camber control arm of a vehicle suspension system, which can adjust the length in real time, change the size of the wheel camber angle, thereby achieving the effect of actively adjusting the size of the wheel camber angle, and enabling the vehicle suspension system to meet the use requirements of the vehicle in all scenarios.

[0004] The present invention further provides a vehicle suspension system using the camber control arm.

[0005] The present invention further provides a vehicle using the vehicle suspension system.

[0006] The present invention further provides a control method for a vehicle suspension system.

[0007] According to the first aspect of the present invention, the camber control arm of the vehicle suspension system includes: a connecting rod and a length adjustment mechanism, wherein the connecting rod and the length adjustment mechanism are arranged along the length direction of the camber control arm, and the length adjustment mechanism includes a connecting shaft, wherein the connecting shaft and the connecting rod are connected so that the relative positions of the connecting shaft and the connecting rod along the length direction of the camber control arm are fixed, and the position of the connecting shaft along the length direction of the camber control arm is adjustable to adjust the length of the camber control arm.

[0008] According to the camber control arm of the vehicle suspension system in the embodiment of the present application, the camber control arm can adjust its length in real time according to the needs of the vehicle, so that the size of the wheel camber angle can be changed, thereby achieving the effect of actively adjusting the size of the wheel camber angle, and enabling the vehicle suspension system to meet the vehicle's usage needs in all scenarios.

[0009] According to some embodiments of the present invention, the length adjustment mechanism further includes: an outer shell, a rotating sleeve and a driving motor, the driving motor and the rotating sleeve are both arranged in the outer shell, the outer shell has an end wall opposite to the connecting rod, the connecting shaft passes through the end wall and one end extends into the outer shell, the rotating sleeve is sleeved on the connecting shaft and is transmission-connected to the connecting shaft, the rotating sleeve is also transmission-connected to the driving motor, and the driving motor drives the rotating sleeve to rotate so that the connecting shaft moves along the length direction of the camber control arm.

[0010] According to some embodiments of the present invention, along the length direction of the camber control arm, the drive motor is located on the side of the rotating sleeve away from the connecting rod, and the rotor of the drive motor is opposite to the connecting shaft, and the rotor is formed with a first through hole opposite to the connecting shaft, and the connecting shaft is suitable for extending into the first through hole.

[0011] According to some embodiments of the present invention, a transmission member is connected between the rotor of the drive motor and the rotating sleeve, the transmission member is annular, and is arranged around the first through hole along the circumference of the first through hole.

[0012] According to some embodiments of the present invention, the end wall has a second through hole, the inner wall of the second through hole has a first guide portion, the peripheral wall of the connecting shaft has a second guide portion, and the first guide portion and the second guide portion cooperate to guide the connecting shaft in the length direction of the camber control arm.

[0013] According to some embodiments of the present invention, the first guide portion is one of a guide groove and a guide block, the second guide portion is the other of the guide groove and the guide block, the guide groove extends along the length direction of the camber control arm, and the guide block is installed in the guide groove.

[0014] According to some embodiments of the present invention, the camber control arm further includes: a self-locking mechanism, which is disposed in the outer shell and is located on a side of the rotating sleeve facing the connecting rod along the length direction of the camber control arm, and the self-locking mechanism selectively locks or unlocks the rotating sleeve.

[0015] According to some embodiments of the present invention, the self-locking mechanism includes: a driving coil and a locking portion, wherein the locking portion is disposed on the driving coil, and the driving coil selectively drives the locking portion to move toward or away from the rotating sleeve so that the locking portion locks or unlocks the rotating sleeve.

[0016] According to some embodiments of the present invention, the locking portion includes: a friction plate and a push rod, the friction plate is located between the rotating sleeve and the driving coil, the push rod is movably provided on the driving coil along the length direction of the camber control arm, and the push rod is fixedly connected to the friction plate.

[0017] According to some embodiments of the present invention, along the length direction of the camber control arm, the end of the length adjustment mechanism away from the connecting rod is provided with a connecting bushing, and the end of the connecting rod away from the length adjustment mechanism is provided with a connecting ball head.

[0018] The vehicle suspension system according to the second embodiment of the present invention comprises the camber control arm described in the above embodiment.

[0019] According to some embodiments of the present invention, the vehicle suspension system comprises: a plurality of suspension devices, at least two of the suspension devices disposed opposite to each other along a width direction of the vehicle comprise the camber control arm.

[0020] According to some embodiments of the present invention, the suspension device includes: an upper control arm and a lower control arm, the upper control arm is connected between the vehicle body and the wheel end, the lower control arm is connected between the vehicle body and the wheel end, and at least one of the upper control arm and the lower control arm is the camber control arm.

[0021] According to some embodiments of the present invention, the vehicle suspension system further comprises: a control device, the control device being communicatively connected to the length adjustment mechanism, and the control device being configured to control the operation of the length adjustment mechanism.

[0022] A vehicle according to an embodiment of the third aspect of the present invention comprises the vehicle suspension system described in the above embodiment.

[0023] According to the control method of the vehicle suspension system of the fourth aspect of the present invention, the vehicle suspension system is the vehicle suspension system described in the above embodiment, and the control method includes: acquiring the driving parameters of the vehicle; controlling the length adjustment mechanism to operate according to the driving parameters to adjust the length of the camber control arm to a first target length.

[0024] According to some embodiments of the present invention, controlling the length adjustment mechanism to operate according to the driving parameters to adjust the length of the camber control arm to a first target length includes: controlling the length adjustment mechanism to operate when it is determined according to the driving parameters that the working conditions of the vehicle suspension system are met; controlling the length adjustment mechanism to stop operating, or controlling the length adjustment mechanism to operate to adjust the length of the camber control arm to a second target length when it is determined according to the driving parameters that the working conditions of the vehicle suspension system are not met.

