Adjustable suspension device of racing car

Abstract

The utility model provides an adjustable suspension device of a racing car. The adjustable suspension device of the racing car comprises a frame, two sides of the frame are rotatably connected with suspensions, one end of each suspension is rotatably connected with a jig frame, one end of each jig frame is fixedly connected with a tire, the middle of each jig frame is rotatably connected with a first ball, the outer wall of each first ball is fixedly connected with a connecting rod, and the other end of each connecting rod is fixedly connected with the other first ball. A mounting ring is rotationally connected to the outer wall of the other first ball, one side of the mounting ring is fixedly connected to the middle of one side of the frame, an adjusting assembly is fixedly connected to the top of the jig frame, the other end of the adjusting assembly is fixedly connected to the top of one side of the frame, and damping assemblies are arranged on one sides of the two suspension frames; the adjustable suspension device of the racing car has the advantages that the jig frame (namely the wheel support) can flexibly rotate in multiple directions through the first balls and the connecting rods, so that wheels can better adapt to uneven road surfaces, and the stability and comfort of the car during running are improved.

Description

Technical Field

[0001] This utility model relates to the field of racing, and in particular to an adjustable suspension device for racing cars. Background Technology

[0002] Formula One racing in China is a high-speed racing sport, requiring cars to possess excellent stability and handling when cornering. To maintain good vehicle stability and reduce the risk of loss of control during high-speed cornering, the car's suspension system plays a crucial role. Current Formula One suspension systems typically employ independent suspensions with fixed stiffness. While these systems provide vertical support, they also offer some cushioning and shock absorption. However, due to the significant lateral forces generated during high-speed cornering, the lateral stability provided by traditional suspension systems is limited, which to some extent restricts the car's performance and reduces its competitiveness.

[0003] As disclosed in the utility model patent application CN222663114U, an adjustable suspension device for racing cars includes a steering mechanism, a shock absorption mechanism, and a suspension mechanism. The steering mechanism has a steering wheel and a steering shaft fixedly connected, and the steering shaft is rotatably connected to the vehicle frame via a bearing. An angle signal sensor is installed on the steering shaft to identify the steering wheel angle and convert it into an electrical signal. One end of the shock absorption mechanism is fixedly connected to the vehicle frame, and the other end is fixedly connected to a hydraulic telescopic rod in the suspension mechanism. The suspension mechanism includes a tripod with a welded support plate. The support plate is fixed to the other end of the hydraulic telescopic rod to bear the force transmitted by the suspension. The extension and retraction of the hydraulic telescopic rod is achieved by a hydraulic pump and an oil valve controller. The oil valve controller receives the electrical signal from the angle signal sensor and then controls the oil supply of the hydraulic pump to achieve the raising and lowering of the inner and outer sides of the racing car body.

[0004] Although the aforementioned devices are fixedly installed on the tripod via shock absorption mechanisms, they may not be able to adapt to various road conditions encountered during racing.

[0005] Therefore, it is necessary to provide a new adjustable suspension system for racing cars to solve the above-mentioned technical problems. Utility Model Content

[0006] To solve the above-mentioned technical problems, this utility model provides an adjustable suspension device for racing cars.

[0007] The adjustable suspension device for racing cars provided by this utility model includes a frame, with suspensions rotatably connected to both sides of the frame. A tire carrier is rotatably connected to one end of each of the two suspensions, and a tire is fixedly connected to one end of the tire carrier. The device also includes a connecting rod and two ball bearings. A ball bearing is rotatably connected to the middle of the tire carrier, and a connecting rod is fixedly connected to the outer wall of the ball bearing. Another ball bearing is fixedly connected to the other end of the connecting rod, and a mounting ring is rotatably connected to the outer wall of the other ball bearing. One side of the mounting ring is fixedly connected to the middle of one side of the frame. An adjustment component is fixedly connected to the top of the tire carrier, and the other end of the adjustment component is fixedly connected to the top of one side of the frame. A shock-absorbing component is provided on one side of each of the two suspensions.

[0008] Preferably, the adjusting assembly includes a connecting rod, a mounting sleeve, a second ball bearing, and a mounting rod. The top of the tire frame is fixedly connected to both ends of the mounting rod. The middle of the outer wall of the mounting rod is fixedly connected to the inner wall of the second ball bearing. The outer wall of the second ball bearing is rotatably connected to the inner wall of one end of the mounting sleeve. The mounting sleeve is located in the inner wall of the top of the tire frame. The other end of the mounting sleeve is fixedly connected to one end of the connecting rod.

