Four-wheel positioning parameter adjusting structure, suspension system and vehicle

Abstract

The utility model provides a four-wheel positioning parameter adjusting structure, a suspension system and a vehicle. The four-wheel positioning parameter adjusting structure comprises a control arm, a mounting bracket, two fasteners and two adjusting pads, wherein one end of the control arm is connected with the steering knuckle, and the other end is provided with a mounting hole; the mounting bracket fixedly penetrates through the mounting hole, and the two ends of the mounting bracket respectively extend out of the two sides of the control arm to form connecting parts; the two fasteners respectively penetrate through the two connecting parts and are in threaded connection and fixation with the vehicle body; and the two adjusting pads are respectively clamped between the two connecting parts and the vehicle body. Compared with the prior art, the four-wheel positioning parameter adjusting structure is simpler and more stable in structure and capable of reducing occupied space so as to facilitate layout, rigid connection between the two connecting parts and a vehicle body can be guaranteed by screwing the fasteners after adjustment is completed, and therefore structural stability and long-term use reliability are improved.

Description

Technical Field

[0001] The utility model belongs to the technical field of vehicle suspension, and in particular relates to a four-wheel alignment parameter adjustment structure, a suspension system and a vehicle. Background Art

[0002] The suspension system is related to the vehicle's handling, safety and comfort, so many different parameters need to be considered, each of which will have an impact on specific driving situations (such as turning, braking, bumps...). For high-performance vehicles such as racing cars, the purpose of adjusting the parameters of the suspension system is mainly to achieve the best performance of the tires. When the car rolls on a curve, it can have a wider contact surface between the tires and the ground, thereby obtaining more grip, thereby improving cornering stability and performance. Specifically, the tire camber angle can be adjusted according to the track. When it has a larger camber angle, it will be more conducive to fast turning, including providing safety (safe behavior in the case of sudden braking / steering input) and good driving feel (steering force feedback, direction keeping, inclined road sensitivity, acceleration / braking stability...), and the four-wheel alignment parameter adjustment structure of the vehicle suspension system is one of the important links.

[0003] There are two main forms of four-wheel alignment parameter adjustment structures commonly used in current vehicle suspension systems. One is to connect the control arm to the subframe / body with bolts and eccentric washers, and adjust the structure by rotating the angle of the eccentric washers. This method has relatively poor reliability, and in order to achieve large-angle (large angle refers to about 3°, and the general angle is about 1°) four-wheel parameter adjustment, this structure needs to use a larger eccentric washers, which leads to an increase in occupied space and is not conducive to spatial layout; the other is to set a forward and reverse bidirectional adjustment screw in the middle section of the control unit, and adjust the structure by rotating the adjustment screw. This structure can obtain the corresponding adjustment angle range according to the length of the adjustment screw, but it is easy for the thread to loosen due to force and the thread to fail after multiple adjustments, so it also has the problem of poor reliability. Utility Model Content

[0004] The embodiment of the utility model provides a four-wheel alignment parameter adjustment structure, aiming to improve the reliability of the four-wheel alignment parameter adjustment structure of a vehicle suspension system.

[0005] To achieve the above-mentioned purpose, the technical solution adopted by the utility model is: in the first aspect, a four-wheel alignment parameter adjustment structure is provided, including a control arm and a mounting bracket; one end of the control arm is connected to the steering knuckle, and the other end is provided with a mounting hole; the mounting bracket is fixedly penetrated through the mounting hole, and the two ends of the mounting bracket respectively extend out of the two sides of the control arm and form a connecting part, and each connecting part is penetrated with at least one fastener, and each fastener is screwed and fixed to the vehicle body; wherein, an adjustment pad is clamped between each connecting part and the vehicle body.

[0006] In combination with the first aspect, in a possible implementation manner, the adjustment pad is an open pad and is sleeved on the fastener, and the opening space of the adjustment pad is suitable for the fastener to pass through in the radial direction.