[0025] Additional aspects and advantages of the present invention will be given in part in the following description and in part will be obvious from the following description, or will be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] The above and / or additional aspects and advantages of the present invention will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0027] Figure 1 is a schematic diagram of a camber control arm according to an embodiment of the present application;

[0028] Figure 2 is a schematic diagram of the connection between the camber control arm and the vehicle body and wheel end according to an embodiment of the present application;

[0029] Figure 3 is a schematic diagram of increasing the camber angle of a wheel by extending a camber control arm according to an embodiment of the present application;

[0030] Figure 4 is a schematic diagram of reducing the camber angle of a wheel by shortening a camber control arm according to an embodiment of the present application;

[0031] Figure 5 is a schematic diagram of the connection between the length adjustment mechanism and the connecting bushing according to an embodiment of the present application;

[0032] Figure 6 is a flow chart of a control method of a vehicle suspension system according to an embodiment of the present application.

[0033] Reference numerals:

[0034] Suspension device 100, upper control arm 110, lower control arm 120,

[0035] Camber control arm 1,

[0036] Connecting rod 10,

[0037] Length adjustment mechanism 20, connecting shaft 21, second guide portion 211, housing 22, first installation space 221, second installation space 222, end wall 223, second through hole 2231, reinforcing rib 224, first annular structure 225, first avoidance hole 2251, rotating sleeve 23, driving motor 24, stator 241, rotor 242, first through hole 2421, transmission member 25, third through hole 251,

[0038] Self-locking mechanism 30, driving coil 31, locking part 32, friction plate 321, push rod 322,

[0039] Connecting bushing 40,

[0040] Connecting ball head 50,

[0041] The vehicle body 200 and the wheel end 210 . DETAILED DESCRIPTION

[0042] Embodiments of the present invention are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and cannot be understood as limiting the present invention.

[0043] Reference below Figure 1-Figure 5 A camber control arm 1 according to an embodiment of the present invention is described. The camber control arm 1 can be applied to a vehicle suspension system. The vehicle suspension system can be installed on a vehicle. By adjusting the length of the camber control arm 1, the camber angle of the wheel can be adjusted.

[0044] The camber control arm 1 of the vehicle suspension system according to the first embodiment of the present invention is as follows: Figure 1-Figure 5 As shown, the camber control arm 1 may include: a connecting rod 10 and a length adjustment mechanism 20, which are arranged along the length direction of the camber control arm 1, and the length adjustment mechanism 20 includes a connecting shaft 21, which is connected to the connecting rod 10 so that the relative positions of the connecting shaft 21 and the connecting rod 10 along the length direction of the camber control arm 1 are fixed, and the position of the connecting shaft 21 along the length direction of the camber control arm 1 is adjustable to adjust the length of the camber control arm 1.

[0045] It should be noted that in the related art, the wheel camber angle of existing vehicles changes according to a preset fixed trend, the wheel camber angle cannot be actively adjusted as needed, and the vehicle suspension system does not meet the vehicle's full-scenario usage requirements.

[0046] Based on this, the embodiment of the present application proposes a camber control arm 1, which can be connected between the vehicle body 200 and the wheel end 210. By adjusting the length of the camber control arm 1, the effect of adjusting the camber angle of the wheel can be achieved. The connecting rod 10 and the length adjustment mechanism 20 can be arranged along the length direction of the camber control arm 1. The connecting rod 10 can be connected to the length adjustment mechanism 20, the connecting shaft 21 can be connected to the connecting rod 10, and the connecting rod 10 can be connected to the connecting shaft 21 by screwing, clamping, etc., so that the relative position of the connecting rod 10 and the connecting shaft 21 along the length direction of the camber control arm 1 is fixed. As an example, the connecting rod 10 can be formed with a threaded hole, and the end of the connecting shaft 21 connected to the connecting rod 10 can be formed with a threaded structure. The connecting shaft 21 can be assembled with the threaded hole, so that the connecting shaft 21 is fixedly connected to the connecting rod 10, so that the relative position of the connecting rod 10 and the connecting shaft 21 is fixed.

[0047] The end of the connecting shaft 21 facing the connecting rod 10 can extend the length adjustment mechanism 20, and the connecting shaft 21 is adjustable along the length direction of the camber control arm 1. When the connecting shaft 21 moves along the length direction of the camber control arm 1, the connecting shaft 21 can drive the connecting rod 10 to move along the length direction of the camber control arm 1, so that the camber control arm 1 can be extended or shortened within a certain range, thereby achieving the effect of adjusting the length of the camber control arm 1. The camber control arm 1 can adjust its length in real time according to the needs of the vehicle, and can change the size of the wheel camber angle, thereby achieving the effect of actively adjusting the size of the wheel camber angle, and enabling the vehicle suspension system to meet the use needs of the vehicle in all scenarios.

[0048] In some embodiments of the present invention, Figure 5 As shown, the length adjustment mechanism 20 may also include: a housing 22, a rotating sleeve 23 and a driving motor 24. The driving motor 24 and the rotating sleeve 23 are both arranged in the housing 22. The housing 22 has an end wall 223 opposite to the connecting rod 10. The connecting shaft 21 is penetrated by the end wall 223 and one end extends into the housing 22. The rotating sleeve 23 is sleeved on the connecting shaft 21 and is transmission-connected to the connecting shaft 21. The rotating sleeve 23 is also transmission-connected to the driving motor 24. The driving motor 24 drives the rotating sleeve 23 to rotate so that the connecting shaft 21 moves along the length direction of the camber control arm 1.

