Suspension system for adjusting stress balance and vehicle

Abstract

The utility model discloses a suspension system for adjusting stress balance and a vehicle, the suspension system comprises a frame assembly and at least two suspension assemblies installed on the frame assembly in a bilateral symmetry mode, each suspension assembly comprises a steering knuckle and a connecting rod assembly, and each connecting rod assembly comprises at least one adjusting control arm. At least one pair of adjusting control arms is formed on the left side and the right side of the frame assembly, the outer ends of the adjusting control arms are hinged to the steering knuckles, and adjusting mechanisms are arranged between the inner ends of the adjusting control arms and the frame assembly. The adjusting mechanism comprises an adjusting bolt, a cam gasket and a locking nut, the adjusting bolt is used for adjusting and hinging the inner end of the adjusting control arm and the frame assembly together, the cam gasket is fixedly sleeved on the adjusting bolt, and the locking nut is in threaded connection with the adjusting bolt. And the movement trend direction of the cam gasket caused by the friction force is opposite to the stress direction of the loaded adjusting control arm. According to the four-wheel positioning device, the situation that four-wheel positioning needs to be adjusted repeatedly can be avoided, and the adjusting process of four-wheel positioning is greatly simplified.

Description

Technical Field

[0001] The utility model relates to the technical field of automobiles, in particular to a suspension system for adjusting force balance and a vehicle. Background Art

[0002] At present, the five-link suspension structure is widely used in the rear suspension system of passenger cars. However, after the arrangement of the system rod system, unexpected preloads along the two-force rod direction often occur at the camber or toe adjustment point. This preload will cause unexpected movement of the rod system when adjusting the camber and toe, resulting in the original rod system being unable to stay in the ideal position. Often, the cam gasket angle that has just been adjusted cannot maintain the balance of force after being slightly disturbed by friction during the tightening process, resulting in a significant change in the cam gasket angle, which in turn affects the operation of the four-wheel alignment of the offline vehicle. The current method is to increase friction to ensure that there is enough friction in the system to avoid imbalance of force, but the common contact surfaces with the cam gasket are mainly the machined surface of aluminum alloy parts and the electrophoretic surface of stamped and welded parts. The cost of adjusting the friction coefficient of the machined surface of aluminum alloy is relatively high, and the electrophoretic surface cannot achieve a change in the friction coefficient at all. Utility Model Content

[0003] The utility model provides a suspension system and a vehicle for adjusting force balance, which can make the force of the rod system in a balanced state during the four-wheel alignment adjustment process, thereby avoiding the situation that the four-wheel alignment needs to be repeatedly adjusted due to a large change in the cam gasket angle during the four-wheel alignment adjustment.

[0004] According to the first aspect of the embodiment of the utility model, a suspension system for adjusting force balance includes: a frame assembly, at least two suspension assemblies symmetrically installed on the frame assembly, the suspension assembly includes a steering knuckle, a connecting rod assembly connected between the steering knuckle and the frame assembly, the connecting rod assembly includes at least one adjusting control arm to form at least one pair of adjusting control arms on the left and right sides of the frame assembly, the outer end of the adjusting control arm is hinged to the steering knuckle, and an adjusting mechanism is provided between the inner end of the adjusting control arm and the frame assembly, the adjusting mechanism includes an adjusting bolt that adjustably hinges the inner end of the adjusting control arm to the frame assembly, a cam washer fixedly mounted on the adjusting bolt, and a locking nut threadedly connected to the adjusting bolt, and during the process of tightening the locking nut, the movement trend direction of the cam washer brought about by the friction force is opposite to the force direction of the adjusting control arm after being loaded.

[0005] According to some embodiments of the present invention, the two locking nuts on at least one pair of the adjustment control arms are arranged in opposite directions.

[0006] According to some embodiments of the present invention, the adjusting bolt is axially extended forward and backward so that the locking nut is oriented along the forward and backward direction.

[0007] According to some embodiments of the utility model, both ends of the adjusting control arm are provided with mounting sleeves with bushings, and at least one connecting bracket is provided on the left and right sides of the frame assembly, and the connecting bracket is hinged to the mounting sleeve on the inner end of the adjusting control arm.

[0008] According to some embodiments of the present invention, the connecting bracket is provided with three mounting holes distributed in a triangle, and the mounting holes are connected with mounting bolts connected to the frame assembly.