[0007] In some embodiments, the adjustment pad includes a first straight arm segment, a second straight arm segment, and a semicircular arc segment; wherein the first straight arm segment and the second straight arm segment are spaced apart from each other and the spacing size is equal to or greater than the diameter of the fastener; one end of the semicircular arc segment is connected to the first straight arm segment, and the other end is connected to the second straight arm segment.

[0008] Exemplarily, the lengths of the first straight arm section and the second straight arm section are equal or different, and at least one of them extends to the side of the connecting portion along the radial direction of the fastener.

[0009] In some embodiments, a bushing is sleeved on the middle portion of the mounting bracket, and the bushing is embedded in the mounting hole.

[0010] Exemplarily, the mounting bracket and the bushing are fixed as one body by vulcanization, and the bushing and the mounting hole are interference fit.

[0011] Exemplarily, one end of the control arm has a connecting sleeve, the inner hole of the connecting sleeve forms a mounting hole, and the other end of the control arm is forked to form two fixed links, which are respectively connected to the two ends of a connecting shaft passing through the steering knuckle.

[0012] For example, a weight-reducing hole and / or a weight-reducing groove is provided in a region of the control arm between the connecting sleeve and the fixed link.

[0013] The beneficial effect of the four-wheel alignment parameter adjustment structure provided by the utility model is that compared with the prior art, in the four-wheel alignment parameter adjustment structure of the utility model, one end of the control arm is connected to the steering knuckle, and the other end is screwed and fixed to the vehicle body through the connecting parts at both ends of the mounting bracket passing through the mounting hole, and an adjustment pad is clamped between the connecting part and the vehicle body. When parameter adjustment is required, it is only necessary to loosen the fasteners and replace the adjustment pads of different thicknesses, which can meet the needs of large angle adjustment. Compared with the existing eccentric pad or bidirectional screw adjustment method, it is not only simpler and more stable in structure, but also can reduce space occupancy and thus facilitate layout. Moreover, after the adjustment is completed, screwing the fasteners can ensure the rigid connection between the two connecting parts and the vehicle body, thereby improving the structural stability and reliability of long-term use.

[0014] In a second aspect, an embodiment of the utility model further provides a suspension system, including the above-mentioned four-wheel alignment parameter adjustment structure.

[0015] The beneficial effects of the suspension system provided by the utility model are as follows: compared with the prior art, the suspension system of the utility model adopts the above-mentioned four-wheel alignment parameter adjustment structure. When parameter adjustment is required, it is only necessary to loosen the fasteners and replace the adjustment pads of different thicknesses, which can meet the needs of large angle adjustment. Compared with the existing eccentric pad or bidirectional screw adjustment method, it is not only simpler and more stable in structure, but also can reduce space occupancy and thus facilitate layout. Moreover, after the adjustment is completed, tightening the fasteners can ensure the rigid connection between the two connecting parts and the vehicle body, thereby improving the structural stability and reliability of long-term use.

[0016] In a third aspect, an embodiment of the utility model further provides a vehicle, comprising the above-mentioned suspension system.

[0017] Compared with the prior art, the vehicle provided by the utility model adopts the above-mentioned four-wheel alignment parameter adjustment structure in the suspension system, which is not only simpler and more stable in structure and can reduce space occupancy, thereby facilitating layout, but also, after the adjustment is completed, the rigid connection between the two connecting parts and the vehicle body can be ensured by screwing the fasteners, thereby improving the structural stability and long-term reliability. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 A three-dimensional structural diagram of a four-wheel alignment parameter adjustment structure provided by an embodiment of the utility model;

[0019] Figure 2 An exploded structural diagram of a four-wheel alignment parameter adjustment structure provided by an embodiment of the utility model;

[0020] Figure 3 This is a schematic diagram of the main structure of the adjustment pad used in the embodiment of the utility model.

[0021] In the figure: 10, control arm; 100, mounting hole; 11, connecting sleeve; 12, fixing connecting rod; 13, weight-reducing hole; 14, weight-reducing groove; 20, mounting bracket; 21, connecting part; 22, bushing; 30, fastener; 40, adjustment pad; 41, first straight arm section; 42, second straight arm section; 43, semicircular arc section; 50, steering knuckle; 51, connecting shaft; 60, vehicle body; 61, mounting seat. DETAILED DESCRIPTION

[0022] In order to make the technical problems, technical solutions and beneficial effects to be solved by the present invention more clearly understood, the present invention is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention.