[0049] The housing 22 may be constructed as a columnar structure with a circular cross section. The housing 22 may form a first installation space 221 and a second installation space 222. The first installation space 221 and the second installation space 222 are sequentially arranged along the length direction of the camber control arm 1. The first installation space 221 and the second installation space 222 may be connected. The drive motor 24 may be disposed in the second installation space 222. The rotating sleeve 23 may be disposed in the first installation space 221. The housing 22 also has an end wall 223 opposite to the connecting rod 10. The end wall 223, the first installation space 221 and the second installation space 222 may be sequentially arranged along the length direction of the camber control arm 1. The first installation space 221 may be located between the end wall 223 and the second installation space 222. The connecting shaft 21 can be passed through the end wall 223, the end of the connecting shaft 21 away from the connecting rod 10 can extend into the outer shell 22, the connecting shaft 21 can be passed through the first installation space 221, and one end of the connecting shaft 21 can extend into the second installation space 222, and the other end of the connecting shaft 21 can be connected to the connecting rod 10.

[0050] The rotating sleeve 23 can be sleeved on the connecting shaft 21 and be transmission-connected with the connecting shaft 21. The rotating sleeve 23 and the connecting shaft 21 are coaxially arranged. The rotating sleeve 23 can drive the connecting shaft 21 to move along the length direction of the camber control arm 1. As an example, the rotating sleeve 23 can be configured as a nut, the nut is formed with an internal thread, the connecting shaft 21 can be configured as a screw with an external thread, a plurality of balls can be arranged between the rotating sleeve 23 and the connecting shaft 21, the internal thread of the nut and the external thread of the screw can cooperate and form a thread raceway, and the plurality of balls can roll in the thread raceway. The rotating sleeve 23, the connecting shaft 21 and the plurality of balls can be configured as a ball screw. When the rotating sleeve 23 rotates, the rotating sleeve 23 can drive the plurality of balls to roll in the thread raceway, thereby driving the connecting shaft 21 to move along the length direction of the camber control arm 1.

[0051] The rotating sleeve 23 can also be connected to the driving motor 24 in a transmission manner. When the driving motor 24 drives the rotating sleeve 23 to rotate, the rotating sleeve 23 can drive the connecting shaft 21 to move along the length direction of the camber control arm 1, thereby achieving the effect of adjusting the length of the camber control arm 1. By changing the direction of the driving motor 24, the direction of the rotating sleeve 23 can be changed, thereby changing the moving direction of the connecting shaft 21. As an example, when the driving motor 24 rotates in a first direction, the rotating sleeve 23 rotates in the first direction, and the connecting shaft 21 can move toward the direction close to the wheel end 210 of the vehicle, so that the length of the camber control arm 1 increases. When the driving motor 24 rotates in a second direction, the rotating sleeve 23 rotates in the second direction, and the connecting shaft 21 can move toward the direction away from the wheel end 210 of the vehicle, so that the length of the camber control arm 1 decreases. The first direction can be one of the clockwise direction and the counterclockwise direction, and the second direction can be the other of the clockwise direction and the counterclockwise direction. According to the specific arrangement of the thread rotation direction of the rotating sleeve 23 and the connecting shaft 21, the rotating sleeve 23 drives the connecting shaft 21 to move along the length direction of the camber control arm 1, thereby increasing or decreasing the length of the camber control arm 1.

[0052] In an embodiment of the present application, a reinforcing rib 224 may be formed at one end of the outer shell 22 facing away from the connecting rod 10. The reinforcing rib 224 may be arranged opposite to and spaced apart from the end wall 223 along the length direction of the camber control arm 1. The reinforcing rib 224 may be constructed as a truncated cone structure with a trapezoidal cross-section. The reinforcing rib 224 may increase the connection strength between the camber control arm 1 and the vehicle body 200.

[0053] In some embodiments of the present invention, Figure 5 As shown, along the length direction of the camber control arm 1, the drive motor 24 is located on the side of the rotating sleeve 23 away from the connecting rod 10, and the rotor 242 of the drive motor 24 is opposite to the connecting shaft 21, and the rotor 242 is formed with a first through hole 2421 opposite to the connecting shaft 21, and the connecting shaft 21 is suitable for extending into the first through hole 2421.

[0054] The rotating sleeve 23 and the driving motor 24 are arranged in sequence along the length direction of the camber control arm 1. The driving motor 24 can be located on the side of the rotating sleeve 23 away from the connecting rod 10, and the driving motor 24 can be located in the second installation space 222. The driving motor 24 can include a stator 241 and a rotor 242. The rotor 242 of the driving motor 24 is coaxially arranged with the connecting shaft 21, and the rotor 242 can rotate relative to the stator 241. Along the length direction of the camber control arm 1, the rotor 242 of the driving motor 24 is arranged opposite to the connecting shaft 21. The rotor 242 is formed with a first through hole 2421 opposite to the connecting shaft 21. The first through hole 2421 can penetrate the rotor 242 along the length direction of the camber control arm 1. The connecting shaft 21 can extend into the first through hole 2421. The connecting shaft 21 is spaced apart from the inner wall of the first through hole 2421, and the connecting shaft 21 can move relative to the rotor 242 along the length direction of the camber control arm 1.

[0055] The end of the housing 22 away from the connecting rod 10 may also be formed with a first annular structure 225, the first annular structure 225 may extend into the first through hole 2421, the outer peripheral wall of the first annular structure 225 is spaced apart from the inner wall of the first through hole 2421, the first annular structure 225 is formed with a first avoidance hole 2251, the first avoidance hole 2251 penetrates the first annular structure 225 along the length direction of the camber control arm 1, the connecting shaft 21 may extend into the first annular structure 225, so that the connecting shaft 21 may move relative to the first annular structure 225 along the length direction of the camber control arm 1. As an example, the first annular structure 225 may extend into the reinforcing rib 224, so as to increase the movable range of the connecting shaft 21, thereby increasing the length adjustment range of the camber control arm 1.

[0056] In some embodiments of the present invention, Figure 5 As shown, a transmission member 25 is connected between the rotor 242 of the driving motor 24 and the rotating sleeve 23 . The transmission member 25 is annular and is arranged around the first through hole 2421 along the circumference of the first through hole 2421 .

