Suspension system and height adjustment method capable of matching different damping structures

Abstract

The application discloses a suspension system capable of matching different damping structures and a height adjusting method, which comprises a vehicle frame assembly, a suspension assembly rotatably connected to the vehicle frame assembly and connected to a vehicle wheel, a slide column assembly rotatably connected to the vehicle frame assembly at one end and rotatably connected to the suspension assembly at the other end, and an adjusting mechanism arranged between the vehicle frame assembly and the slide column assembly and used for adjusting the position of the slide column assembly along the height direction of the vehicle frame assembly. The adjusting mechanism comprises a damping tower and an adjusting assembly, the damping tower is connected to the vehicle frame assembly, the slide column assembly is rotatably connected to the damping tower, and the adjusting assembly is connected to the vehicle frame assembly and capable of adjusting the position of the damping tower relative to the vehicle frame assembly along the height direction. The application can improve the universality and maintainability of the suspension system.

Description

Technical Field

[0001] This invention relates to the technical field of automobiles, and in particular to a suspension system and height adjustment method that can be matched with different damping structures. Background Technology

[0002] In the minibus market, users often modify their vehicles, frequently altering the suspension shock absorbers. Some lower-spec vehicles use coil springs in their suspension, while higher-spec vehicles use air springs.

[0003] However, since coil springs and air springs have different initial free lengths and compression / tension working stroke ranges, direct interchange installation will cause a significant difference in the overall vehicle weight compared to the factory specifications. Consequently, there will be a significant difference in the left and right vehicle heights, and the actual dynamic travel of the suspension will deviate from the original design target value, affecting vehicle passability and driving safety. Moreover, it is difficult to quickly replace coil springs or air springs in the suspension. Summary of the Invention

[0004] This invention aims to at least solve one of the technical problems existing in the prior art. To this end, this invention proposes a suspension system that can be matched with different damping structures, and is compatible with coil springs and air springs, thereby improving the versatility and maintainability of the suspension system.

[0005] The present invention also proposes a height adjustment method for a suspension system with the above-mentioned ability to match different damping structures.

[0006] A suspension system compatible with different damping structures according to a first aspect embodiment of the present invention includes: Chassis assembly; The suspension assembly is rotatably connected to the frame assembly and to the wheels; The sliding column assembly has one end rotatably connected to the frame assembly and the other end rotatably connected to the suspension assembly; An adjustment mechanism is disposed between the frame assembly and the slide column assembly, and is used to adjust the position of the slide column assembly along the height direction of the frame assembly; The adjustment mechanism includes a damping tower and an adjustment assembly. The damping tower is connected to the frame assembly, and the slide column assembly is rotatably connected to the damping tower. The adjustment assembly can adjust the position of the damping tower in the height direction relative to the frame assembly.

[0007] A suspension system compatible with different damping structures according to an embodiment of the present invention has at least the following beneficial effects: This invention, by setting up a damping tower and an adjustment component, uses the adjustment component to adjust the position of the damping tower relative to the height of the vehicle frame assembly. This allows the damping tower to adjust the position of the sliding strut assembly along the height of the vehicle frame assembly, flexibly compensating for height deviations caused by differences in the initial length and working stroke of different elastic elements such as coil springs and air springs. This restores the actual suspension travel to the design target value, thereby ensuring the vehicle's passability and driving safety under different damping structures. At the same time, the position adjustment simplifies the operation of replacing different sliding strut assemblies, thus making the minibus compatible with both coil springs and air springs, improving the versatility and maintainability of the suspension system.

[0008] According to some embodiments of the present invention, the adjustment assembly includes a strip-shaped adjustment hole, an adjustment bolt, and a cam. The length of the strip-shaped adjustment hole extends along the height direction of the frame assembly. The width of the adjustment bolt matches that of the strip-shaped adjustment hole. The adjustment bolt is used to fix the damper tower to the frame assembly. The cam is connected to the adjustment bolt and is used to adjust the position of the damper tower. The damper tower has an abutment portion located above the cam and used to abut against the cam. And / or, in one damper tower, at least two adjustment assemblies are provided, and at least two adjustment assemblies are arranged along the front-rear direction of the frame assembly.

[0009] Beneficially, by setting up strip-shaped adjustment holes, adjustment bolts, and cams, the adjustment bolts are loosened, and the rotation position of the cam is controlled so that the cam abuts against the contact part, achieving continuous, precise, and stable stepless adjustment of the shock absorber tower height, which is simple to operate. Arranging at least two adjustment components along the front and rear direction of the frame assembly can provide more balanced support and adjustment force for the shock absorber tower, prevent skewing during adjustment, and improve the reliability of adjustment and the structural rigidity of the suspension system.

[0010] According to some embodiments of the present invention, one of the cam and the damping tower is provided with a division scale line, and the other of the cam and the damping tower is provided with an indicator scale line, the indicator scale line being able to be aligned with the scale line of the division scale line.

[0011] The advantage is that by aligning the indicator scale with the graduation scale, operators can accurately and quantitatively control the height adjustment of the damper tower, avoiding adjustment errors caused by relying on experience or repeated trial and error. This significantly improves the convenience, accuracy, and repeatability of adjustment, and is especially beneficial for achieving consistency in the height adjustment of the suspension on both sides.