[0023] It should be noted that when an element is referred to as being "disposed on" another element, it may be directly on the other element or indirectly on the other element. It should be understood that the orientation or positional relationship indicated by the terms "upper", "lower", "front", "rear", "inside", "outside", etc. is based on the orientation or positional relationship shown in the accompanying drawings, and is only for the convenience of describing the present application 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 application. The terms "first" and "second" are used only for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, the features defined as "first" and "second" may explicitly or implicitly include one or more of the features. In the description of the present application, the meaning of "multiple" is two or more, unless otherwise clearly and specifically defined.

[0024] Please also read Figure 1 and Figure 2 Now, the four-wheel alignment parameter adjustment structure provided by the utility model is described. The four-wheel alignment parameter adjustment structure comprises a control arm 10 and a mounting bracket 20; one end of the control arm 10 is connected to the steering knuckle 50, and the other end is provided with a mounting hole 100; the mounting bracket 20 is fixedly arranged in the mounting hole 100, and the two ends of the mounting bracket 20 extend out of the two sides of the control arm 10 to form a connecting portion 21, and at least one fastener 30 is arranged on each connecting portion 21, and each fastener 30 is screwed and fixed to the vehicle body 60; wherein, an adjustment pad 60 is sandwiched between each connecting portion 21 and the vehicle body 60.

[0025] It should be noted that the connection method between the control arm 10 and the steering knuckle 50 can be that the end of the control arm 10 is directly mounted on the connecting shaft 51 passed through the steering knuckle 50, and the mounting hole 100 opened at the other end of the control arm 10 is a through hole. The mounting bracket 20 can be understood as an axle pin-type component. The mounting bracket 20 passes through the mounting hole 100 and forms a connection relationship between the middle part of the mounting bracket 20 and the hole wall of the mounting hole 100, and the two ends of the mounting bracket 20 serve as the connecting part 21 and are screwed and fixed to the vehicle body 60 by fasteners 30.

[0026] It should be understood that, in the present embodiment, the vehicle body 60 includes a sub-frame, and the connection portion between the connecting portion 21 and the vehicle body 60 may be a mounting seat 61 directly provided on the vehicle body 60, or may be a mounting seat 61 provided on the sub-frame, and a threaded hole adapted to the fastener 30 is provided on the mounting seat 61, and the mounting seat 61 may be an integral structure capable of being connected with two connecting portions 21 together, or may be provided one at each position corresponding to the two connecting portions 21, and on this basis, in order to improve the connection stability, the side walls of the mounting seat 61 and the connecting portion 21 that are close to each other are both planes, thereby ensuring that the adjustment pad 40 can be reliably clamped between the two.

[0027] In addition, in this embodiment, the adjustment pad 40 can be sleeved on the fastener 30, or it can be directly clamped in the peripheral area of ​​the fastener 30. Considering the fixing reliability of the adjustment pad 40, it is preferred to sleeve it on the fastener 30; each connection portion 21 can be provided with a fastener 30 and screwed and fixed to the body 60, or a plurality of fasteners 30 can be provided on each connection portion 21 and screwed and fixed to the body 60. In this case, the adjustment pad 40 can be consistent with the number of fasteners 30, and each adjustment pad 40 is respectively sleeved on one of the fasteners 30, or only one of the fasteners 30 provided on each connection portion 21 is sleeved with an adjustment pad 40, or each fastener 30 provided on the same connection portion 21 passes through the same adjustment pad 40, that is, using two adjustment pads 40 can also make each connection portion 21 and the body 60 have an adjustment pad 40 clamped therebetween; of course, considering the space occupation problem, it is preferred to adopt a solution in which a fastener 30 is provided on each connection portion 21, and an adjustment pad 40 is respectively sleeved on each fastener 30.