[0057] The rotor 242 of the drive motor 24 rotates relative to the stator 241. A transmission member 25 is connected between the rotor 242 of the drive motor 24 and the rotating sleeve 23. The transmission member 25 may be annular and connected to the rotating sleeve 23 by means of clamping, bolting, etc. The transmission member 25 may be connected to the rotor 242 by means of clamping, bolting, etc., so that the rotor 242 of the drive motor 24 and the rotating sleeve 23 are connected by transmission. When the rotor 242 of the drive motor 24 rotates, the rotating sleeve 23 can be driven to rotate together. The transmission member 25 may form a third through hole 251, and the third through hole 251 penetrates the transmission member 25 along the length direction of the camber control arm 1. The transmission member 25 is arranged around the first through hole 2421 along the circumference of the first through hole 2421. The third through hole 251 is arranged opposite to the first through hole 2421 along the length direction of the camber control arm 1. The aperture size of the third through hole 251 can be the same as the aperture size of the first through hole 2421. The inner wall of the third through hole 251 can be coplanar with the inner wall of the first through hole 2421. The connecting shaft 21 can pass through the third through hole 251 and extend into the first through hole 2421. The connecting shaft 21 can move in the first through hole 2421, the third through hole 251, and the first avoidance hole 2251 along the length direction of the camber control arm 1.

[0058] In some embodiments of the present invention, Figure 5 As shown, the end wall 223 has a second through hole 2231, the inner wall of the second through hole 2231 has a first guide portion, the peripheral wall of the connecting shaft 21 has a second guide portion 211, and the first guide portion and the second guide portion 211 cooperate to guide the connecting shaft 21 in the length direction of the camber control arm 1.

[0059] The end wall 223 is formed with a second through hole 2231, and the second through hole 2231 can penetrate the end wall 223 along the length direction of the camber control arm 1, and the connecting shaft 21 can be inserted into the second through hole 2231. The inner wall of the second through hole 2231 can be formed with a first guide portion, and the peripheral wall of the connecting shaft 21 has a second guide portion 211, and the first guide portion and the second guide portion 211 can be guided and matched. The first guide portion can be one of a guide groove and a guide block, and the second guide portion 211 can be the other of the guide groove and the guide block, and the guide groove can be guided and matched with the guide block, so as to achieve the effect of guiding the connecting shaft 21 in the length direction of the camber control arm 1.

[0060] In some embodiments of the present invention, the first guide portion is one of the guide groove and the guide block, and the second guide portion 211 is the other of the guide groove and the guide block. The guide groove extends along the length direction of the camber control arm 1, and the guide block is installed in the guide groove.

[0061] The first guide portion is one of the guide groove and the guide block, and the second guide portion 211 is the other of the guide groove and the guide block. The embodiment of the present application is described by taking the first guide portion as the guide groove and the second guide portion 211 as the guide block as an example. The guide groove extends along the length direction of the camber control arm 1, and the guide groove penetrates the end wall 223 along the length direction of the camber control arm 1. The guide block is installed in the guide groove, and the guide block can move along the extension direction of the guide groove, thereby realizing the guiding cooperation between the guide block and the guide groove, and realizing the guiding cooperation between the first guide portion and the second guide portion 211, so that the connecting shaft 21 can move along the length direction of the camber control arm 1, and can avoid the relative rotation between the connecting shaft 21 and the end wall 223, and can also limit the radial runout of the connecting shaft 21 along the connecting shaft 21, which is conducive to improving the stability of the connecting shaft 21 moving along the length direction of the camber control arm 1.

[0062] In some embodiments of the present invention, Figure 5 As shown, the camber control arm 1 may further include: a self-locking mechanism 30, which is disposed in the outer shell 22, and along the length direction of the camber control arm 1, the self-locking mechanism 30 is located on the side of the rotating sleeve 23 facing the connecting rod 10, and the self-locking mechanism 30 selectively locks or unlocks the rotating sleeve 23.

[0063] The self-locking mechanism 30 may be disposed in the first installation space 221, and along the length direction of the camber control arm 1, the self-locking mechanism 30 is located on the side of the rotating sleeve 23 facing the connecting rod 10, and the rotating sleeve 23 is located between the self-locking mechanism 30 and the driving motor 24. The self-locking mechanism 30 may selectively lock or unlock the rotating sleeve 23, and when the length of the camber control arm 1 needs to be adjusted, the self-locking mechanism 30 unlocks the rotating sleeve 23, and when the length of the camber control arm 1 does not need to be adjusted, the self-locking mechanism 30 locks the rotating sleeve 23.

[0064] As an example, the self-locking mechanism 30 may be configured as a push cylinder, which may include a push shaft, which may extend or retract along the length direction of the camber control arm 1. When the push cylinder drives the push shaft to extend and abut against the rotating sleeve 23, the self-locking mechanism 30 locks the rotating sleeve 23. When the push shaft retracts and separates from the rotating sleeve 23, the self-locking mechanism 30 unlocks the rotating sleeve 23. As another example, the self-locking mechanism 30 may be configured as a worm gear mechanism. The rotation of the worm gear may drive the worm to move along the length direction of the camber control arm 1, so that the worm abuts against or separates from the rotating sleeve 23, thereby achieving the effect that the self-locking mechanism 30 selectively locks or unlocks the rotating sleeve 23. When the self-locking mechanism 30 locks the rotating sleeve 23, the driving motor 24 also stops working accordingly.

[0065] In some embodiments of the present invention, Figure 5As shown, the self-locking mechanism 30 may include: a driving coil 31 and a locking portion 32 , wherein the locking portion 32 is disposed on the driving coil 31 , and the driving coil 31 selectively drives the locking portion 32 to move toward or away from the rotating sleeve 23 , so that the locking portion 32 locks or unlocks the rotating sleeve 23 .