[0012] According to some embodiments of the present invention, a locking assembly is provided between the vibration damper tower and the frame assembly. The locking assembly includes a locking bolt and a locking nut. The frame assembly is provided with a first through hole, and the vibration damper tower is provided with a second through hole. The locking bolt passes through the first through hole and the second through hole and then engages with the locking nut.

[0013] The advantage is that by setting up a locking component, after the adjustment component completes the height positioning, the locking component can firmly lock the shock absorber tower onto the frame assembly, effectively preventing the shock absorber tower from changing position unexpectedly due to vibration during vehicle operation, ensuring the adjustment effect and system stability during long-term use, and enhancing safety redundancy.

[0014] According to some embodiments of the present invention, the suspension assembly includes a steering knuckle, an upper control arm, and a lower control arm. The steering knuckle is used to connect a wheel. The upper control arm is located above the lower control arm. One end of the upper control arm is hinged to the shock absorber tower, and the other end is hinged to the steering knuckle. One end of the lower control arm is hinged to the frame assembly, and the other end is hinged to the steering knuckle.

[0015] The advantage is that the steering knuckle, upper control arm, and lower control arm form a complete suspension guiding mechanism. Through the articulation of the upper and lower control arms with the shock absorber tower and steering knuckle, it is possible to ensure that the wheel alignment parameters maintain a reasonable range of variation before and after the adjustment of the strut assembly position, thereby maintaining the vehicle's handling stability and tire wear uniformity.

[0016] According to some embodiments of the present invention, the top of the steering knuckle has an upwardly curved neck extending close to the damper tower, the steering knuckle being hinged to the upper control arm via the neck; and / or, the suspension assembly further includes a stabilizer bar and a connecting rod, the stabilizer bar being rotatably disposed on the frame assembly, one end of the connecting rod being hinged to the stabilizer bar, and the other end being hinged to the end of the strut assembly away from the damper tower.

[0017] Beneficially, the neck design of the steering knuckle can optimize the layout space of the upper control arm, avoid interference with different sizes of sliding pillar assemblies, improve the adaptability to different damping structures, and also achieve a compact lateral layout of the suspension; the addition of stabilizer bars and connecting rods can effectively suppress body roll, improve the vehicle's driving stability and ride comfort on corners or rough roads, and the hinged connection between the connecting rods and the sliding pillar assembly will not interfere with the height adjustment function.

[0018] According to some embodiments of the present invention, the frame assembly is provided with a limit block located in the swing direction of the slide column assembly and above the lower control arm. The lower control arm has a straight section. When the lower control arm swings to a specific position, the limit block can abut the straight section to limit the stroke of the slide column assembly.

[0019] The advantage is that when the suspension bounces upward to a specific position, the limit block smoothly abuts against the straight section of the lower control arm, which can reliably limit the maximum dynamic travel of the suspension and prevent damage to components or bottoming out due to excessive compression of the suspension caused by changes in the specifications or improper adjustment of the strut assembly. This ensures the safety and durability of the suspension system under extreme operating conditions.

[0020] A height adjustment method according to a second aspect of the present invention, applied to a suspension system capable of matching different damping structures as described in any of the above claims, the height adjustment method comprising the steps of: Select the required specifications of the sliding column assembly, install the sliding column assembly between the suspension assembly and the frame assembly, measure the vehicle height at the corresponding positions of the two wheels on the same side of the vehicle, obtain two actual height parameters on the same side of the vehicle, and compare the two actual height parameters with the standard height parameters of the vehicle. If the actual height parameter deviates from the standard height parameter of the vehicle, the corresponding adjustment mode shall be selected according to the conditions and scenarios in which the vehicle is located. The adjustment modes are divided into after-sales modification adjustment mode and OEM off-line adjustment mode. Based on the selected adjustment mode, the parameters that the adjustment component needs to adjust are calculated, and the height position of the vibration damping tower is adjusted through the adjustment component.

[0021] A height adjustment method according to an embodiment of the present invention has at least the following beneficial effects: By measuring actual height parameters and comparing them with standard values, and selecting adjustment modes according to different scenarios, the adjustment parameters of the adjustment components are calculated, forming a systematic and scenario-specific adjustment process. This process can specifically solve the problem of height deviation on the same side of the vehicle. Whether it is new vehicle calibration or after-sales modification and replacement of shock absorber components, the required adjustment amount can be accurately calculated, avoiding blind operation and ensuring that the vehicle posture is quickly and accurately restored or reaches the standard state, thereby improving production efficiency and maintenance quality.