[0009] Preferably, the two mounting sleeves, the second ball bearing, and the mounting rod are symmetrically arranged at both ends of the connecting rod, and the two ends of the other mounting rod are fixedly connected to the top of one side of the frame.

[0010] Preferably, each of the two suspensions is fixedly connected to one side with a No. 3 ball bearing, and the outer walls of the two No. 3 ball bearings are rotatably connected to the inner walls of both ends of the shock absorption assembly.

[0011] Preferably, the shock-absorbing assembly includes a mounting rod, a hydraulic rod, a hydraulic cylinder, a spring, and a piston. The outer wall of the third ball bearing is rotatably connected to one end of the inner wall of the mounting rod, the other end of the mounting rod is fixedly connected to one end of the hydraulic rod, the other end of the hydraulic rod is fixedly connected to the top of the piston, the outer wall of the piston is slidably connected to the inner wall of the hydraulic cylinder, the outer wall of the hydraulic cylinder away from the hydraulic rod is fixedly connected to one end of the inner wall of the spring, the other end of the inner wall of the spring is fixedly connected to the outer wall of the hydraulic rod away from the hydraulic cylinder, and another third ball bearing is rotatably connected to one end of the inner wall of the hydraulic cylinder.

[0012] Preferably, one end of the vehicle frame is fixedly connected to a mounting bracket, and one end of the mounting bracket has multiple through holes suitable for installing No. 3 ball bearings. One end of the hydraulic cylinder is fixedly connected to one end of the mounting bracket via No. 3 ball bearings.

[0013] Compared with related technologies, the adjustable racing suspension device provided by this utility model has the following beneficial effects: Through the combination of the first ball and the connecting rod, the wheel carrier (i.e., the wheel support) can rotate flexibly in multiple directions, which allows the wheel to better adapt to uneven road surfaces and improves the stability and comfort of the vehicle during driving; the adjustment component can dynamically adjust the position of the wheel carrier relative to the chassis, further enhancing the adaptability of the suspension system and allowing real-time adjustments under different driving conditions (such as high-speed cornering, bumpy roads, etc.), thus optimizing the vehicle's handling performance; each suspension side is equipped with a shock-absorbing component, which effectively absorbs the impact force from the ground, protecting the safety of the vehicle and its passengers. At the same time, the shock-absorbing component can also reduce body vibration and improve the riding experience. Attached Figure Description

[0014] Figure 1 A schematic diagram of a preferred embodiment of the adjustable suspension device for racing cars provided by this utility model;

[0015] Figure 2 for Figure 1 The diagram shows the structure of the connecting components.

[0016] Figure 3 for Figure 1 The diagram shows the structure of the connecting rod.

[0017] Figure 4 for Figure 1 The diagram shows the structure of the adjustment component.

[0018] Figure 5 for Figure 1 The diagram shows the structure of the shock absorption assembly.

[0019] Figure 6 for Figure 1 The diagram shows a structural schematic of the cross-sectional view of the hydraulic cylinder.

[0020] The following are the labels in the diagram: 1. Frame; 2. Suspension; 3. Tire; 4. Mounting bracket; 5. Mounting ring; 6. Linkage rod; 7. Tire carrier; 8. Ball bearing #1; 9. Connecting rod; 10. Mounting sleeve; 11. Ball bearing #2; 12. Mounting rod; 13. Hydraulic rod; 14. Spring; 15. Hydraulic cylinder; 16. Piston; 17. Ball bearing #3. Detailed Implementation

[0021] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0022] Please refer to the following: Figure 1 , Figure 2 , Figure 3 , Figure 4 , Figure 5 as well as Figure 6 ,in, Figure 1 A schematic diagram of a preferred embodiment of the adjustable suspension device for racing cars provided by this utility model; Figure 2 for Figure 1 The diagram shows the structure of the connecting components. Figure 3 for Figure 1 The diagram shows the structure of the connecting rod. Figure 4 for Figure 1 The diagram shows the structure of the adjustment component. Figure 5 for Figure 1 The diagram shows the structure of the shock absorption assembly. Figure 6 for Figure 1 The diagram shows a cross-sectional view of the hydraulic cylinder.