[0066] The driving coil 31 can be connected to a power source. When the driving coil 31 is energized, a magnetic field can be generated. By controlling the magnitude of the current flowing through the driving coil 31, the strength of the magnetic field generated by the driving coil 31 can be controlled. By changing the direction of the current flowing through the driving coil 31, the direction of the magnetic field can be changed. The locking portion 32 can be composed of an electromagnet. The locking portion 32 can be connected to the driving coil 31. When the driving coil 31 is energized, a magnetic field is generated. Depending on the direction of the magnetic field of the driving coil 31, the driving coil 31 can push or attract the locking portion 32. The driving coil 31 can selectively drive the locking portion 32 to move toward or away from the rotating sleeve 23, thereby achieving the effect of the locking portion 32 locking or unlocking the rotating sleeve 23, thereby achieving the effect of controlling the movement of the connecting shaft 21.

[0067] In some embodiments of the present invention, Figure 5 As shown, the locking portion 32 may include: a friction plate 321 and a push rod 322, the friction plate 321 is located between the rotating sleeve 23 and the driving coil 31, the push rod 322 is movably arranged on the driving coil 31 along the length direction of the camber control arm 1, and the push rod 322 is fixedly connected to the friction plate 321.

[0068] The friction plate 321 can be located between the rotating sleeve 23 and the driving coil 31, and the friction plate 321 can be fixedly connected to the push rod 322 by means of clamping, bonding, etc. The friction plate 321 can be located between the push rod 322 and the rotating sleeve 23. The push rod 322 can be made of an electromagnet, and the push rod 322 can be connected to the driving coil 31. The driving coil 31 can drive the push rod 322 to move toward or away from the rotating sleeve 23 along the length direction of the camber control arm 1. When the driving coil 31 drives the push rod 322 to move toward the rotating sleeve 23, the push rod 322 can drive the friction plate 321 to abut against the rotating sleeve 23. By applying force to the push rod 322 to press the friction plate 321 against the rotating sleeve 23, the friction plate 321 can generate a braking force, and the friction plate 321 can stop the rotating sleeve 23 from rotating, thereby achieving the effect of the self-locking mechanism 30 locking the rotating sleeve 23. When the driving coil 31 drives the push rod 322 to move away from the rotating sleeve 23 , the push rod 322 can drive the friction plate 321 to separate from the rotating sleeve 23 , thereby achieving the effect of the self-locking mechanism 30 unlocking the rotating sleeve 23 .

[0069] In some embodiments of the present invention, Figure 1As shown, along the length direction of the camber control arm 1 , a connecting bushing 40 is provided at the end of the length adjustment mechanism 20 away from the connecting rod 10 , and a connecting ball head 50 is provided at the end of the connecting rod 10 away from the length adjustment mechanism 20 .

[0070] Along the length direction of the camber control arm 1, the end of the length adjustment mechanism 20 away from the connecting rod 10 is provided with a connecting bushing 40, and the connecting bushing 40 can be fixedly connected with the housing 22 of the length adjustment mechanism 20 by welding, bolt connection, etc., and the connecting bushing 40 can be installed on the vehicle body 200 by bolts, so as to realize the connection between the camber control arm 1 and the vehicle body 200. As an example, the connecting bushing 40 can include a shell and a bushing liner, the shell can be made of metal material, and the bushing liner can be made of rubber and other materials, and the connecting bushing 40 can play the effect of reducing vibration and noise.

[0071] Along the length direction of the camber control arm 1, the end of the connecting rod 10 away from the length adjustment mechanism 20 is provided with a connecting ball head 50, which can be movably connected to the connecting rod 10, and the connecting ball head 50 can be a universal ball head. An activity space can be formed at one end of the connecting rod 10 connected to the connecting ball head 50, and the activity space can be a groove structure, a hole structure, etc. The connecting ball head 50 can be assembled in the activity space, and the connecting ball head 50 can rotate in the activity space, thereby achieving the effect of the active connection between the connecting rod 10 and the connecting ball head 50. The connecting ball head 50 can be connected to the wheel end 210 of the vehicle. When the length of the camber control arm 1 changes, the camber control arm 1 can make the connecting ball head 50 rotate in the activity space, so that the size of the wheel camber angle changes, thereby achieving the effect of the camber control arm 1 controlling the size change of the wheel camber angle.

[0072] The vehicle suspension system according to the second embodiment of the present invention comprises the camber control arm 1 in the above embodiment.

[0073] According to the vehicle suspension system of the embodiment of the present application, the camber control arm 1 of the above embodiment can be used to achieve the effect of adjusting the camber angle of the wheel.

[0074] In some embodiments of the present invention, a vehicle suspension system may include: a plurality of suspension devices 100 , at least two suspension devices 100 disposed opposite to each other along a width direction of the vehicle include a camber control arm 1 .

[0075] There may be multiple suspension devices 100, and each wheel end 210 of the vehicle may have a corresponding suspension device 100, and each wheel end 210 of the vehicle may be connected to the vehicle body 200 through the corresponding suspension device 100, and there may be four suspension devices 100. At least two suspension devices 100 arranged opposite to each other along the width direction of the vehicle include a camber control arm 1, that is, the corresponding suspension device 100 of at least one wheel end 210 on the left side of the vehicle includes a camber control arm 1, and the corresponding suspension device 100 of at least one wheel end 210 on the right side of the vehicle includes a camber control arm 1. The embodiment of the present application is described by taking the example that the corresponding suspension device 100 of each wheel end 210 of the vehicle includes a camber control arm 1, and there are four camber control arms 1. Each suspension device 100 has a camber control arm 1, and each camber control arm 1 has a wheel end 210 of the vehicle corresponding to it. Each camber control arm 1 can control the change in the camber angle of the corresponding wheel end 210, so that the camber angle of each wheel end 210 can be adjusted individually, and the camber angles of multiple wheel ends 210 can be adjusted simultaneously.