[0022] According to some embodiments of the present invention, the step of calculating the parameters that the adjustment component needs to adjust based on the selected adjustment mode, and adjusting the height position of the vibration damping tower through the adjustment component, includes the following steps: When the adjustment mode is the aftermarket modification adjustment mode, the wheel well height of the two wheels on the same side of the vehicle is measured to obtain the left wheel well height parameter and the right wheel well height parameter; Calculate the spring lever ratio based on the preset wheel displacement and spring displacement parameters; Based on the left wheel well height parameter, the right wheel well height parameter, the standard wheel well height parameter, and the spring lever ratio, calculate the left and right adjustment amounts corresponding to the adjustment components on the same side of the vehicle; The rotation amount of the cam is calculated based on the left adjustment amount and the right adjustment amount; Loosen the adjusting bolt and drive the cam to rotate according to the amount of rotation of the cam, so that the indicator scale line can be aligned with the scale line of the division. After the adjustment is completed, tighten the adjusting bolt.

[0023] Beneficially, by measuring the wheel well height, the vehicle height change can be indirectly reflected by the wheel well height. The adjustment amount can be calculated using the spring lever ratio, and the cam scale can be precisely rotated. This provides a simple and feasible measurement and calculation method for aftermarket modification scenarios. No complicated repair equipment is required. The wheel well height deviation is converted into the precise displacement of the shock absorber tower through the lever ratio. Then, the adjustment amount of a single cam division is converted into the number of rotation divisions. This enables intuitive operation of measurement, calculation, and scale, which greatly reduces the difficulty of modification and adjustment and the requirements for operator experience. It ensures that the vehicle height is consistent on both sides after modification and meets the preset target.

[0024] According to some embodiments of the present invention, the step of calculating the parameters that the adjustment component needs to adjust based on the selected adjustment mode, and adjusting the height position of the vibration damping tower through the adjustment component, includes the following steps: When the adjustment mode is the OEM off-line adjustment mode, the height of the left and right sides of the vehicle frame relative to the standard ground on the same side is measured to obtain the left side height parameter and the right side height parameter of the frame. Calculate the spring lever ratio based on the preset wheel displacement and spring displacement parameters; Based on the left side height parameter of the vehicle frame, the right side height parameter of the vehicle frame, the standard height parameter of the vehicle frame, and the spring lever ratio, calculate the left and right side adjustment amounts corresponding to the adjustment components on the same side of the vehicle; The rotation amount of the cam is calculated based on the left adjustment amount and the right adjustment amount; Loosen the adjusting bolt and drive the cam to rotate according to the amount of rotation of the cam, so that the indicator scale line can be aligned with the scale line of the division. After the adjustment is completed, tighten the adjusting bolt.

[0025] Beneficially, by measuring the height of the left and right sides of the chassis, calculating the adjustment amount using the spring lever ratio, and combining it with cam scale adjustment, this method is suitable for precision calibration on the production line. By directly using the chassis height as a benchmark, it is more in line with the vehicle design coordinate system. This method can ensure the height consistency of the vehicle body posture when the same batch of vehicles roll off the line, thus improving product quality.

[0026] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0027] To more clearly illustrate the technical solutions of the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0028] Figure 1 This is a schematic diagram of a suspension system that can be matched with different vibration reduction structures according to an embodiment of the present invention; Figure 2 for Figure 1 A structural schematic diagram of a suspension system that can be matched with different damping structures is shown from another perspective. Figure 3 for Figure 1 A side view of a suspension system that can be matched with different damping structures is shown; Figure 4 for Figure 1 An exploded view of a suspension system that can be matched with different damping structures is shown. Figure 5 for Figure 1 The diagram shows a structural schematic of an adjustment mechanism for a suspension system that can be matched with different damping structures. Figure 6 for Figure 5 An exploded view of an adjustment mechanism for a suspension system that can be matched with different damping structures is shown. Figure 7 for Figure 1 A schematic diagram of wheel well measurement for a height adjustment method is shown; Figure 8 A flowchart of a height adjustment method; Figure 9 A flowchart illustrating an aftermarket modification and adjustment mode for a height adjustment method; Figure 10 This is a flowchart illustrating the adjustment mode for an OEM (Original Equipment Manufacturer) production line as a height adjustment method.

[0029] Reference numerals: 100-Frame assembly, 110-Sliding column assembly, 120-Shock absorber tower, 130-Adjustment component, 140-Strip adjustment hole, 150-Adjustment bolt, 160-Cam, 170-Abutment part, 180-Grade markings, 190-Locking bolt, 200-First through hole, 210-Second through hole, 220-Steering knuckle, 230-Upper control arm, 240-Lower control arm, 250-Neck, 260-Limit block, 270-Stabilizer bar, 280-Connecting rod. Detailed Implementation

[0030] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0031] In the description of this invention, it should be understood that the orientation descriptions, such as up, down, front, back, left, right, etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this invention and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this invention.

[0032] In the description of this invention, "several" means one or more, "more than" means two or more, "greater than," "less than," and "exceeding" are understood to exclude the stated number, while "above," "below," and "within" are understood to include the stated number. If "first" and "second" are mentioned, this is only for the purpose of distinguishing technical features and should not be construed as indicating or implying relative importance, or implicitly indicating the number of indicated technical features, or implicitly indicating the order of the indicated technical features.

[0033] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation, connection, and linkage" should be interpreted broadly. For example, they can refer to fixed connections, detachable connections, or integral connections; they can refer to mechanical connections or electrical connections; they can refer to direct connections or indirect connections through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0034] The following description, in conjunction with the accompanying drawings, describes a suspension system and height adjustment method that can be matched with different vibration damping structures according to an embodiment of the present invention.