[0023] In the specific implementation process, such as Figure 1-4 As shown, this utility model provides an adjustable suspension device for racing cars, including a frame 1. Suspension 2s are rotatably connected to both sides of the frame 1. Tire carriers 7 are rotatably connected to one end of each suspension 2. A tire 3 is fixedly connected to one end of the tire carrier 7. The device also includes a connecting rod 6 and two ball bearings 8. A ball bearing 8 is rotatably connected to the middle of the tire carrier 7. The connecting rod 6 is fixedly connected to the outer wall of the ball bearing 8. Another ball bearing 8 is fixedly connected to the other end of the connecting rod 6. A mounting ring 5 is rotatably connected to the outer wall of the other ball bearing 8. One side of the mounting ring 5 is fixedly connected to the middle of one side of the frame 1. An adjustment component is fixedly connected to the top of the tire carrier 7. The other end of the adjustment component is fixedly connected to the frame 1. On one side of the top of the frame 1, shock absorber components are provided on one side of the two suspensions 2; the adjustment component includes a connecting rod 9, a mounting sleeve 10, a second ball bearing 11, and a mounting rod 12. The top of the frame 7 is fixedly connected to both ends of the mounting rod 12, the middle of the outer wall of the mounting rod 12 is fixedly connected to the inner wall of the second ball bearing 11, the outer wall of the second ball bearing 11 is rotatably connected to the inner wall of one end of the mounting sleeve 10, the mounting sleeve 10 is located in the inner wall of the top of the frame 7, and the other end of the mounting sleeve 10 is fixedly connected to one end of the connecting rod 9; the two mounting sleeves 10, the second ball bearing 11, and the mounting rod 12 are symmetrically arranged at both ends of the connecting rod 9, and the two ends of the other mounting rod 12 are fixedly connected to the top of one side of the frame 1;

[0024] It should be noted that frame 1 is the mounting base for the entire suspension system. All components are ultimately fixed or connected to the frame, which possesses high rigidity and torsional strength. Suspension 2 is rotatably connected to frame 1 and tire carrier 7 at both ends, allowing it to swing around its axis to adapt to different road conditions. Suspension 2 is a flexible connection structure, allowing tire 3 to move with the terrain while transmitting driving and braking forces. Tire carrier 7 supports tire 3 and enables steering and bouncing. Tire 3 is fixed to the end of tire carrier 7, and a ball bearing structure is located in the middle of tire carrier 7 for flexible movement. A first ball bearing 8 is embedded between tire carrier 7 and connecting rod 6, allowing free rotation in multiple directions. Connecting rod 6 transmits the movement of tire carrier 7 to mounting ring 5. Fixed to the middle of the frame 1 to form a support point, the first ball bearing 8, connecting rod 6, and mounting ring 5 are similar to a "ball joint", which makes the tire frame 7 more flexible and stable when jumping up and down or moving laterally. The mounting rod 12 is fixed to the top of the tire frame 7 as a rotation fulcrum. The second ball bearing 11 realizes the rotational connection between the mounting rod 12 and the mounting sleeve 10. The mounting sleeve 10 is embedded in the top of the tire frame 7 and plays a guiding and limiting role. The connecting rod 9 connects the adjustment components on both sides to realize synchronous adjustment. The symmetrical arrangement ensures the consistency of adjustment on the left and right sides. The angle of the tire frame 7 can be automatically adjusted according to the driving state, thereby optimizing the grip and stability of the vehicle when cornering or on bumpy roads.

[0025] In the specific implementation process, refer to Figure 5-6 As shown, this utility model provides an adjustable suspension device for racing cars. Three ball bearings 17 are fixedly connected to one side of each of the two suspensions 2. The outer walls of the two ball bearings 17 are rotatably connected to the inner walls of both ends of a shock-absorbing assembly. The shock-absorbing assembly includes a mounting rod 12, a hydraulic rod 13, a hydraulic cylinder 15, a spring 14, and a piston 16. The outer wall of the ball bearing 17 is rotatably connected to one end of the inner wall of the mounting rod 12. The other end of the mounting rod 12 is fixedly connected to one end of the hydraulic rod 13. The other end of the hydraulic rod 13 is fixedly connected to the top of the piston 16. The outer wall is slidably connected to the inner wall of the hydraulic cylinder 15. The outer wall of the hydraulic cylinder 15 away from the hydraulic rod 13 is fixedly connected to one end of the inner wall of the spring 14. The other end of the inner wall of the spring 14 is fixedly connected to the outer wall of the hydraulic rod 13 away from the hydraulic cylinder 15. Another No. 3 ball 17 is rotatably connected to the inner wall of one end of the hydraulic cylinder 15. One end of the frame 1 is fixedly connected to the mounting bracket 4. One end of the mounting bracket 4 is provided with multiple through holes suitable for installing the No. 3 ball 17. One end of the hydraulic cylinder 15 is fixedly connected to one end of the mounting bracket 4 through the No. 3 ball 17.

