Suspension mechanism with adjustable wheel center height and vehicle
By designing a suspension mechanism with adjustable wheel center height, the problems of structural changes and test cycle extension caused by changes in the hard point position of the wheel center in the vehicle design stage are solved, achieving more efficient real-life verification and cost savings.
Patent Information
- Application Number
- CN202421531928.8
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-06-28
- Publication Date
- 2025-04-22
- Estimated Expiration
- 2034-06-28
AI Technical Summary
During the vehicle design stage, changes in the hard point position of the wheel center lead to continuous changes in the structure, extending the test cycle and increasing the cost of mold making.
A suspension mechanism with adjustable center height is designed, including hub bearings, suspension parts and adjustment brackets, so as to achieve flexible adjustment of the hard point position of the center through sliding positioning fits and holders.
The suspension mechanism can verify different center height solutions without disassembling the suspension, improve the efficiency of verification in the actual vehicle stage, and save the time and cost of mold production during the solution design and R&D process.
Smart Images
Figure CN222780208U_ABST
Abstract
Description
Technical Field
[0001] The present application relates to vehicle technology, and in particular to a suspension mechanism for adjustable wheel center height and a vehicle. Background Art
[0002] In recent years, with the rapid development of the automobile industry, new models have been continuously upgraded. For vehicle manufacturers, while updating products, they also need to strictly control the development costs of parts. In the process of iterative design schemes, the wheel center position on the steering knuckle component is often modified due to factors such as suspension ground clearance adjustment and hard point scheme changes. In the design stage of test vehicles such as mule vehicles, engineering prototypes, and tooling prototypes, changes in the hard point position of the wheel center will lead to continuous changes in the structure, which will not only extend the test cycle, but also incur high mold costs, which will waste a lot of time and labor costs. Utility Model Content
[0003] The present application provides a suspension structure that can flexibly change the position of the wheel center hard point, thereby improving the efficiency of verification in the actual vehicle stage, while saving the time and cost of mold production during the solution design and research and development process.
[0004] The present application provides a suspension mechanism with adjustable wheel center height, comprising a wheel hub bearing, a suspension member and an adjustment bracket, wherein the adjustment bracket comprises:
[0005] A support, comprising a first support and a second support that are slidably positioned and matched, one of the first support and the second support is connected to the wheel hub bearing, and the other is connected to the suspension member, and mutually matching positioning teeth are provided between the first support and the second support, and the first support and the second support have a mutually meshed positioning state through the positioning teeth, and a released state in which the meshing is released and relative sliding is allowed;
[0006] A retaining member is used to retain the first support and the second support in a positioned state.
[0007] Several optional methods are also provided below, but they are not intended to be additional limitations on the above-mentioned overall solution, but are merely further supplements or preferences. Under the premise that there are no technical or logical contradictions, each optional method can be combined with the above-mentioned overall solution separately, and multiple optional methods can also be combined.
[0008] In one embodiment, the first support and the second support are respectively provided with a rack for providing the positioning teeth, and the rack extends along the height direction.
[0009] In one embodiment, the first support and the second support have a mating surface on one side facing each other, wherein the mating surface of one has a convex sliding portion, and the mating surface of the other has a slideway complementary to the shape of the sliding portion;
[0010] The rack includes a first rack disposed on the sliding portion and a second rack disposed in the slideway.
[0011] In one embodiment, along the axial direction of the hub bearing, the first rack and the second rack are arranged opposite to each other;
[0012] The wheel hub bearing is connected to the first support, and the suspension member is connected to the second support.
[0013] In one embodiment, the first support is provided with an adapting groove, and at least a portion of the wheel hub bearing is embedded in the adapting groove;
[0014] The wheel hub bearing and the first support are connected via a plurality of fasteners arranged around the outer circumference of the adapting groove.
[0015] In one embodiment, both ends of the slideway are open in the height direction.
[0016] In one embodiment, the slideway is aligned with the geometric center of the hub bearing.
[0017] In one embodiment, the retaining members are arranged in pairs, and the retaining members of the same pair are respectively located on both sides of the slideway and pass through the first support and the second support.
[0018] In one embodiment, one of the first support and the second support is provided with an avoidance groove extending in the height direction, and the other is provided with an adapting hole;
[0019] The retaining member comprises:
[0020] A locking piece, passing through the adapting hole and the avoidance groove;
[0021] The adapting sliding block is slidably matched with the avoidance groove and threadedly matched with the locking piece.