[0035] The present invention aims to provide an embodiment of a suspension system and height adjustment method that can be matched with different vibration reduction structures.

[0036] An embodiment of the present invention provides a suspension system that can be matched with different damping structures, referring to... Figure 1 It includes the frame assembly 100, the suspension assembly, the strut assembly 110, and the adjustment mechanism.

[0037] The suspension assembly is rotatably connected to the frame assembly 100 and to the wheels.

[0038] In some specific embodiments of the present invention, the suspension assembly includes a steering knuckle 220, an upper control arm 230 and a lower control arm 240. The steering knuckle 220 is used to connect the wheel. The upper control arm 230 is located above the lower control arm 240. One end of the upper control arm 230 is hinged to the shock absorber tower 120 and the other end is hinged to the steering knuckle 220. One end of the lower control arm 240 is hinged to the frame assembly 100 and the other end is hinged to the steering knuckle 220.

[0039] Understandably, the steering knuckle 220, upper control arm 230, and lower control arm 240 form a complete suspension guiding mechanism. The upper control arm 230 hinges the shock absorber tower 120 and the steering knuckle 220, and the lower control arm 240 hinges the steering knuckle 220 and the frame assembly 100. This ensures that the wheel alignment parameters maintain a reasonable range of variation before and after the adjustment of the position of the strut assembly 110, thereby maintaining the vehicle's handling stability and tire wear uniformity.

[0040] The minibus is heavy and has a high center of gravity, requiring the suspension to have sufficient travel to absorb shocks. The control arm 230 and the lower control arm 240 are independently hinged to the shock absorber tower and the frame, respectively, and can withstand large vertical and longitudinal forces, providing a solid mounting base for the slide column assembly 110, while allowing the slide column assembly 110 to still maintain a large range of motion after adjustment.

[0041] Moreover, the suspension design of this scheme is advantageous in terms of minimizing space encroachment in the X, Y, and Z directions, which facilitates the arrangement of the power unit.

[0042] For the sliding column assembly 110, one end of the sliding column assembly 110 is rotatably connected to the frame assembly 100, and the other end is rotatably connected to the suspension assembly.

[0043] It should be noted that the configuration of the slide column assembly 110 consists of an air spring and a continuous damping shock absorber, or it can consist of a coil spring and a passive shock absorber. The slide column assembly 110 with the corresponding configuration should be installed according to the performance requirements of the suspension.

[0044] In some specific embodiments of the present invention, the top of the steering knuckle 220 has an upwardly curved neck 250 extending close to the damper tower 120, and the steering knuckle 220 is hinged to the upper control arm 230 via the neck 250; and / or, the suspension assembly further includes a stabilizer bar 270 and a connecting rod 280, the stabilizer bar 270 being rotatably disposed on the frame assembly 100, one end of the connecting rod 280 being hinged to the stabilizer bar 270, and the other end being hinged to the end of the strut assembly 110 away from the damper tower 120.

[0045] Understandably, by bending the neck 250 upwards and extending it close to the damper tower 120, the outer hinge point of the upper control arm 230 can be moved upwards. This allows the neck 250 design of the steering knuckle 220 to optimize the arrangement space of the upper control arm 230 for different lengths or diameters of the sliding column assembly 110, avoid interference with sliding column assemblies 110 of different specifications, improve the adaptability to different damping structures, and also achieve a compact lateral arrangement of the suspension.

[0046] Minibuses have a high center of gravity and are at high risk of tilting when carrying passengers or cargo. By installing stabilizer bars 270 and connecting bars 280, the vehicle body tilt can be effectively suppressed, improving the vehicle's stability and ride comfort when turning or on rough roads. Furthermore, the way the connecting bars 280 are hinged to the sliding pillar assembly 110 does not interfere with the height adjustment function.

[0047] The connecting rod is hinged to the end of the 280 slide column assembly 110 away from the damping tower, which does not interfere with the operation of the adjustment mechanism, so that the anti-roll capability can still be retained or even optimized after the air spring is modified.

[0048] Specifically, when a single-sided suspension beam is lifted by an external force during a curve, a metal rod connected to the stabilizer bar 270 via a bushing generates torque, causing the suspension on the other side to compress synchronously to maintain the vehicle body level.

[0049] In some specific embodiments of the present invention, the frame assembly 100 is provided with a limit block 260, which is located in the swing direction of the slide column assembly 110 and above the lower control arm 240. The lower control arm 240 has a straight section. When the lower control arm 240 swings to a specific position, the limit block 260 can stop the straight section to limit the stroke of the slide column assembly 110.

[0050] Understandably, when the suspension bounces upward to a specific position, the limit block 260 smoothly abuts against the straight section of the lower control arm 240, which can reliably limit the maximum dynamic travel of the suspension and prevent damage to components or bottoming out due to excessive compression of the suspension caused by changes in the specifications or improper adjustment of the strut assembly 110. This ensures the safety and durability of the suspension system under extreme operating conditions.