[0009] According to some embodiments of the utility model, the connecting bracket is provided with a U-shaped connecting head, the two side arms of the connecting head are provided with adjustment slots, the mounting sleeve is arranged in the connecting head, and the adjustment bolt is connected between the adjustment slots and the mounting sleeves on both sides.

[0010] According to some embodiments of the present invention, both outer side surfaces of the connector are provided with limiting grooves, and the cam gasket is arranged inside the cam gasket.

[0011] According to some embodiments of the present invention, the locking nut is used to press the cam gasket against the limiting groove to lock and fix the hinge point of the inner end of the adjustment control arm.

[0012] According to some embodiments of the present utility model, each of the connecting rod assemblies includes two adjusting control arms, and the two adjusting control arms are used to adjust the toe angle and the inclination angle of the wheel respectively.

[0013] A vehicle according to a second aspect of an embodiment of the utility model comprises the suspension system.

[0014] The suspension system according to the embodiment of the utility model has at least the following beneficial effects:

[0015] After the force direction after the rod system is loaded is determined, the direction of installation and tightening of the locking nut is set to ensure that the movement trend direction of the cam gasket caused by the friction force during the tightening of the locking nut is opposite to the force direction of the adjustment control arm after the load is applied, so that the force is in a balanced state during the adjustment process, thereby avoiding the situation in which the adjustment control arm cannot stay in the preset adjustment position due to the cam gasket angle changing drastically during the process of tightening the locking nut after the position of the adjustment control arm is adjusted during the four-wheel alignment adjustment, thereby avoiding the situation in which the four-wheel alignment needs to be repeatedly adjusted, greatly simplifying the adjustment process of the four-wheel alignment.

[0016] Additional aspects and advantages of the present invention will be given in part in the following description, and in part will become apparent from the following description, or will be learned through the practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The present invention is further described below with reference to the accompanying drawings and embodiments, wherein:

[0018] Figure 1 It is a structural schematic diagram of the left side of the suspension system of the utility model;

[0019] Figure 2 It is a schematic diagram of the adjustment control arm of the utility model being set as the left toe arm and the force direction of the adjustment control arm being outward after being loaded;

[0020] Figure 3 It is a schematic diagram of the adjustment control arm of the utility model being set as the left toe arm and the force direction of the adjustment control arm being loaded is inward;

[0021] Figure 4 It is a schematic diagram of the tightening operation of the locking nut when the force direction of the adjustment control arm after being loaded is outward;

[0022] Figure 5 Schematic diagram of the tightening operation of the locking nut when the force direction of the adjustment control arm after being loaded is inward.

[0023] Figure Number:

[0024] Frame assembly 100; connecting bracket 110; mounting bolt 111; connecting head 112; limiting groove 113;

[0025] Suspension assembly 200; steering knuckle 210; connecting rod assembly 220; adjustment control arm 230; mounting sleeve 231; bushing 232;

[0026] Adjustment mechanism 300; adjustment bolt 310; cam washer 320; locking nut 330. DETAILED DESCRIPTION

[0027] The embodiments of the present invention are described in detail below, and examples of the embodiments 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.

[0028] In the description of the present invention, it should be understood that the descriptions involving orientation, such as the orientation or positional relationship indicated as up, down, etc., are based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention.

[0029] In the description of the present utility model, "a plurality" means more than two. If there is a description of "first" or "second", it is only for the purpose of distinguishing the technical features, and cannot be understood as indicating or implying the relative importance or implicitly indicating the number of the indicated technical features or implicitly indicating the order of the indicated technical features.

[0030] In the description of the present invention, unless otherwise clearly defined, terms such as setting, installing, connecting, etc. should be understood in a broad sense, and technicians in the relevant technical field can reasonably determine the specific meanings of the above terms in the present invention based on the specific content of the technical solution.

[0031] In the related art, after the system rod arrangement is completed, unexpected preloads along the two-force rod direction often occur at the camber or toe adjustment points. This preload will cause unexpected movement of the rod system when the camber and toe adjustments are made, resulting in the original rod system being unable to stay in the ideal position. Often, the cam gasket 320 angle that has just been adjusted cannot maintain the balance of force after being slightly disturbed by friction during the tightening process, resulting in a significant change in the cam gasket 320 angle, which in turn affects the operation of the four-wheel alignment of the vehicle off the line.