[0022] The present application also provides a vehicle having the suspension mechanism with adjustable wheel center height as described in the present application.
[0023] The suspension mechanism of the present application can flexibly adjust the wheel center hard point position, especially the wheel center height. The structure can adapt to various types of suspension forms, and can perform verification of different wheel center height schemes and vehicle body height adjustment without disassembling the suspension, thereby increasing the efficiency of verification in the actual vehicle stage, while saving time and cost in mold production during scheme design and research and development. BRIEF DESCRIPTION OF THE DRAWINGS
[0024] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the conventional technology, the drawings required for use in the embodiments or the conventional technology descriptions are briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.
[0025] Figure 1 This is a schematic diagram of a suspension mechanism structure with adjustable wheel center height in one embodiment of the present application;
[0026] Figure 2 for Figure 1 Exploded diagram of the suspension mechanism in FIG.
[0027] Figure 3 This is a schematic diagram of the first support structure in one embodiment;
[0028] Figure 4 This is a schematic diagram of the second support structure in one embodiment;
[0029] Figure 5 Figure 4 A schematic diagram of another viewing angle of the second support;
[0030] Figure 6 Figure 4 A schematic diagram of another viewing angle of the second support;
[0031] Figure 7 This is a schematic diagram of a support viewed from above in one embodiment;
[0032] Figure 8 Figure 7 Schematic diagram of the cross-section position at AA in FIG.
[0033] Fig. 9 Figure 7 Schematic diagram of the cross-section position at BB in the figure.
[0034] The reference numerals of the components are as follows:
[0035] 100. Wheel hub bearing;
[0036] 200, suspension parts;
[0037] 300, adjustment bracket; 310, first support; 320, second support; 331, first rack; 332, second rack; 340, retaining member; 341, locking member; 342, adapter slider; 343, avoidance groove; 344, adapter hole; 350, matching surface; 351, sliding portion; 352, slideway; 360, adapter groove. DETAILED DESCRIPTION
[0038] In order to make the above-mentioned purposes, features and advantages of the present application more obvious and easy to understand, the specific implementation methods of the present application are described in detail below in conjunction with the accompanying drawings. In the following description, many specific details are set forth to facilitate a full understanding of the present application. However, the present application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar improvements without violating the connotation of the present application, so the present application is not limited by the specific embodiments disclosed below.
[0039] It should be noted that when a component is referred to as being "fixed to" or "disposed on" another component, it may be directly on the other component or there may also be a central component. When a component is considered to be "connected to" another component, it may be directly connected to the other component or there may be a central component at the same time. The terms "vertical", "horizontal", "upper", "lower", "left", "right" and similar expressions used in the specification of this application are for illustrative purposes only and do not represent the only implementation method.
[0040] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In the description of this application, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.
[0041] In the present application, unless otherwise clearly specified and limited, a first feature being “above” or “below” a second feature may mean that the first feature is directly in contact with the second feature, or the first feature and the second feature are indirectly in contact through an intermediate medium. Moreover, a first feature being “above”, “above”, or “above” a second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level (or in a state of use, or from a certain perspective of the drawing) than the second feature. A first feature being “below”, “below”, or “below” a second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is lower in level (or in a state of use, or from a certain perspective of the drawing) than the second feature.
[0042] Unless otherwise defined, all technical and scientific terms used in the specification of this application have the same meaning as those commonly understood by those skilled in the art to which this application belongs. The terms used in the specification of this application are only for the purpose of describing specific embodiments and are not intended to limit this application. The term "and / or" used in the specification of this application includes any and all combinations of one or more related listed items.
[0043] In the process of iterative design of the vehicle, the wheel center position is continuously optimized iteratively for reasons such as achieving reasonable suspension KC characteristics, hard point scheme changes, suspension ground clearance adjustment, etc., so as to obtain better vehicle handling stability and smooth performance. In the prior art, during the design stage of test vehicles such as mule carts, engineering prototypes, and tooling prototypes, changes in the hard point position of the wheel center will lead to continuous changes in the structure, which will not only extend the test cycle, but also incur high mold costs, and will waste a lot of time and labor costs. In order to solve this technical problem, some embodiments of the present application provide a suspension mechanism with adjustable wheel center height, and a vehicle using the suspension mechanism with adjustable wheel center height.