[0051] Specifically, although the slide column assembly 110 itself has a travel limit, in order to protect the slide column assembly 110, the limit block 260 contacts the lower control arm 240 when the suspension bounces to the last 10% of the travel, so as to achieve graded buffering and avoid the slide column assembly 110 being directly subjected to extreme impact.

[0052] The limit block 260 can be made of polyurethane or rubber. Its smooth contact with the straight section of the lower control arm 240 can buffer the impact at the moment of limit, avoiding the generation of metallic knocking sounds or severe body impact.

[0053] The adjustment mechanism is located between the frame assembly 100 and the slide column assembly 110, and is used to adjust the position of the slide column assembly 110 along the height direction of the frame assembly 100.

[0054] Specifically, the adjustment mechanism includes a damping tower 120 and an adjustment assembly 130. The damping tower 120 is connected to the frame assembly 100, and the slide column assembly 110 is rotatably connected to the damping tower 120. The adjustment assembly 130 can adjust the position of the damping tower 120 relative to the height direction of the frame assembly 100.

[0055] It is understood that this embodiment, by setting up a shock absorber tower 120 and an adjustment component 130, uses the adjustment component 130 to adjust the position of the shock absorber tower 120 relative to the height direction of the frame assembly 100. This allows the shock absorber tower 120 to adjust the position of the slide column assembly 110 along the height direction of the frame assembly 100, which can flexibly compensate for height deviations caused by differences in the initial length and working stroke of different elastic elements such as coil springs and air springs. This restores the actual dynamic travel of the suspension to the design target value, thereby ensuring the vehicle's passability and driving safety under different damping structures. At the same time, the position adjustment simplifies the operation of replacing different slide column assemblies 110, thus making the minibus compatible with both coil springs and air springs, improving the versatility and maintainability of the suspension system.

[0056] In the minibus market, users frequently modify their minibuses. After modification, the overall weight of the vehicle often differs significantly from its factory weight, resulting in a large difference in the left and right vehicle heights. This can lead to problems such as vehicle deviation and uneven tire wear. In this embodiment, the adjustment component 130 is used to adjust the position of the shock absorber tower 120 relative to the height of the frame assembly 100. This allows the shock absorber tower 120 to adjust the position of the sliding column assembly 110 along the height of the frame assembly 100, ensuring that the left and right vehicle heights of the minibus are consistent. This also ensures that the travel of each sliding column assembly 110 of the suspension is consistent, thus guaranteeing vehicle comfort.

[0057] In addition, there is no need to design separate suspension hardpoints or replace the entire suspension module for different configurations (coil spring version or air spring version). Simply adjust the height of the shock absorber tower 120 to adapt to different strut assemblies 110. This is especially beneficial for the small-batch, multi-variety minibus modification market, reducing modification costs and shortening the modification cycle.

[0058] Furthermore, by setting an adjustment mechanism, the height position of each damping tower 120 can be adjusted, which can be compatible with dampers of different strokes or specifications. For example, it can be compatible with both coil spring and air spring configurations, and it is convenient to disassemble and replace the dampers.

[0059] In some specific embodiments of the present invention, the adjustment assembly 130 includes a strip-shaped adjustment hole 140, an adjustment bolt 150, and a cam 160. The strip-shaped adjustment hole 140 is disposed on the damper tower 120, and the length of the strip-shaped adjustment hole 140 extends along the height direction of the frame assembly 100. The adjustment bolt 150 matches the width of the strip-shaped adjustment hole 140 and is used to fix the damper tower 120 to the frame assembly 100. The cam 160 is connected to the adjustment bolt 150 and is used to adjust the position of the damper tower 120. The damper tower 120 has an abutment portion 170, which is located above the cam 160 and is used to abut the cam 160.

[0060] Specifically, during adjustment, the adjusting nut that is screwed onto the adjusting bolt 150 is loosened, and the adjusting bolt 150 drives the cam 160 to rotate, so that the cam 160 can rotate clockwise or counterclockwise. After the cam 160 is rotated to the designated position, the cam 160 abuts against the abutment part 170, and the adjusting nut is tightened. The cam 160 remains stationary, so that the height position of the vibration damping tower 120 can be accurately adjusted.

[0061] Understandably, by setting up the strip-shaped adjustment hole 140, the adjustment bolt 150, and the cam 160, the adjustment bolt 150 is loosened, and the rotation position of the cam 160 is controlled so that the cam 160 abuts against the abutment part 170, thus achieving continuous, precise, and stable stepless adjustment of the height of the vibration damping tower 120, which is simple to operate.

[0062] In some specific embodiments of the present invention, in a damping tower 120, at least two adjustment components 130 are provided, and the at least two adjustment components 130 are arranged along the front and rear directions of the frame assembly 100.

[0063] It should be noted that the front-to-back direction of the frame assembly 100 is the X direction of the frame assembly 100.

[0064] Arranging at least two adjustment components 130 along the front-rear direction of the frame assembly 100 provides more balanced support and adjustment force for the shock absorber tower 120, prevents skewing during adjustment, and improves the reliability of adjustment and the structural rigidity of the suspension system.

[0065] In some embodiments, the adjusting bolt 150 is provided with a circular plate, which is eccentrically connected to the adjusting bolt 150 to form a cam 160.