[0076] By setting the vehicle suspension system to include multiple suspension devices 100, each suspension device 100 includes a camber control arm 1, each camber control arm 1 works independently, and each camber control arm 1 can control the corresponding wheel end 210, so that the vehicle suspension system can have multiple working modes, can adjust the camber angle of each wheel end 210 of the vehicle individually, can adjust the camber angles of multiple wheel ends 210 at the same time, and can also realize a self-locking mode. As an example, when the vehicle suspension system simultaneously adjusts the camber angles of multiple wheel ends 210, taking the left and right wheel ends 210 of the vehicle as an example, the effect of the camber angles of the left and right wheel ends 210 changing in the same direction can be achieved, that is, the camber angle of the left wheel end 210 increases while the camber angle of the right wheel end 210 increases, or the camber angle of the left wheel end 210 decreases while the camber angle of the right wheel end 210 decreases; the effect of the camber angles of the left and right wheel ends 210 changing in the opposite direction can be achieved, that is, the camber angle of the left wheel end 210 increases while the camber angle of the right wheel end 210 decreases, or the camber angle of the left wheel end 210 decreases while the camber angle of the right wheel end 210 increases.

[0077] In some embodiments of the present invention, Figure 2-Figure 4 As shown, the suspension device 100 may include: an upper control arm 110 and a lower control arm 120, the upper control arm 110 is connected between the vehicle body 200 and the wheel end 210, the lower control arm 120 is connected between the vehicle body 200 and the wheel end 210, and at least one of the upper control arm 110 and the lower control arm 120 is a camber control arm 1.

[0078] The upper control arm 110 can be connected between the vehicle body 200 and the wheel end 210, and the lower control arm 120 can be connected between the vehicle body 200 and the wheel end 210. Both the upper control arm 110 and the lower control arm 120 can bear a part of the weight of the vehicle body 200. By connecting the vehicle body 200 and the wheel end 210, the weight of the vehicle body 200 can be transferred to the vehicle suspension system, which is helpful to help maintain the stability and balance of the vehicle body 200. The upper control arm 110 and the lower control arm 120 can be configured as camber control arms 1, and at least one of the upper control arm 110 and the lower control arm 120 is a camber control arm 1. By adjusting the length of the upper control arm 110, or adjusting the length of the lower control arm 120, or adjusting the length of the upper control arm 110 and the lower control arm 120, the camber angle of the wheel end 210 can be adjusted. The embodiment of the present application is described by taking the upper control arm 110 as a camber control arm 1 as an example. By configuring the upper control arm 110 to be a camber control arm 1, the camber angle of the wheel can be adjusted. The upper control arm 110 can also reduce the roll of the vehicle during driving, which is beneficial to improving the comfort and safety of the vehicle.

[0079] In some embodiments of the present invention, the vehicle suspension system may further include: a control device, the control device is communicatively connected to the length adjustment mechanism 20 , and the control device is configured to control the length adjustment mechanism 20 to operate.

[0080] The control device can be connected to the length adjustment mechanism 20 for communication, and the control device can control the length adjustment mechanism 20 to work, and the control device can control the drive motor 24 and the self-locking mechanism 30 to work. The control device can include a motor controller, and the control device can be connected to the motor controller for communication, and the motor controller can be connected to the drive motor 24 for driving, and the motor controller can control the drive motor 24 to work, and the motor controller can control the rotor 242 of the drive motor 24 to rotate in the first direction or the second direction, so as to achieve the effect of controlling the steering of the rotating sleeve 23, so that the connecting shaft 21 can move in the direction close to the vehicle body 200 along the length direction of the camber control arm 1, or the connecting shaft 21 can move in the direction away from the vehicle body 200 along the length direction of the camber control arm 1, so as to achieve the effect of adjusting the length of the camber control arm 1. The motor controller can control the rotor 242 of the drive motor 24 to rotate in the first direction or the second direction, and the motor controller can control the rotation speed of the rotor 242, and the motor controller can control the number of rotations of the rotor 242 to obtain the moving distance of the moving shaft 21, so as to achieve the position feedback of the moving shaft 21, and thus achieve the precise adjustment of the length of the camber control arm 1.

[0081] The control device can be connected to the self-locking mechanism 30 for communication, the control device can control the self-locking mechanism 30 to work, the control device can control the driving coil 31 to be energized, and the control device can control the magnitude and direction of the current flowing through the driving coil 31, so as to achieve the effect that the driving coil 31 selectively drives the locking portion 32 to move toward or away from the rotating sleeve 23, so as to achieve the effect that the self-locking mechanism 30 locks the rotating sleeve 23 or unlocks the rotating sleeve 23. The control device can control multiple suspension devices 100 to work, so as to achieve the effect that the camber angles of multiple wheels can be adjusted.

[0082] A vehicle according to an embodiment of the third aspect of the present invention comprises: the vehicle suspension system in the above embodiment.

[0083] According to the vehicle of the embodiment of the present application, using the vehicle suspension system of the above-mentioned embodiment, it is possible to achieve the effect of real-time and active adjustment of the wheel camber angle. By adjusting the wheel camber angle, the contact area of ​​the wheel end 210 can be changed, the gripping ability of the wheel end 210 can be ensured, and the risk of rollover during vehicle driving is reduced, which is beneficial to improving the stability and safety of the vehicle.

[0084] According to the control method of the vehicle suspension system of the fourth aspect embodiment of the present invention, the vehicle suspension system is the vehicle suspension system in the above embodiment, the vehicle suspension system may include a control device and a plurality of suspension devices, each suspension device may include a camber control arm, the control device may control the camber control arms in the plurality of suspension devices to adjust the length, thereby achieving the effect of adjusting the camber angle of the wheel.

[0085] refer to Figure 6 A control method for a vehicle suspension system according to an embodiment of the present application is described. The control method may include:

[0086] S100: Acquire driving parameters of the vehicle.

