Vehicle double-wheel stability compensation frame
By using a swing structure compensation frame in a motor vehicle, the problem of the front wheels rising when turning is solved, and the stability and comfort of the vehicle are improved, with better adaptability, simple structure and good effect.
Patent Information
- Application Number
- CN202422383692.4
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-09-29
- Publication Date
- 2025-06-20
- Estimated Expiration
- 2034-09-29
AI Technical Summary
When turning, the front wheels are prone to rise due to the rear center of gravity of the vehicle. The existing solutions have many shortcomings, such as unstable performance of the vehicle and the need for anti-roll bars with greater stiffness.
The compensation frame is adopted for swing structure, including the bottom frame and the upper frame. The compensation frame connection plate is fixedly connected to the frame to achieve stress compensation, ensuring that the wheel suspension frame can swing stably during cornering and avoid rising.
It effectively solves the problem of the front wheels rising when the center of gravity of the vehicle is behind, improves the driving stability and comfort of the vehicle, has better adaptability, simple structure, good effect, and is easy to adjust the comfort of the suspension.
Smart Images
Figure CN223001332U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to the technical field of vehicle engineering, in particular to the driving stability of the left and right wheels when a motor vehicle turns. Background Art
[0002] Generally, due to the center of gravity of a motor vehicle being at the rear, when the speed reaches a certain level during driving and turning with the minimum radius, one of the inner wheels often tilts up, presenting a "wheelie" phenomenon. The most common one is the "wheelie" of the front wheels. The existing solution is to add a counterweight at the front of the vehicle, make the front suspension coil spring longer and softer, increase the stiffness of the rear suspension coil spring, and add an anti-roll bar to the rear wheel suspension. This method can move the center of gravity of the vehicle forward, increase the downward swing of the front suspension wheels, and keep the body as little inclined as possible and the front wheels from tilting up during turning. However, this method has the following disadvantages: (1) Customers do not approve of the front counterweight; (2) The front counterweight will have an adverse impact on the front wheels and suspension, such as negative wheel camber; (3) A larger stiffness anti-roll bar is required; (4) If the installation position of the anti-roll bar changes slightly, the front wheels will still tilt up and the performance is unstable; (5) It affects the softness and hardness of the suspension, and the suspension needs to be adjusted to meet customer requirements. Content of the Utility Model
[0003] The purpose of the utility model is to overcome the defects of the prior art, adopt a swing structure compensation frame to achieve force compensation, and solve the safety and comfort problems of vehicle wheelies.
[0004] The technical solution of the utility model is a vehicle double-wheel stability compensation frame, which is characterized by including a wheel suspension frame, a vehicle frame and a compensation frame. The compensation frame includes a bottom layer frame and an upper layer frame. The bottom layer frame and the upper layer frame are an integral structure. A compensation frame connecting plate is fixed on the rear side surfaces of the bottom layer frame and the upper layer frame. A connecting hole is provided on the compensation frame connecting plate, and a bearing is fixed in the connecting hole. The compensation frame connecting plate is fixedly connected with the vehicle frame through bolts. Left and right connecting plates are respectively provided on the bottom layer frame and fixedly connected with the wheel suspension frame. A left ear plate is provided on the upper layer frame and fixedly connected with the left spring of the wheel suspension frame, and a right ear plate is provided on the upper layer frame and fixedly connected with the right spring of the vehicle suspension frame.
[0005] For the above-mentioned vehicle double-wheel stability compensation frame, a vehicle frame connecting plate is fixed on the vehicle frame. There is a through hole on the vehicle frame connecting plate. The vehicle frame connecting plate and the compensation frame connecting plate face each other, and the vehicle frame connecting plate and the compensation frame connecting plate are fixedly connected together through bolts.
[0006] For the above-mentioned vehicle two-wheel stability compensation frame, a left baffle and a right baffle are provided on the frame connecting plate, a left limiting device is provided on the left baffle, a right limiting device is provided on the right baffle, and the left baffle and the right baffle are arranged symmetrically left and right with respect to the through hole; on the compensation frame connecting plate, there is a left contact surface that cooperates with the left limiting device and a right contact surface that cooperates with the right limiting device.
[0007] For the above-mentioned vehicle two-wheel stability compensation frame, the left limiting device is a left limiting spring, and the right limiting device is a right limiting spring.
[0008] Adopting the technical solution of the present utility model, the real vehicle test proves that it can completely solve the problem that one front wheel tilts up during high-speed movement with a small radius when the vehicle's center of gravity is at the rear. Compared with the prior art, the present utility model has a simple structure, good effects, better adaptability to uneven roads, is easy to adjust the comfort of the suspension, and has a high cost performance ratio. BRIEF DESCRIPTION OF THE DRAWINGS
[0009] Figure 1 It is a three-dimensional schematic diagram of a vehicle two-wheel stability compensation frame of the present utility model.
[0010] Figure 2 It is a side schematic diagram of a vehicle two-wheel stability compensation frame of the present utility model.