[0066] In some specific embodiments of the present invention, the abutment portion 170 is a strip-shaped rib provided on the vibration damping tower 120, and one side of the strip-shaped rib can abut against the cam 160.

[0067] It should be noted that there are two strip-shaped ribs, and the cam 160 is located between the two strip-shaped ribs.

[0068] In some specific embodiments of the present invention, one of the cam 160 and the damping tower 120 is provided with a division scale line 180, and one of the cam 160 and the damping tower 120 is provided with an indicator scale line, which can be aligned with the scale of the division scale line 180.

[0069] Understandably, by aligning the indicator scale line with the 180-grid scale line, operators can accurately and quantitatively control the height adjustment of the damper tower 120, avoiding adjustment errors caused by relying on experience or repeated trial and error. This significantly improves the convenience, accuracy, and repeatability of adjustment, and is especially beneficial for achieving consistency in the height adjustment of the suspension on both sides.

[0070] It should be noted that the scale line 180 has multiple scale lines distributed in a circular pattern. Each adjacent scale line forms a grid, and each grid is the same size. Each scale line corresponds to a number. Indicator scale lines can be set on the bar-shaped ribs. The indicator scale lines can be aligned with the scale line 180, which makes it convenient to record the number of grid adjustments made by the cam 160 and also facilitates quantitative adjustment.

[0071] In some specific embodiments of the present invention, a locking assembly is provided between the vibration damping tower 120 and the frame assembly 100. The locking assembly includes a locking bolt 190 and a locking nut. The frame assembly 100 is provided with a first through hole 200, and the vibration damping tower 120 is provided with a second through hole 210. The locking bolt 190 passes through the first through hole 200 and the second through hole 210 and then engages with the locking nut.

[0072] It should be noted that the first through hole 200 is a strip hole, and the second through hole 210 is a round hole.

[0073] Understandably, by setting up a locking component, after the adjustment component 130 completes the height positioning, the locking component can firmly lock the shock absorber tower 120 onto the frame assembly 100, effectively preventing the shock absorber tower 120 from changing position unexpectedly due to vibration during vehicle operation, ensuring the adjustment effect and system stability during long-term use, and enhancing safety redundancy.

[0074] Furthermore, the shock absorber tower 120 and the frame assembly 100 are designed as separate units. When disassembling the slide column assembly 110, first remove the adjusting bolt 150 and the locking bolt 190 to separate the shock absorber tower 120 from the frame assembly 100. Then remove the bolts between the slide column assembly 110 and the lower control arm 240. In this way, the shock absorber tower 120, the upper control arm 230 and the slide column assembly 110 can be removed as a whole. There is no need to forcibly remove other parts on the top of the frame assembly 100 to obtain disassembly space, which greatly improves the convenience of disassembly, reduces the difficulty of the slide column assembly 110, and reduces the need for the Z-axis space of the whole vehicle, avoiding affecting the arrangement of the minibus seats and the overall height of the vehicle.

[0075] It should be noted that the Z-axis is the height direction of the frame assembly at 100, which is also the normal height direction.

[0076] The present invention also proposes a height adjustment method, referring to... Figure 8 A suspension system applicable to any of the above and capable of matching different damping structures, a height adjustment method comprising the steps of: Step S100: Select the required size of the sliding column assembly 110, install the sliding column assembly 110 between the suspension assembly and the frame assembly 100, measure the vehicle height at the corresponding positions of the two wheels on the same side of the vehicle, obtain two actual height parameters on the same side of the vehicle, and compare the two actual height parameters with the standard height parameters of the vehicle. Step S200: If the actual height parameters deviate from the standard height parameters of the vehicle, select the corresponding adjustment mode according to the conditions and scenarios of the vehicle. The adjustment modes are divided into after-sales modification adjustment mode and OEM off-line adjustment mode. Step S300: Based on the selected adjustment mode, calculate the parameters that the adjustment component 130 needs to adjust, and adjust the height position of the vibration damping tower 120 through the adjustment component 130.

[0077] Understandably, by measuring the actual height parameters and comparing them with the standard values, and selecting the adjustment mode according to different scenarios, the adjustment parameters of the adjustment component 130 are calculated, forming a systematic and scenario-specific adjustment process. This can specifically solve the problem of height deviation on the same side of the vehicle. Whether it is new car calibration or after-sales modification and replacement of shock absorber components, the required adjustment amount can be accurately calculated, avoiding blind operation and ensuring that the vehicle posture is quickly and accurately restored or reaches the standard state, thereby improving production efficiency and maintenance quality.

[0078] Reference Figure 9 In some specific embodiments of the present invention, step S300 includes the following steps: Step S311: When the adjustment mode is aftermarket modification adjustment mode, measure the wheel well height of the two wheels on the same side of the vehicle to obtain the left wheel well height parameter and the right wheel well height parameter. The wheel well height measurement position is as follows: Figure 7 As shown, the height parameter of the left wheel opening is Hl, and the height parameter of the right wheel opening is Hr; It should be noted that the wheel arch height is the distance between the origin of the wheel and the edge of the wheel arch in the vehicle's height direction.