[0026] It should be noted that the No. 3 ball bearing 17 is installed between the suspension 2 and the hydraulic cylinder 15, allowing the hydraulic system to swing freely in multiple directions, avoiding stress concentration caused by rigid connection, and improving the flexibility and response speed of the entire shock absorption system. The No. 3 ball bearing 17 enables the hydraulic shock absorption component to adjust its angle with the movement of the suspension 2, thereby improving its adaptability and durability under complex road conditions; the mounting rod 12 connects the suspension 2 and the hydraulic rod 13, serving as an intermediate bridge for transmitting impact force. It is made of lightweight, high-strength materials, such as aluminum alloy or carbon fiber. The mounting rod 12 plays a guiding and force transmission role, ensuring that the hydraulic system can accurately respond to the vibration input from the tire 3; piston 16 Sliding within the hydraulic cylinder 15, the suspension 2 achieves damping control via hydraulic oil, providing active shock absorption, absorbing high-frequency vibrations, and converting road impacts into controllable hydraulic energy to improve vehicle ride stability. The spring 14 is fitted outside the hydraulic cylinder 13, providing elastic restoring force so that the suspension 2 automatically rebounds after being compressed. A coil spring or air spring can be selected, and the stiffness can be adjusted according to requirements. The spring 14 works in conjunction with the hydraulic system, with the spring 14 providing support force and the hydraulic system providing damping control. The combination of the two can achieve more precise shock absorption adjustment. The mounting bracket 4 is fixed to the frame 1 and has multiple through holes for installing the No. 3 ball bearing 17, supporting the entire shock absorption assembly and connecting it to the vehicle body.

[0027] The working principle of this utility model is as follows: When the tire 3 contacts the ground, it is subjected to vertical impact and lateral force from the road surface. The tire frame 7 moves together with the tire 3, transmitting the impact force to the connecting components. A first ball bearing 8 is located in the middle of the tire frame 7, and is fixedly connected to a connecting rod 6 via the first ball bearing 8. The other end of the connecting rod 6 is also fixed to another first ball bearing 8. The two balls rotate between the tire frame 7 and the mounting ring 5, forming a multi-degree-of-freedom linkage. The mounting ring 5 is fixed to the middle of one side of the frame 1 as a support point. The mounting rod 12 is fixed at both ends to the top of the tire frame 7, and its middle part cooperates with the mounting sleeve 10 via a second ball bearing 11. The mounting sleeve 10 is embedded inside the tire frame 7, and its other end is connected to a connecting rod 9. Two sets of identical structures are symmetrically arranged at both ends of the connecting rod 9 to ensure synchronous adjustment of the left and right tire frames 7. A mounting rod 12 is fixed to the top of one side of the frame 1, forming an adjustment fulcrum; one end of the suspension 2 is connected to the tire carrier 7, and the other end is connected to the frame 1. A third ball bearing 17 is fixed on the suspension 2 for connecting the shock absorber assembly; the mounting rod 12 is connected to the hydraulic rod 13, which is fixed to the top of the piston 16. The piston 16 slides inside the hydraulic cylinder 15 to form a hydraulic buffer. A spring 14 is sleeved on the outer wall of the hydraulic cylinder 15 to provide elastic restoring force. The third ball bearing 17 is respectively set between the two ends of the hydraulic cylinder 15 and the mounting rod 12. The third ball bearing 17 allows the shock absorber assembly to swing in multiple directions, avoiding stress concentration caused by rigid connection. One end of the hydraulic cylinder 15 is fixed to the mounting bracket 4 through the third ball bearing 17. The mounting bracket 4 is fixed to one end of the frame 1 and has multiple through holes for different installation angles.