[0011] Figure 3 It is an exploded schematic diagram of each component of a vehicle two-wheel stability compensation frame of the present utility model. DETAILED DESCRIPTION OF THE INVENTION
[0012] The following further describes the present utility model in detail in conjunction with the embodiments and the drawings.
[0013] As Figure 1 , Figure 2 , Figure 3The following shows an embodiment of a dual-wheel stability compensation frame for a vehicle of the present utility model. It includes a wheel suspension frame (not shown in the figure), a vehicle frame 1, and a compensation frame 2. The compensation frame 2 includes a bottom layer frame 21 and an upper layer frame 22, and the bottom layer frame 21 and the upper layer frame 22 are integrally welded. A compensation frame connecting plate 23 is fixed on the rear side surfaces of the bottom layer frame 21 and the upper layer frame 22; a connecting hole 231 is provided on the compensation frame connecting plate 23, and a bearing 3 is fixed in the connecting hole 231. The compensation frame connecting plate 23 is fixedly connected to the vehicle frame 1 through a bolt 4; a left connecting plate 211 and a right connecting plate 212 are respectively provided on the bottom layer frame 21 and fixedly connected to the wheel suspension frame; a left ear plate 221 is provided on the upper layer frame 22 and fixedly connected to the left spring (not shown in the figure) of the wheel suspension frame, and a right ear plate 222 is provided on the upper layer frame 22 and fixedly connected to the right spring (not shown in the figure) of the vehicle suspension frame. A vehicle frame connecting plate 11 is fixed on the vehicle frame 1, and a through hole 111 is provided on the vehicle frame connecting plate 11. The vehicle frame connecting plate 11 and the compensation frame connecting plate 23 face each other to increase the contact surface, and the vehicle frame connecting plate 11 and the compensation frame connecting plate 23 are fixedly connected together through a bolt 4. A left baffle 112 and a right baffle 113 are provided on the vehicle frame connecting plate 11. A left limiting device 1121 is provided on the left baffle 112, and a right limiting device 1131 is provided on the right baffle 113. The left baffle 112 and the right baffle 113 are symmetrically arranged left and right with respect to the through hole 111; a left contact surface 231 is provided on the compensation frame connecting plate 23 to cooperate with the left limiting spring 1121, and a right contact surface 232 is provided to cooperate with the right limiting spring 1131. Since this compensation frame is connected to the vehicle frame through a bearing and a bolt, this compensation frame can rotate, and the entire front suspension and front wheels can swing when rotating; without any adjustment of the front suspension, the distance to compensate for the wheel lifting can achieve "no lifting", so that the vehicle travels more stably and at the same time adapts to uneven roads; the limiting spring can adjust the rotation angle of the compensation frame, adjust the amplitude of the up and down movement of the left and right front wheels, and at the same time can completely lock the compensation frame to restore the state of the original vehicle suspension. This compensation frame "blocks" the influence of the rearward center of gravity on the front wheels. The precondition is that the center of gravity must be rearward to use this structure. Application of ADAMS multi-body dynamics simulation and real vehicle tests proves that when the front-to-rear weight ratio is greater than 3:7, the vehicle's rear wheels will lift or even roll over. Therefore, the front-to-rear weight ratio must be less than 3:7, otherwise this structure cannot be applied.
[0014] The above are only the preferred embodiments of the present utility model. It should be noted that for those of ordinary skill in the art, without departing from the creative concept of the present utility model, several deformations and improvements can still be made, and these all belong to the protection scope of the present utility model.
Claims
1. A vehicle dual-wheel stability compensation frame, characterized in that It includes a wheel suspension frame, a frame and a compensation frame, the compensation frame includes a bottom frame and an upper frame, the bottom frame and the upper frame are an integrated structure, a compensation frame connecting plate is fixed to the rear side of the bottom frame and the upper frame; a connecting hole is provided on the compensation frame connecting plate, a bearing is fixed in the connecting hole, and the compensation frame connecting plate is fixedly connected to the frame by bolts; a left connecting plate and a right connecting plate are respectively provided on the bottom frame and fixedly connected to the wheel suspension frame; a left ear plate is provided on the upper frame and fixedly connected to the left spring of the wheel suspension frame, and a right ear plate is provided on the upper frame and fixedly connected to the right spring of the vehicle suspension frame.
2. A vehicle dual-wheel stability compensation frame according to claim 1, characterized in that A frame connecting plate is fixed on the frame, a through hole is arranged on the frame connecting plate, the frame connecting plate and the compensation frame connecting plate are face to face with each other, and the frame connecting plate and the compensation frame connecting plate are fixedly connected together by bolts.
3. A vehicle dual-wheel stability compensation frame according to claim 2, characterized in that A left baffle and a right baffle are provided on the frame connecting plate, a left limit device is provided on the left baffle, and a right limit device is provided on the right baffle. The left baffle and the right baffle are arranged symmetrically with respect to the through hole. A left contact surface is provided on the compensation frame connecting plate to cooperate with the left limit device, and a right contact surface is provided to cooperate with the right limit device.
4. A vehicle dual-wheel stability compensation frame according to claim 3, characterized in that The left limit device is a left limit spring, and the right limit device is a right limit spring.