[0028] In this embodiment, the adjustment pad 40 can be a closed-loop gasket or an open gasket. In order to facilitate disassembly and replacement, an open gasket is preferably used. When the four-wheel alignment parameters need to be adjusted, it is only necessary to loosen the fastener 30 to pull out the adjustment pad 40, and then re-tighten the fastener 30 after replacing the adjustment pad 40 of appropriate thickness. The adjustment process does not require the overall disassembly of the fastener 30, thereby reducing the difficulty of adjustment and improving the adjustment efficiency.

[0029] The fastener 30 used in this embodiment can specifically be a bolt with a flange. After the fastener 30 passes through the connecting portion 21, its flange surface abuts against the connecting surface, thereby increasing the contact area between the fastener 30 and the connecting portion 21, which is beneficial to improving the connection reliability.

[0030] Compared with the prior art, the four-wheel alignment parameter adjustment structure provided in the present embodiment has one end of the control arm 10 connected to the steering knuckle 50, and the other end is screwed and fixed to the vehicle body 60 through the connecting parts 21 at both ends of the mounting bracket 20 passing through the mounting hole 100, and an adjustment pad 40 is clamped between the connecting part 21 and the vehicle body 60. When parameter adjustment is required, it is only necessary to loosen the fastener 30 and replace the adjustment pad 40 of different thicknesses, which can meet the needs of large-angle adjustment. Compared with the existing adjustment method of eccentric pads or bidirectional screws, it is not only simpler and more stable in structure, but also can reduce space occupancy and facilitate layout. Moreover, after the adjustment is completed, screwing the fastener 30 can ensure the rigid connection between the two connecting parts 21 and the vehicle body 60, thereby improving the structural stability and reliability of long-term use.

[0031] In some embodiments, see Figure 1 and Figure 2The adjustment pad 40 is an open pad and is sleeved on the fastener. The mouth space of the adjustment pad 40 is suitable for the fastener 30 to pass through in the radial direction. The use of an open pad can be sleeved on the fastener 30 at any axial position of the fastener 30 using its mouth space. Compared with the closed annular structure of the adjustment pad 40 which can only be sleeved upward from the end of the fastener 30, the convenience of adjusting the parameters of the four-wheel alignment can be improved.

[0032] It should be noted that when the adjustment pad 40 is an open pad, its opening should be facing downward during installation, thereby preventing the adjustment pad 40 from sliding downward when the vehicle is bumped or vibrated, thereby improving the connection reliability.

[0033] As a modified implementation of the above-mentioned adjustment pad 40, please refer to Figures 1 to 3 The adjustment pad 40 includes a first straight arm section 41, a second straight arm section 42, and a semicircular arc section 43; wherein the first straight arm section 41 and the second straight arm section 42 are spaced apart from each other and the spacing size is equal to or greater than the diameter of the fastener 30; one end of the semicircular arc section 43 is connected to the first straight arm section 41, and the other end is connected to the second straight arm section 42.

[0034] Since the mouth space of the adjustment pad 40 adopting an open pad structure cannot effectively contact the connecting part 21 and the vehicle body 60, which may affect the stability of the adjustment pad 40 being clamped and fixed, the adjustment pad 40 adopts an open structure in which two straight arm sections and a semicircular arc section 43 are connected as one. The first straight arm section 41 and the second straight arm section 42 can be used to form a certain tangential extension at both ends of the semicircular arc section 43, thereby increasing the clamping force area of ​​the adjustment pad 40 by the connecting part 21 and the vehicle body 60, and at the same time, it can also increase the distance that the fastener 30 slides out of the mouth space of the adjustment pad 40, thereby reducing the risk of the adjustment pad 40 slipping off and improving the connection reliability.