[0044] Reference Figure 1 As shown, the present application provides a suspension mechanism with adjustable wheel center height, including a wheel hub bearing 100, a suspension component 200 and an adjustment bracket 300. The wheel hub bearing 100 and the suspension component 200 are independently connected to the adjustment bracket 300, and the spatial positions of the two are adjusted through the adjustment bracket 300. Therefore, the suspension mechanism of the present application can flexibly adjust the wheel center hard point position, especially the wheel center height. The structure can adapt to various types of suspension forms, and can verify different wheel center height schemes and adjust the vehicle body height without disassembling the suspension, thereby improving the efficiency of verification in the actual vehicle stage, while saving the time and cost of mold production during the scheme design and research and development process. Refer to the attached Figure 2 As shown, the adjustment bracket 300 includes:
[0045] The support includes a first support 310 and a second support 320 that are slidably positioned and matched. One of the first support 310 and the second support 320 is connected to the wheel hub bearing 100, and the other is connected to the suspension member 200. The first support 310 and the second support 320 are provided with mutually matched positioning teeth. The first support 310 and the second support 320 have a mutually meshed positioning state through the positioning teeth (see the attached Figure 8 ), and a released state in which the engagement is released to allow relative sliding;
[0046] The retaining member 340 maintains the first support 310 and the second support 320 in a positioned state.
[0047] To achieve the above effects, it is necessary to adjust the support of the bracket 300 to achieve the effects of motion guidance and motion positioning.
[0048] The motion guidance of the support can be achieved through the cooperation of the first support 310 and the second support 320. Figure 3 To Attachment Figure 6As shown, the sides of the first support 310 and the second support 320 facing each other are mating surfaces 350, wherein the mating surface 350 of one has a convex sliding portion 351, and the mating surface 350 of the other has a slideway 352 with a shape complementary to the sliding portion 351. The sliding portion 351 and the slideway 352 cooperate with each other to provide guidance for the movement of the first support 310 and the second support 320. The mating surface 350, the sliding portion 351 and the slideway 352 cooperate with each other to eliminate the freedom of movement outside the expected direction. For example, in this embodiment, the expected direction is the height direction of the wheel center, then the mating surface 350 is arranged parallel to the height direction, and the sliding directions of the sliding portion 351 and the slideway 352 are parallel to the height direction. The complementary shapes of the sliding portion 351 and the slideway 352 can eliminate the freedom of movement on the mating surface 350. The sliding portion 351 and the slideway 352 themselves can also be used to limit the relative movement stroke of the first support 310 and the second support 320. In the accompanying drawings, in the height direction, both ends of the slide 352 are open. That is, the slide 352 allows at least part of the sliding portion 351 to protrude outside itself, that is, the first support 310 and the second support 320 can be misaligned with each other. In the figure, the slide 352 is aligned with the geometric center of the hub bearing 100, and can bear the load more evenly. In other embodiments, the slide 352 can also avoid the geometric center of the hub bearing 100, thereby allowing the components to pass through the support. In terms of movement stroke, the total movement length of the first support 310 relative to the second support 320 is at least 50% of the maximum outer diameter of the hub bearing 100.
[0049] The motion positioning of the support can be achieved by positioning teeth. Figure 3 To Attachment Figure 8 In the illustrated embodiment, the first support 310 and the second support 320 are respectively provided with racks for providing positioning teeth, and the racks extend in the height direction. The rack can provide multiple meshing positions and realize multiple positioning positions, thereby enhancing the positioning effect and providing a larger adjustment stroke. Correspondingly, the positioning teeth can also be provided on the sliding portion 351 and the slideway 352. For example, in the accompanying drawings, the rack includes a first rack 331 provided on the sliding portion 351 and a second rack 332 provided in the slideway 352. In terms of the details of the rack, the height of the second rack 332 is not higher than the depth of the slideway 352. That is, in the released state, at least a portion of the sliding portion can be maintained in the slideway, which is convenient for adjusting the height of the wheel center. Furthermore, the top arc of the positioning tooth is provided to facilitate the mutual movement of the first rack and the second rack in the released state. In terms of the meshing method of the rack, refer to the attached Figure 8 As shown, along the axial direction of the hub bearing 100 , the first rack 331 and the second rack 332 are arranged opposite to each other.