[0032] Furthermore, the utility model provides a suspension system for adjusting force balance to solve the above problems, which can effectively avoid the situation where the four-wheel alignment needs to be repeatedly adjusted due to a large change in the gasket angle during the four-wheel alignment adjustment, thereby greatly simplifying the four-wheel alignment adjustment process.

[0033] Specific reference Figure 1 As shown, a suspension system of the present invention includes a vehicle frame assembly 100 and a suspension assembly 200 .

[0034] The suspension assemblies 200 are arranged in pairs. It can be understood that there are at least two suspension assemblies 200, and at least one suspension assembly 200 is arranged on the left and right sides of the frame assembly 100, and the suspension assemblies 200 on the left and right sides of the frame assembly 100 are arranged symmetrically. For general cars, two suspension assemblies 200 are arranged on the left and right sides of the frame assembly 100, respectively, and for some other special models, more than two suspension assemblies 200 can be arranged on the left and right sides of the frame assembly 100, and the suspension assemblies 200 on the left and right sides are symmetrical.

[0035] This embodiment will be described by taking a four-wheel vehicle as an example, and two suspension assemblies 200 are respectively arranged on the left and right sides of the frame assembly 100 .

[0036] The suspension assembly 200 includes a steering knuckle 210 and a connecting rod assembly 220, wherein the steering knuckle 210 is used to install wheel components such as brake calipers, brake discs and wheel hubs, and the connecting rod assembly 220 is connected between the steering knuckle 210 and the frame assembly 100. The connecting rod assembly 220 of the utility model adopts a multi-link structure. Specifically: the connecting rod assembly 220 of this embodiment is a five-link structure, and the five-link structure includes five control arms. The two ends of the control arm are divided into an inner end and an outer end, wherein the inner end of the control arm is connected to the frame assembly 100, and the outer end of the control arm is connected to the steering knuckle 210.

[0037] The five control arms include at least one adjusting control arm 230, so that at least one pair of adjusting control arms 230 is formed on the left and right sides of the frame assembly 100, and each pair of adjusting control arms 230 is symmetrically arranged on the left and right sides. The outer end of the adjusting control arm 230 of this embodiment is hinged to the steering knuckle 210, and an adjusting mechanism 300 is arranged between the inner end of the adjusting control arm 230 and the frame assembly 100. The adjusting mechanism 300 is used to hinge the frame assembly 100 and the adjusting control arm 230 together, and can adjust the relative position between the inner end of the adjusting control arm 230 and the frame assembly 100.

[0038] The number of the adjustment control arms 230 is determined according to the adjustment point. Generally, the toe angle and the camber angle of the wheel need to be adjusted. In this case, the connecting rod assembly 220 includes two adjustment control arms 230. The two adjustment control arms 230 are respectively used to adjust the toe angle and the camber angle of the wheel. Figure 1 As shown, the adjustment control arm 230 is set as a left toe arm, and the left toe arm is used to adjust the toe angle.

[0039] The adjustment mechanism 300 of the present embodiment includes an adjusting bolt 310, a cam gasket 320 and a locking nut 330. The cam gasket 320 is fixedly sleeved on the outer circumference of the adjusting bolt 310. The cam gasket 320 and the adjusting bolt 310 are relatively slidably sleeved in the axial direction and relatively fixed in the circumferential direction. Specifically, the outer circumferential wall of the adjusting bolt 310 of the present embodiment is provided with a limiting groove (not shown in the figure) extending in the axial direction, and a limiting block (not shown in the figure) is provided in the center hole of the cam gasket 320. The limiting block and the limiting groove are slidably engaged in the axial direction to achieve circumferential locking.

[0040] Regarding the installation method of the adjustment control arm 230, Figure 2As shown, the inner and outer ends of the adjusting control arm 230 are both provided with mounting sleeves 231, and bushings 232 are provided in the mounting sleeves 231, and connecting brackets 110 are both provided on the left and right sides of the frame assembly 100. The number of the connecting brackets 110 corresponds to the number of the adjusting control arms 230, and the connecting brackets 110 are hinged to the mounting sleeves 231 on the inner ends of the adjusting control arms 230.