[0035] Specifically, the lengths of the first straight arm section 41 and the second straight arm section 42 are equal or unequal, and at least one of them extends to the side of the connecting portion 21 along the radial direction of the fastener 30. When the mouth of the adjustment pad 40 faces downward, if the first straight arm section 41 and the second straight arm section 42 are equal in length, then the ends of both should be exposed at the bottom of the connecting portion 21. When removing the adjustment pad 40, it is only necessary to push the lower ends of the first straight arm section 41 and the second straight arm section 42 upward, thereby facilitating the disassembly and replacement of the adjustment pad 40 and improving the convenience of adjusting the four-wheel alignment parameters. If the lengths of the first straight arm section 41 and the second straight arm section 42 are unequal, for example, the length of the first straight arm section 41 is greater than the length of the second straight arm section 42, then the first straight arm section 41 and the second straight arm section 42 are equal in length. The lower end of 41 can be exposed on the lower side of the connecting portion 21, while the lower end of the second straight arm section 42 is preferably flush with the lower side wall of the connecting portion 21. This can ensure that the contact area between the adjusting pad 40 and the connecting portion 21 is maximized, and at the same time, it can reduce the pushing height when the adjusting pad 40 is removed by pushing the first straight arm section 41 upward. The adjusting pad 40 can be removed or installed as long as the lower end of the second straight arm section 42 is higher than the fastener 30, thereby reducing the avoidance or operating space required for the disassembly and replacement of the adjusting pad 40, which is beneficial to the overall structural layout.

[0036] It should be noted that, in this embodiment, see Figure 2 The middle part of the mounting bracket 20 is sleeved with a bushing 22, which is embedded in the mounting hole 100. The bushing 22 is provided to improve the connection stability between the mounting bracket 20 and the mounting hole 100; the bushing 22 can be a rubber bushing 22, which can form a flexible connection between the mounting bracket 20 and the mounting hole 100, thereby preventing the control arm 10 and the steering knuckle 50 from getting stuck.

[0037] Specifically, in this embodiment, the mounting bracket 20 and the bushing 22 are fixed as one body by vulcanization, and the bushing 22 is interference fit with the mounting hole 100. The bushing 22 and the mounting bracket 20 are directly formed as one body by vulcanization process, so as to ensure the connection strength between the bushing 22 and the mounting bracket 20. When connected with the control arm 10, the bushing 22 can be pressed into the mounting hole 100 to form an interference fit, and the connection method is simple and reliable.

[0038] Depend on Figure 2It can be seen that a specific structural form of the above-mentioned control arm 10 is that one end of the control arm 10 has a connecting sleeve 11, and the inner hole of the connecting sleeve 11 forms a mounting hole 100. The other end of the control arm 10 is bifurcated to form two fixed links 12, and the two fixed links 12 are respectively connected to the two ends of the connecting shaft 51 that passes through the steering knuckle 50. Based on the connection structure requirements, the space occupied by the connecting sleeve 11 and the two fixed links 12 is relatively large, and the part between the connecting sleeve 11 and the fixed links 12 only needs to ensure the structural strength, and a structure with a smaller cross-sectional size can be adopted, thereby achieving the purpose of weight reduction and space saving; specifically, the two fixed links 12 are equivalent to forming a U-shaped connection structure at the end of the control arm 10, so the control arm 10 forms a gradually widening shape from the middle to the part close to the fixed links 12, thereby avoiding stress concentration in the part close to the two fixed links 12. The two fixed links 12 are respectively connected to the connecting shaft 51 at both sides of the connecting position of the steering knuckle 50 , so that two connecting points are formed between the control arm 10 and the steering knuckle 50 , which can improve the connection stability and reliability between the two.

[0039] Please note that, see Figure 2 The control arm 10 is provided with a weight-reducing hole 13 and / or a weight-reducing groove 14 in the area between the connecting sleeve 11 and the fixed link 12. Since the width of the area of ​​the control arm 10 close to the fixed link 12 is relatively large, the weight-reducing hole 13 can be provided in this area, and the weight-reducing groove 14 can be provided in the remaining parts, thereby reducing the weight of the control arm 10, which is beneficial to the lightweight index of the vehicle.

[0040] Based on the same inventive concept, combined Figures 1 to 3 It is understood that the embodiment of the present application also provides a suspension system, including the above-mentioned four-wheel alignment parameter adjustment structure.