[0050] It is worth noting that the present embodiment also has a single-factor adjustment effect that is not available in the prior art, that is, the wheel center height can be adjusted simply. In the prior art, the adjustment of the adjustment structure will cause multiple suspension parameters to change simultaneously, such as the kingpin inclination, the trail, etc., thereby increasing the difficulty of the adjustment process. In the present embodiment, the support is arranged between the suspension member and the wheel hub bearing 100, and other degrees of freedom of movement except the wheel center height are limited, so that only the single-factor adjustment of the wheel center height is achieved. Therefore, the suspension mechanism with adjustable wheel center height disclosed in the present embodiment has more advantages in adjusting the wheel center hard point.
[0051] The effect of the support movement positioning also depends on the retaining member 340, see the attached Figure 2 And attached Fig. 9 As shown, the retaining members 340 are arranged in pairs, and the same pair of retaining members 340 are respectively located on both sides of the slideway 352 and penetrate the first support 310 and the second support 320. In this embodiment, the retaining members 340 tighten the first support 310 and the second support 320 in the axial direction of the hub bearing 100 so that the positioning teeth are engaged with each other. Fig. 9 As shown in FIG. 1 , the retaining member 340 includes a locking member 341 penetrating the first support 310 and the second support 320 and an adapting slider 342 matched with the locking member 341 .
[0052] In order to avoid mutual adjustment of the first support 310 and the second support 320 in the height direction, in this embodiment, one of the first support 310 and the second support 320 is provided with an avoidance groove 343 extending in the height direction, and the other is provided with an adapting hole 344;
[0053] The locking member 341 passes through the adapting hole 344 and the avoiding groove 343;
[0054] The adapting slider 342 is slidably matched with the avoidance groove 343 and threadedly matched with the locking member 341 .
[0055] It is not difficult to understand that in this embodiment, the limit of the movement stroke between the first support 310 and the second support 320 is actually limited by the extension length of the avoidance groove 343. Specifically, the extension length of the avoidance groove 343 is at least 50% of the maximum outer diameter of the hub bearing 100. In the accompanying drawings, the extension length of the avoidance groove 343 is close to the maximum outer diameter of the hub bearing 100. The cross-sectional shape of the avoidance groove 343 is T-shaped, that is, it includes a limiting step, and the adapter slider 342 presses against the limiting step to confront the locking member 341 to tighten the first support 310 and the second support 320. Similarly, the cross-sectional shape of the adapter hole 344 is T-shaped.
[0056] This application also optimizes the bearing structure of the support. Figure 1 And attached Figure 2As shown, the first support 310 is provided with an adapting groove 360, and at least a portion of the hub bearing 100 is embedded in the adapting groove 360; the hub bearing 100 and the first support 310 are connected by a plurality of fasteners arranged around the outer periphery of the adapting groove 360. This arrangement can effectively improve the connection rigidity between the first support 310 and the hub bearing 100, thereby reducing the influence of the adjustable structure on the overall performance of the suspension. The adapting groove 360 is a blind hole in the figure to avoid affecting the setting of the sliding part. In other embodiments, the adapting groove 360 can also be set as a through hole.
[0057] In more detail, the suspension mechanism with adjustable wheel center height in the present application can be adapted to different suspension structures, such as matching common suspension structures such as McPherson and double wishbone. Figure 1 And attached Figure 2 In the embodiment, the wheel hub bearing 100 is connected to the first support 310, and the suspension member 200 is connected to the second support 320. Both the wheel hub bearing 100 and the suspension member 200 are connected to the corresponding supports through fasteners. The fasteners connecting the first support 310 and the wheel hub bearing 100 pass through the mating surface of the first support 310 to the other side, and a countersunk hole is provided on the mating surface to avoid the influence of the fastener on the mating surface. The fasteners connecting the second support 320 and the suspension member 200 pass through the side of the second support 320 facing away from the slideway to the mating surface and do not protrude from the mating surface.
[0058] The suspension component 200 has a variety of forms in actual products. For example, the suspension component 200 shown in the accompanying drawings is a steering knuckle. The first support 310 and the second support 320 are integrally formed as plates, and the two end surfaces that fit together in the thickness direction are mating surfaces 350. The distance between the top of the positioning tooth and the mating surface 350 accounts for 30% to 80% of the thickness of the support where it is located. In the height direction, the sliding part 351 and the slideway 352 are arranged at the same height as the support where they are located. In the width direction, the sliding part 351 and the slideway 352 account for 10% to 40% of the width of the support where they are located. The first rack and the second rack are respectively in the middle of the corresponding supports, and the connection positions of the fasteners are distributed on both sides of the first rack or the second rack.