[0079] Step S312: Calculate the spring lever ratio based on the preset wheel displacement and spring displacement parameters. The spring lever ratio is K. Based on the left wheel well height parameters, right wheel well height parameters, standard wheel well height parameters, and spring lever ratio, calculate the left and right adjustment amounts corresponding to the adjustment component 130 on the same side of the vehicle. The formula for calculating the left adjustment amount is as follows: The formula for calculating the adjustment amount on the right side is: ; Step S313: Calculate the rotation of cam 160 based on the left and right adjustment amounts. The formula for calculating the rotation of cam 160 is as follows: Where L is the adjustment amount on the left or right, and d is the adjustment amount per grid line 180; Specifically, within the same vibration damping tower 120, the rotation of the left cam 160 is calculated using the following formula: The rotation of the right-side cam 160 is calculated using the following formula: .

[0080] In step S314, loosen the adjusting bolt 150 and drive the cam 160 to rotate according to the rotation amount of the cam 160 so that the indicator scale line can be aligned with the scale of the division scale line 180. After the adjustment is completed, tighten the adjusting bolt 150.

[0081] Understandably, by measuring the wheel well height, which indirectly reflects changes in vehicle height, and using the spring lever ratio to calculate the adjustment amount, combined with the precise rotation of the cam at 160 degrees, a simple and feasible measurement and calculation method is provided for aftermarket modification scenarios. This eliminates the need for complex repair equipment. By using the lever ratio, the wheel well height deviation is converted into the precise displacement of the damper tower at 120 degrees. Then, the adjustment amount of a single cam at 160 degrees is converted into the number of rotations. This enables intuitive operation of measurement, calculation, and scale readings, greatly reducing the difficulty of modification and adjustment and the experience required of operators. It ensures that the vehicle's left and right heights are consistent after modification and meet the preset target.

[0082] Reference Figure 10 In some specific embodiments of the present invention, step S300 includes the following steps: Step S321: When the adjustment mode is the OEM off-line adjustment mode, measure the height of the left and right sides of the vehicle frame relative to the standard ground on the same side to obtain the left side height parameter and the right side height parameter of the frame. The frame height measurement position is as follows: Figure 3 As shown, the height parameter of the left side of the frame is Hl, and the height parameter of the right side of the frame is Hr; Step S322: Calculate the spring lever ratio based on the preset wheel displacement and spring displacement parameters. The spring lever ratio is K. Based on the frame left side height parameters, frame right side height parameters, frame standard height parameters, and spring lever ratio, calculate the left and right side adjustment amounts corresponding to the adjustment component 130 on the same side of the vehicle. The formula for calculating the left side adjustment amount is as follows: The formula for calculating the adjustment amount on the right side is: ; Step S323: Based on the left and right adjustment amounts, calculate the rotation amount of cam 160. The formula for calculating the rotation amount of cam 160 is as follows: Where L is the adjustment amount on the left or right, and d is the adjustment amount per grid line 180; In step S324, loosen the adjusting bolt 150 and drive the cam 160 to rotate according to the rotation amount of the cam 160 so that the indicator scale line can be aligned with the scale of the division scale line 180. After the adjustment is completed, tighten the adjusting bolt 150.

[0083] Specifically, within the same vibration damping tower 120, the rotation of the left cam 160 is calculated using the following formula: The rotation of the right-side cam 160 is calculated using the following formula: .

[0084] Understandably, by measuring the height of the left and right sides of the chassis, calculating the adjustment amount using the spring lever ratio, and combining it with the 160-degree cam adjustment, this method is suitable for precision calibration on the production line. By directly using the chassis height as a benchmark, it is more in line with the vehicle design coordinate system. This method can ensure the height consistency of the vehicle body posture when the same batch of vehicles roll off the line, thus improving product quality.

[0085] In the description of this specification, the references to terms such as "an embodiment, some embodiments, illustrative embodiments, example, specific example, or examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0086] The embodiments of the present invention have been described in detail above with reference to the accompanying drawings. However, the present invention is not limited to the above embodiments. Within the scope of knowledge possessed by those skilled in the art, various changes can be made without departing from the spirit of the present invention.

Claims

1. A suspension system compatible with different damping structures, characterized in that, include: Chassis assembly; The suspension assembly is rotatably connected to the frame assembly and to the wheels; The sliding column assembly has one end rotatably connected to the frame assembly and the other end rotatably connected to the suspension assembly; An adjustment mechanism is disposed between the frame assembly and the slide column assembly, and is used to adjust the position of the slide column assembly along the height direction of the frame assembly; The adjustment mechanism includes a damping tower and an adjustment assembly. The damping tower is connected to the frame assembly, and the slide column assembly is rotatably connected to the damping tower. The adjustment assembly can adjust the position of the damping tower in the height direction relative to the frame assembly.