[0041] Compared with the prior art, the suspension system provided in the present embodiment adopts the above-mentioned four-wheel alignment parameter adjustment structure. When parameter adjustment is required, it is only necessary to loosen the fastener 30 and replace the adjustment pad 40 of different thicknesses, which can meet the needs of large-angle adjustment. Compared with the existing eccentric pad or bidirectional screw adjustment method, it is not only simpler and more stable in structure, but also can reduce space occupancy and facilitate layout. Moreover, after the adjustment is completed, screwing the fastener 30 can ensure the rigid connection between the two connecting parts 21 and the vehicle body 60, thereby improving the structural stability and reliability of long-term use.

[0042] An embodiment of the utility model further provides a vehicle comprising the above suspension system.

[0043] Compared with the prior art, the suspension system of the vehicle provided in this embodiment adopts the above-mentioned four-wheel alignment parameter adjustment structure, which is not only simpler and more stable in structure and can reduce space occupancy, thereby facilitating layout, but also, after the adjustment is completed, the fasteners 30 can be screwed to ensure the rigid connection between the two connecting parts 21 and the vehicle body 60, thereby improving the structural stability and reliability of long-term use.

[0044] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. The four-wheel alignment parameter adjustment structure is characterized by: include: A control arm (10), one end of which is connected to the steering knuckle (50) and the other end of which is provided with a mounting hole (100); A mounting bracket (20) is fixedly disposed in the mounting hole (100), two ends of the mounting bracket (20) respectively extend out of two sides of the control arm (10) to form a connecting portion (21), and at least one fastener (30) is disposed on each connecting portion (21), and each fastener (30) is screwed and fixed to the vehicle body (60); Wherein, an adjustment pad (40) is sandwiched between each of the connecting parts (21) and the vehicle body (60).

2. The four-wheel alignment parameter adjustment structure according to claim 1, characterized in that: The adjustment pad (40) is an open pad and is sleeved on the fastener (30); the opening space of the adjustment pad (40) is suitable for the fastener (30) to pass through in the radial direction.

3. The four-wheel alignment parameter adjustment structure according to claim 2, characterized in that: The adjustment pad (40) comprises: A first straight arm section (41) and a second straight arm section (42), which are spaced apart from each other and have a spacing dimension equal to or greater than a diameter of the fastener (30); The semicircular arc segment (43) has one end connected to the first straight arm segment (41) and the other end connected to the second straight arm segment (42).

4. The four-wheel alignment parameter adjustment structure according to claim 3, characterized in that: The lengths of the first straight arm section (41) and the second straight arm section (42) are equal or different, and at least one of them extends to the side of the connecting portion (21) along the radial direction of the fastener (30).

5. The four-wheel alignment parameter adjustment structure according to claim 1, characterized in that: A bushing (22) is sleeved on the middle part of the mounting bracket (20), and the bushing (22) is embedded in the mounting hole (100).

6. The four-wheel alignment parameter adjustment structure according to claim 5, characterized in that: The mounting bracket (20) and the bushing (22) are fixed as a whole by vulcanization, and the bushing (22) and the mounting hole (100) are interference fit.

7. The four-wheel alignment parameter adjustment structure according to claim 1, characterized in that: One end of the control arm (10) is provided with a connecting sleeve (11), the inner hole of the connecting sleeve (11) forms the mounting hole (100), and the other end of the control arm (10) is forked to form two fixed connecting rods (12), and the two fixed connecting rods (12) are respectively connected to the two ends of a connecting shaft (51) passing through the steering knuckle (50).

8. The four-wheel alignment parameter adjustment structure according to claim 7, characterized in that: The control arm (10) is provided with a weight-reducing hole (13) and / or a weight-reducing groove (14) in an area between the connecting sleeve (11) and the fixed connecting rod (12).

9. A suspension system, characterized in that: It comprises a four-wheel alignment parameter adjustment structure as described in any one of claims 1-8.

10. A vehicle, characterized in that Comprising the suspension system of claim 9.

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