[0059] When the first support 310 and the second support 320 are aligned in the height direction, the positioning teeth on the first rack 331 and the second rack 332 are meshed with each other.
[0060] In combination with the above description, it is not difficult to understand that the present application also provides a vehicle having the suspension mechanism with adjustable wheel center height of the present application.
[0061] The suspension mechanism with adjustable wheel center height in the present application can be applied not only to product testing, verification and trial production stages, but also to mature mass-produced products.
[0062] The technical features of the above-mentioned embodiments can be combined arbitrarily. To make the description concise, not all possible combinations of the technical features in the above-mentioned embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification. When the technical features in different embodiments are embodied in the same figure, it can be regarded that the figure also discloses the combination examples of the various embodiments involved.
[0063] The above-described embodiments only express several implementation methods of the present application, and the descriptions thereof are relatively specific and detailed, but they cannot be understood as limiting the scope of the patent application. It should be pointed out that, for a person of ordinary skill in the art, several variations and improvements can be made without departing from the concept of the present application, and these all belong to the protection scope of the present application. Therefore, the scope of patent protection of the present application shall be subject to the attached claims.
Claims
1. A suspension mechanism with adjustable wheel center height, characterized in that: The invention comprises a wheel hub bearing (100), a suspension component (200) and an adjustment bracket (300), wherein the adjustment bracket (300) comprises: A support, comprising a first support (310) and a second support (320) that are slidably positioned and matched, wherein one of the first support (310) and the second support (320) is connected to the wheel hub bearing (100), and the other is connected to the suspension member (200), and mutually matching positioning teeth are provided between the first support (310) and the second support (320), and the first support (310) and the second support (320) have a positioning state in which they are meshed with each other through the positioning teeth, and a release state in which they are disengaged and allow relative sliding; A retaining member (340) retains the first support (310) and the second support (320) in a positioned state.
2. The suspension mechanism with adjustable wheel center height according to claim 1, characterized in that: The first support (310) and the second support (320) are respectively provided with racks for providing the positioning teeth, and the racks extend in a height direction.
3. The suspension mechanism with adjustable wheel center height according to claim 2, characterized in that: The first support (310) and the second support (320) have a mating surface (350) on one side facing each other, wherein the mating surface (350) of one has an outwardly convex sliding portion (351), and the mating surface (350) of the other has a slideway (352) with a shape complementary to that of the sliding portion (351); The rack comprises a first rack (331) arranged on the sliding portion (351) and a second rack (332) arranged in the slideway (352).
4. The suspension mechanism with adjustable wheel center height according to claim 3, characterized in that: Along the axial direction of the wheel hub bearing (100), the first rack (331) and the second rack (332) are arranged opposite to each other; The wheel hub bearing (100) is connected to the first support (310), and the suspension member (200) is connected to the second support (320).
5. The suspension mechanism with adjustable wheel center height according to claim 2, characterized in that: The first support (310) is provided with an adapting groove (360), and at least a portion of the wheel hub bearing (100) is embedded in the adapting groove (360); The wheel hub bearing (100) and the first support (310) are connected via a plurality of fasteners arranged around the outer circumference of the adapting groove (360).
6. The suspension mechanism with adjustable wheel center height according to claim 3, characterized in that: In the height direction, both ends of the slideway (352) are open.
7. The suspension mechanism with adjustable wheel center height according to claim 3, characterized in that: The slideway (352) is aligned with the geometric center of the hub bearing (100).
8. The suspension mechanism with adjustable wheel center height according to claim 3, characterized in that: The retaining members (340) are arranged in pairs, and the retaining members (340) of the same pair are respectively located on both sides of the slideway (352) and penetrate the first support (310) and the second support (320).
9. The suspension mechanism with adjustable wheel center height according to claim 1, characterized in that: One of the first support (310) and the second support (320) is provided with an avoidance groove (343), the avoidance groove (343) extending in the height direction, and the other is provided with an adaption hole (344); The retaining member (340) comprises: A locking member (341) passing through the adapting hole (344) and the avoidance groove (343); The adapting sliding block (342) is slidably matched with the avoidance groove (343) and threadedly matched with the locking member (341).
10. A vehicle, characterized in that: A suspension mechanism with adjustable wheel center height as claimed in any one of claims 1 to 9.