[0087] The vehicle may include a vehicle control system. When the vehicle is started, the vehicle control system and the vehicle suspension system may perform self-checks to ensure that the vehicle control system and the vehicle suspension system can work properly. The vehicle control system may obtain the vehicle's driving parameters, which may include the vehicle's driving speed, steering wheel rotation angle, body roll angle, etc. Based on the vehicle's driving parameters, it may be determined whether the vehicle's driving state meets the working conditions of the vehicle's suspension system. Different driving modes of the vehicle may cause the vehicle to have different driving parameters. Different driving environments of the vehicle may cause the vehicle to have different driving parameters. Based on the vehicle's driving parameters, it may be determined whether the wheel camber angle needs to be adjusted.

[0088] S200, controlling the length adjustment mechanism to operate according to the driving parameter to adjust the length of the camber control arm to a first target length.

[0089] Among them, whether the working conditions of the vehicle suspension system are met is judged according to the vehicle's driving parameters. If the working conditions of the vehicle suspension system are met, the control device can control the length adjustment mechanism to work, thereby adjusting the length of the camber control arm, so that the length of the camber control arm is adjusted to the first target length, and the wheel camber angle is the first target angle.

[0090] Specifically, when the vehicle is started, the vehicle control system and the vehicle suspension system both perform self-checks to ensure that the vehicle control system and the vehicle suspension system can work normally. The vehicle control system obtains the vehicle's driving parameters and determines whether the vehicle's driving state meets the working conditions of the vehicle suspension system based on the vehicle's driving parameters. According to the vehicle's driving parameters, if the working conditions of the vehicle suspension system are not met, the vehicle suspension system does not work. If the working conditions of the vehicle suspension system are met, the control device controls the length adjustment mechanism to work, and the control device controls the drive motor to work. The drive motor works to drive the rotating sleeve to rotate, thereby adjusting the length of the camber control arm. The length of the camber control arm can be adjusted to a first target length, so that the wheel camber angle is a first target angle, thereby improving the vehicle's grip and improving the vehicle's driving stability.

[0091] According to different driving modes of the vehicle, the vehicle may have different driving parameters, and the driving speed, steering wheel turning angle, body roll angle, etc. of the vehicle may all be different. The vehicle driving parameters under the current driving mode are obtained through the vehicle control system, and it is determined whether the working conditions of the vehicle suspension system are met according to the vehicle driving parameters. If the working conditions of the vehicle suspension system are met, the vehicle suspension system controls the length of the camber control arm to be adjusted to the first target length. As an example, when the vehicle is traveling at a first speed, the steering wheel is turned at a first angle, and the body roll angle is a second angle, the vehicle is in a standard mode, and the vehicle's grip needs to be improved. The vehicle suspension system works, and the camber control arm length needs to be adjusted to the first length. As another example, when the vehicle is traveling at a second speed, the steering wheel is turned at a third angle, and the body roll angle is a fourth angle, the vehicle is in a sports mode, and the vehicle's grip needs to be improved. The vehicle suspension system works, and the camber control arm length needs to be adjusted to the second length.

[0092] Therefore, through the control method of the vehicle suspension system of the embodiment of the present application, it is possible to control whether the vehicle suspension system is working according to the driving parameters of the vehicle. When the vehicle suspension system is working, the vehicle suspension system can control the length of the camber control arm to be adjusted to the first target length, so that the wheel camber angle is the first target angle, thereby improving the vehicle's grip and improving the vehicle's driving stability.

[0093] In some embodiments of the present invention, the length adjustment mechanism is controlled to operate according to driving parameters to adjust the length of the camber control arm to a first target length, including: when it is determined according to the driving parameters that the working conditions of the vehicle suspension system are met, the length adjustment mechanism is controlled to operate; when it is determined according to the driving parameters that the working conditions of the vehicle suspension system are not met, the length adjustment mechanism is controlled to stop operating, or the length adjustment mechanism is controlled to operate to adjust the length of the camber control arm to a second target length.

[0094] When the vehicle driving parameters meet the working conditions of the vehicle suspension system, the vehicle suspension system works, the control device controls the length adjustment mechanism to work, and the length adjustment mechanism controls the connecting shaft to move along the length direction of the camber control arm, thereby achieving the effect of adjusting the length of the camber control arm, so that the wheel camber angle can be the target angle, ensuring the wheel's grip ability, which is beneficial to improving the safety and stability of vehicle driving.

[0095] When the vehicle suspension system is working, the vehicle suspension system can have multiple working modes. It can adjust the camber angle of each wheel of the vehicle individually, adjust the camber angles of multiple wheels at the same time, and meet the self-locking requirements of the vehicle and start the self-locking mode at a reasonable wheel camber angle position.

[0096] When the vehicle driving parameters do not meet the working conditions of the vehicle suspension system, for example: when a vehicle malfunctions, the vehicle suspension system can turn on the self-locking mode, and the vehicle control system sends a self-locking signal to the control device and the motor controller. The control device can control the self-locking mechanism to lock the rotating sleeve, thereby preventing the rotating sleeve from rotating. The motor controller controls the drive motor to stop rotating, so that the length adjustment mechanism stops working, the length of the camber control arm cannot be adjusted, and the camber angle of the wheel cannot be changed, which is beneficial to improving the safety of the vehicle.

[0097] When the vehicle driving parameters do not meet the working conditions of the vehicle suspension system, if the length of the camber control arm cannot be adjusted to the desired length of the vehicle, the control device controls the length of the camber control arm to be adjusted to a second target length, and the second target length is the maximum adjustable length of the camber control arm, thereby avoiding damage to the length adjustment mechanism, which is beneficial to reducing the probability of failure of the vehicle suspension system, and is beneficial to extending the service life of the vehicle suspension system and improving the safety of the vehicle.

[0098] The camber control arm of the vehicle suspension system, the vehicle suspension system, and other components and operations of the vehicle according to the embodiment of the present invention are well known to those skilled in the art and will not be described in detail herein.

[0099] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner.