[0041] Furthermore, the connection bracket 110 of the present embodiment is provided with three mounting holes distributed in a triangle shape, and the mounting holes are connected with mounting bolts 111 connected to the vehicle frame assembly 100 , so that the mounting firmness of the connection bracket 110 can be improved.

[0042] The connecting bracket 110 of the present embodiment is provided with a U-shaped connecting head 112, and the two side arms of the connecting head 112 are provided with adjustment slots (not shown in the figure), the adjustment slots are strip-shaped holes, and the adjustment slots are extended left and right. The mounting sleeve 231 is arranged in the connecting head 112, and the two ends of the mounting sleeve 231 are respectively arranged opposite to the adjustment slots on both sides. The adjusting bolt 310 passes through one of the adjustment slots, the mounting sleeve 231 and the other adjustment slot in sequence and is connected with the locking nut 330. The cam gasket 320 is pre-installed on the adjusting bolt 310, or the cam gasket 320 is installed after the adjusting bolt 310 is installed. In the present embodiment, cam gaskets 320 are arranged on both outer sides of the connecting head 112. It can be understood that the adjusting bolt 310 and the locking nut 330 clamp the two cam gaskets 320 on the two outer side walls of the connecting head 112 to improve the locking stability.

[0043] Limiting grooves 113 are provided on both outer side surfaces of the connecting head 112, and a cam gasket 320 is arranged in the cam gasket 320. When adjusting the toe angle or the inclination angle, the adjusting bolt 310 is rotated to drive the cam gasket 320 to rotate. At this time, the cam surface on the outer periphery of the cam gasket 320 abuts against the side wall of the limiting groove 113, so that the adjusting bolt 310 moves along the adjusting slot hole to adjust the adjusting control arm 230 to a preset position, and then the locking nut 330 is tightened. The locking nut 330 presses the cam gasket 320 against the limiting groove 113 to lock and fix the hinge point of the inner end of the adjusting control arm 230. It can be understood that the relative position between the adjusting bolt 310 and the adjusting slot hole is locked.

[0044] When tightening the locking nut 330, the movement trend direction of the cam gasket 320 caused by the friction force is opposite to the force direction of the adjustment control arm 230 after being loaded. After the force direction of the rod system after being loaded is determined, by setting the installation and tightening direction of the locking nut 330, it is ensured that the movement trend direction of the cam gasket 320 caused by the friction force during the tightening of the locking nut 330 is opposite to the force direction of the adjustment control arm 230 after being loaded, so that the force is in a balanced state during the adjustment process, thereby avoiding the situation in which the adjustment control arm 230 cannot stay in the preset adjustment position after the position of the adjustment control arm 230 is adjusted during the tightening of the locking nut 330, thereby avoiding the situation in which the four-wheel alignment needs to be repeatedly adjusted, thereby greatly simplifying the adjustment process of the four-wheel alignment.

[0045] Since the tightening direction of the locking nut 330 is fixed and the forces on the left and right adjustment control arms 230 are symmetrically arranged, in this embodiment, the directions of the two locking nuts 330 on each pair of adjustment control arms 230 are set to be opposite, so that the adjustment force balance can be achieved while satisfying the normal tightening operation of the locking nuts 330.

[0046] Furthermore, if Figure 2 As shown, the axial direction of the adjusting bolt 310 is extended forward and backward, so that the locking nut 330 is oriented along the front-back direction, which facilitates the manipulation of the locking nut 330 .

[0047] In some other embodiments, the adjusting bolt 310 may extend in other directions, and the locking nuts 330 on the left and right sides are arranged in opposite directions.

[0048] like Figure 2 and 4 As shown, taking the adjustment control arm 230 as the left toe arm as an example, if the adjustment control arm 230 is loaded, the force direction of the adjustment control arm 230 is outward, because the tightening direction of the locking nut 330 is clockwise, the locking nut 330 is arranged forward, so that during the tightening process of the locking nut 330, the movement trend of the cam gasket 320 caused by the friction force is to make the adjustment control arm 230 move inward, which is opposite to the force direction brought by the adjustment control arm 230 after being loaded, so as to achieve force balance.