2. A suspension system capable of matching different damping structures according to claim 1, characterized in that, The adjustment assembly includes a strip-shaped adjustment hole, an adjustment bolt, and a cam. The strip-shaped adjustment hole is disposed on the shock absorber tower, and the length of the strip-shaped adjustment hole extends along the height direction of the frame assembly. The adjustment bolt matches the width of the strip-shaped adjustment hole and is used to fix the shock absorber tower to the frame assembly. The cam is connected to the adjustment bolt and is used to adjust the position of the shock absorber tower. The shock absorber tower has an abutment portion located above the cam and used to abut against the cam. And / or, in one of the vibration damping towers, at least two adjustment components are provided, and the at least two adjustment components are arranged along the front-rear direction of the frame assembly.

3. A suspension system capable of matching different damping structures according to claim 2, characterized in that, One of the cam and the vibration damping tower is provided with a division scale line, and the other of the cam and the vibration damping tower is provided with an indicator scale line, which can be aligned with the scale line of the division scale line.

4. A suspension system capable of matching different damping structures according to claim 2, characterized in that, A locking assembly is provided between the vibration damping tower and the frame assembly. The locking assembly includes a locking bolt and a locking nut. The frame assembly is provided with a first through hole, and the vibration damping tower is provided with a second through hole. The locking bolt passes through the first through hole and the second through hole and then engages with the locking nut.

5. A suspension system capable of matching different damping structures according to claim 4, characterized in that, The suspension assembly includes a steering knuckle, an upper control arm, and a lower control arm. The steering knuckle is used to connect the wheel. The upper control arm is located above the lower control arm. One end of the upper control arm is hinged to the shock absorber tower, and the other end is hinged to the steering knuckle. One end of the lower control arm is hinged to the frame assembly, and the other end is hinged to the steering knuckle.

6. A suspension system capable of matching different damping structures according to claim 5, characterized in that, The top of the steering knuckle has an upwardly curved neck that extends close to the damping tower, and the steering knuckle is hinged to the upper control arm via the neck; And / or, the suspension assembly further includes a stabilizer bar and a connecting rod, the stabilizer bar being rotatably mounted on the frame assembly, one end of the connecting rod being hinged to the stabilizer bar, and the other end being hinged to the end of the strut assembly away from the damper tower.

7. A suspension system capable of matching different damping structures according to claim 5, characterized in that, The frame assembly is provided with a limit block located in the swing direction of the slide column assembly and above the lower control arm. The lower control arm has a straight section. When the lower control arm swings to a specific position, the limit block can stop the straight section to limit the stroke of the slide column assembly.

8. A height adjustment method, characterized in that, The height adjustment method, applied to a suspension system compatible with different damping structures as described in claim 3, includes the following steps: Select the required specifications of the sliding column assembly, install the sliding column assembly between the suspension assembly and the frame assembly, measure the vehicle height at the corresponding positions of the two wheels on the same side of the vehicle, obtain two actual height parameters on the same side of the vehicle, and compare the two actual height parameters with the standard height parameters of the vehicle. If the actual height parameter deviates from the standard height parameter of the vehicle, the corresponding adjustment mode shall be selected according to the conditions and scenarios in which the vehicle is located. The adjustment modes are divided into after-sales modification adjustment mode and OEM off-line adjustment mode. Based on the selected adjustment mode, the parameters that the adjustment component needs to adjust are calculated, and the height position of the vibration damping tower is adjusted through the adjustment component.

9. The control method according to claim 8, characterized in that, The step of calculating the parameters that the adjustment component needs to adjust based on the selected adjustment mode, and adjusting the height of the vibration damping tower using the adjustment component, includes the following steps: When the adjustment mode is the aftermarket modification adjustment mode, the wheel well height of the two wheels on the same side of the vehicle is measured to obtain the left wheel well height parameter and the right wheel well height parameter; Calculate the spring lever ratio based on the preset wheel displacement and spring displacement parameters; Based on the left wheel well height parameter, the right wheel well height parameter, the standard wheel well height parameter, and the spring lever ratio, calculate the left and right adjustment amounts corresponding to the adjustment components on the same side of the vehicle; The rotation amount of the cam is calculated based on the left adjustment amount and the right adjustment amount; Loosen the adjusting bolt and drive the cam to rotate according to the amount of rotation of the cam, so that the indicator scale line can be aligned with the scale line of the division. After the adjustment is completed, tighten the adjusting bolt.

10. The control method according to claim 8, characterized in that, The step of calculating the parameters that the adjustment component needs to adjust based on the selected adjustment mode, and adjusting the height of the vibration damping tower using the adjustment component, includes the following steps: When the adjustment mode is the OEM off-line adjustment mode, the height of the left and right sides of the vehicle frame relative to the standard ground on the same side is measured to obtain the left side height parameter and the right side height parameter of the frame. Calculate the spring lever ratio based on the preset wheel displacement and spring displacement parameters; Based on the left side height parameter of the vehicle frame, the right side height parameter of the vehicle frame, the standard height parameter of the vehicle frame, and the spring lever ratio, calculate the left and right side adjustment amounts corresponding to the adjustment components on the same side of the vehicle; The rotation amount of the cam is calculated based on the left adjustment amount and the right adjustment amount; Loosen the adjusting bolt and drive the cam to rotate according to the amount of rotation of the cam, so that the indicator scale line can be aligned with the scale line of the division. After the adjustment is completed, tighten the adjusting bolt.

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