[0100] Although the embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A camber control arm of a vehicle suspension system, characterized in that: include: A connecting rod (10) and a length adjustment mechanism (20), wherein the connecting rod (10) and the length adjustment mechanism (20) are arranged along the length direction of the camber control arm (1), and the length adjustment mechanism (20) comprises a connecting shaft (21), wherein the connecting shaft (21) and the connecting rod (10) are connected so that the relative positions of the connecting shaft (21) and the connecting rod (10) along the length direction of the camber control arm (1) are fixed, and the position of the connecting shaft (21) along the length direction of the camber control arm (1) is adjustable so as to adjust the length of the camber control arm (1).

2. The camber control arm according to claim 1, characterized in that: The length adjustment mechanism (20) further comprises: a housing (22), a rotating sleeve (23) and a driving motor (24); the driving motor (24) and the rotating sleeve (23) are both arranged in the housing (22); the housing (22) has an end wall (223) opposite to the connecting rod (10); the connecting shaft (21) is passed through the end wall (223) and one end thereof extends into the housing (22); the rotating sleeve (23) is sleeved on the connecting shaft (21) and is transmission-connected to the connecting shaft (21); the rotating sleeve (23) is also transmission-connected to the driving motor (24); the driving motor (24) drives the rotating sleeve (23) to rotate so that the connecting shaft (21) moves along the length direction of the camber control arm (1).

3. The camber control arm according to claim 2, characterized in that: Along the length direction of the camber control arm (1), the drive motor (24) is located on the side of the rotating sleeve (23) away from the connecting rod (10), and the rotor (242) of the drive motor (24) is opposite to the connecting shaft (21), and the rotor (242) is formed with a first through hole (2421) opposite to the connecting shaft (21), and the connecting shaft (21) is suitable for extending into the first through hole (2421).

4. The camber control arm according to claim 3, characterized in that: A transmission member (25) is connected between the rotor (242) of the drive motor (24) and the rotating sleeve (23); the transmission member (25) is annular and is arranged around the first through hole (2421) along the circumference of the first through hole (2421).

5. The camber control arm according to claim 2, characterized in that: The end wall (223) has a second through hole (2231), the inner wall of the second through hole (2231) has a first guide portion, the peripheral wall of the connecting shaft (21) has a second guide portion (211), and the first guide portion and the second guide portion (211) cooperate to guide the connecting shaft (21) in the length direction of the camber control arm (1).

6. The camber control arm according to claim 5, characterized in that: The first guide portion is one of a guide groove and a guide block, and the second guide portion (211) is the other of the guide groove and the guide block. The guide groove extends along the length direction of the camber control arm (1), and the guide block is installed in the guide groove.

7. The camber control arm according to any one of claims 2 to 6, characterized in that: Also includes: A self-locking mechanism (30) is disposed in the housing (22). Along the length direction of the camber control arm (1), the self-locking mechanism (30) is located on the side of the rotating sleeve (23) facing the connecting rod (10). The self-locking mechanism (30) selectively locks or unlocks the rotating sleeve (23).

8. The camber control arm according to claim 7, characterized in that: The self-locking mechanism (30) comprises: a driving coil (31) and a locking portion (32), wherein the locking portion (32) is arranged on the driving coil (31), and the driving coil (31) selectively drives the locking portion (32) to move toward or away from the rotating sleeve (23), so that the locking portion (32) locks or unlocks the rotating sleeve (23).

9. The camber control arm according to claim 8, characterized in that: The locking portion (32) comprises: a friction plate (321) and a push rod (322); the friction plate (321) is located between the rotating sleeve (23) and the driving coil (31); the push rod (322) is movably arranged on the driving coil (31) along the length direction of the camber control arm (1); and the push rod (322) is fixedly connected to the friction plate (321).

10. The camber control arm according to any one of claims 1 to 6, characterized in that: Along the length direction of the camber control arm (1), a connecting bushing (40) is provided at the end of the length adjustment mechanism (20) away from the connecting rod (10), and a connecting ball head (50) is provided at the end of the connecting rod (10) away from the length adjustment mechanism (20).

11. A vehicle suspension system, characterized in that: It comprises a camber control arm (1) according to any one of claims 1 to 10.

12. The vehicle suspension system according to claim 11, characterized in that include: A plurality of suspension devices (100), at least two of which are arranged opposite to each other in the width direction of the vehicle and include the camber control arm (1).

13. The vehicle suspension system according to claim 12, characterized in that: The suspension device (100) comprises: an upper control arm (110) and a lower control arm (120); the upper control arm (110) is connected between a vehicle body (200) and a wheel end (210); the lower control arm (120) is connected between the vehicle body (200) and the wheel end (210); at least one of the upper control arm (110) and the lower control arm (120) is the camber control arm (1).

14. The vehicle suspension system according to claim 11, characterized in that: Also includes: A control device is communicatively connected to the length adjustment mechanism (20), and the control device is configured to control the operation of the length adjustment mechanism (20).

15. A vehicle, characterized in that: Comprising a vehicle suspension system according to any one of claims 11-14.

16. A method for controlling a vehicle suspension system, characterized in that: The vehicle suspension system is a vehicle suspension system according to any one of claims 11 to 14, and the control method comprises: Obtaining the driving parameters of the vehicle; The length adjustment mechanism is controlled to operate according to the driving parameter to adjust the length of the camber control arm to a first target length.

17. The control method according to claim 16, characterized in that: The step of controlling the length adjustment mechanism to operate according to the driving parameter to adjust the length of the camber control arm to a first target length includes: When it is determined according to the driving parameters that the working conditions of the vehicle suspension system are met, controlling the length adjustment mechanism to operate; When it is determined according to the driving parameters that the working condition of the vehicle suspension system is not met, the length adjustment mechanism is controlled to stop working, or the length adjustment mechanism is controlled to work to adjust the length of the camber control arm to a second target length.

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