[0049] like Figure 3 and 5As shown, taking the adjustment control arm 230 as the left toe arm as an example, if the adjustment control arm 230 is loaded and the force direction of the adjustment control arm 230 is inward, since the tightening direction of the locking nut 330 is clockwise, the locking nut 330 is arranged in a backward direction. In this way, during the tightening process of the locking nut 330, the movement trend of the cam gasket 320 caused by the friction force is to make the control arm move inward, which is opposite to the force direction brought by the adjustment control arm 230 after being loaded, and the force is balanced.

[0050] According to a second aspect of the embodiment of the utility model, a vehicle includes the suspension system, and the vehicle can be a private car, such as a sedan, SUV, MPV or pickup truck. The vehicle can also be an operating vehicle, such as a van, bus, small truck or large trailer. The vehicle can be a gasoline vehicle or a new energy vehicle. When the vehicle is a new energy vehicle, it can be a hybrid vehicle or a pure electric vehicle.

[0051] The utility model defines the installation direction of the locking nut 330 according to the force trend direction of the rod system, that is, forward or backward, to ensure that the movement trend of the cam gasket 320 is opposite to the force direction of the rod system during the tightening of the locking nut 330, so that the force is in a balanced state during the adjustment process, thereby avoiding the situation in which the four-wheel alignment needs to be repeatedly adjusted due to a large change in the angle of the cam gasket 320 during the four-wheel alignment adjustment, thereby greatly simplifying the adjustment process of the four-wheel alignment.

[0052] The embodiments of the present invention are described in detail above in conjunction with the accompanying drawings, but the present invention is not limited to the above embodiments, and various changes can be made within the knowledge scope of ordinary technicians in the relevant technical field without departing from the purpose of the present invention.

Claims

1. A suspension system for adjusting force balance, characterized in that: include: A frame assembly, at least two suspension assemblies symmetrically installed on the frame assembly, the suspension assembly including a steering knuckle and a connecting rod assembly connected between the steering knuckle and the frame assembly, the connecting rod assembly including at least one adjusting control arm to form at least one pair of adjusting control arms on the left and right sides of the frame assembly, the outer end of the adjusting control arm is hinged to the steering knuckle, an adjusting mechanism is provided between the inner end of the adjusting control arm and the frame assembly, the adjusting mechanism includes an adjusting bolt that adjustably hinges the inner end of the adjusting control arm to the frame assembly, a cam washer fixedly sleeved on the adjusting bolt, and a locking nut threadedly connected to the adjusting bolt, and in the process of tightening the locking nut, the movement trend direction of the cam washer brought about by the friction force is opposite to the force direction of the adjusting control arm after being loaded.

2. The suspension system according to claim 1, characterized in that: The two locking nuts on at least one pair of the adjustment control arms are arranged in opposite directions.

3. The suspension system according to claim 2, characterized in that: The axial direction of the adjusting bolt is extended forward and backward, so that the locking nut is oriented along the forward and backward direction.

4. The suspension system according to claim 1, characterized in that: Both ends of the adjustable control arm are provided with mounting sleeves with bushings, and both left and right sides of the frame assembly are provided with at least one connecting bracket, and the connecting bracket is hinged to the mounting sleeve on the inner end of the adjustable control arm.

5. The suspension system according to claim 4, characterized in that: The connecting bracket is provided with three mounting holes distributed in a triangle shape, and the mounting holes are connected with mounting bolts connected to the frame assembly.

6. The suspension system according to claim 4, characterized in that: The connecting bracket is provided with a U-shaped connecting head, and the two side arms of the connecting head are provided with adjustment slots. The mounting sleeve is arranged in the connecting head, and the adjusting bolt is connected between the adjustment slots and the mounting sleeves on both sides.

7. The suspension system according to claim 6, characterized in that: Both outer sides of the connector are provided with limiting grooves, and the cam gasket is arranged inside the cam gasket.

8. The suspension system according to claim 7, characterized in that: The locking nut is used to press the cam gasket against the limiting groove to lock and fix the hinge point at the inner end of the adjustment control arm.

9. The suspension system according to any one of claims 1 to 8, characterized in that: Each of the connecting rod assemblies comprises two adjusting control arms, and the two adjusting control arms are respectively used for adjusting the toe angle and the inclination angle of the wheel.

10. A vehicle, characterized in that: Comprising a suspension system as claimed in any one of claims 1 to 9.

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