[0028] The adjustable suspension system of this racing car has the following advantages: the first ball bearing 8, the connecting rod 6, and the mounting ring 5 form a linkage mechanism, allowing the tire carrier 7 to rotate flexibly in multiple directions to adapt to different terrains, avoiding the stress concentration problem caused by traditional rigid connections. On bumpy roads or when cornering at high speeds, the tire carrier 7 can automatically adjust its angle to maintain the tire 3's contact with the ground, improving grip and stability. The adjustment components (connecting rod 9, mounting sleeve 10, second ball bearing 11, and mounting rod 12) are symmetrically arranged, allowing the height and angle of the tire carrier 7 to be adjusted according to driving conditions (such as turning, acceleration, and braking). Before entering a corner, the outer wheel height is lowered and the inner wheel is raised to reduce the roll angle and improve the cornering limit. The hydraulic rod 13, piston 16, and hydraulic cylinder 15 constitute a hydraulic damping system, with spring 14 providing elastic return. The hydraulic system and spring 14 work together to effectively absorb impacts and reduce rebound. The shock absorption components respond quickly and are suitable for complex road conditions. On gravel roads or undulating sections of the racetrack, they quickly absorb vibrations, preventing violent body bounce and increasing driver confidence. The No. 3 ball bearing 17 is located at both ends of the hydraulic components, allowing for flexible oscillation and avoiding structural fatigue caused by rigid fixation. This improves the impact resistance and service life of the entire system. During frequent bouncing, the No. 3 ball bearing 17 can buffer deflection stress and prevent the hydraulic rod 13 from breaking or failing to seal. The mounting bracket 4 has multiple through holes, supporting multi-angle installation. Its position can be finely adjusted according to different vehicle models and center of gravity layouts, improving the overall vehicle matching and versatility. This suspension system can be used on racing platforms with different chassis heights; only the mounting hole positions need to be adjusted.

[0029] The circuits and controls involved in this utility model are all existing technologies, and will not be described in detail here.

[0030] The above description is merely an embodiment of this utility model and does not limit the patent scope of this utility model. Any equivalent structural or procedural transformations made based on the description and drawings of this utility model, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this utility model.

Claims

1. A racing car adjustable suspension device, comprising a frame (1), wherein suspensions (2) are rotatably connected to both sides of the frame (1), and a tire carrier (7) is rotatably connected to one end of each of the two suspensions (2), and a tire (3) is fixedly connected to one end of the tire carrier (7), characterized in that, It also includes a connecting rod (6) and two ball bearings (8). The ball bearing (8) is rotatably connected to the middle of the tire frame (7). The connecting rod (6) is fixedly connected to the outer wall of the ball bearing (8). The other end of the connecting rod (6) is fixedly connected to another ball bearing (8). The outer wall of the other ball bearing (8) is rotatably connected to a mounting ring (5). One side of the mounting ring (5) is fixedly connected to the middle of one side of the frame (1). An adjustment assembly is fixedly connected to the top of the tire frame (7). The other end of the adjustment assembly is fixedly connected to the top of one side of the frame (1). Shock-absorbing assemblies are provided on one side of the two suspensions (2).

2. A racing car adjustable suspension device according to claim 1 wherein, The adjustment assembly includes a connecting rod (9), a mounting sleeve (10), a second ball bearing (11), and a mounting rod (12). The top of the tire frame (7) is fixedly connected to both ends of the mounting rod (12). The middle part of the outer wall of the mounting rod (12) is fixedly connected to the inner wall of the second ball bearing (11). The outer wall of the second ball bearing (11) is rotatably connected to the inner wall of one end of the mounting sleeve (10). The mounting sleeve (10) is located in the inner wall of the top of the tire frame (7). The other end of the mounting sleeve (10) is fixedly connected to one end of the connecting rod (9).

3. A racing car adjustable suspension arrangement according to claim 2 wherein, Two mounting sleeves (10), a second ball bearing (11), and a mounting rod (12) are symmetrically arranged at both ends of the connecting rod (9), and the two ends of the other mounting rod (12) are fixedly connected to the top of one side of the frame (1).

4. A racing car adjustable suspension device according to claim 3, wherein Each of the two suspensions (2) is fixedly connected to one side of a No. 3 ball bearing (17), and the outer walls of the two No. 3 ball bearings (17) are rotatably connected to the inner walls of both ends of the shock absorber assembly.

5. A racing car adjustable suspension arrangement according to claim 4 wherein, The shock absorption assembly includes a mounting rod (12), a hydraulic rod (13), a hydraulic cylinder (15), a spring (14), and a piston (16). The outer wall of the third ball bearing (17) is rotatably connected to one end of the inner wall of the mounting rod (12). The other end of the mounting rod (12) is fixedly connected to one end of the hydraulic rod (13). The other end of the hydraulic rod (13) is fixedly connected to the top of the piston (16). The outer wall of the piston (16) is slidably connected to the inner wall of the hydraulic cylinder (15). The outer wall of the hydraulic cylinder (15) away from the hydraulic rod (13) is fixedly connected to one end of the inner wall of the spring (14). The other end of the inner wall of the spring (14) is fixedly connected to the outer wall of the hydraulic rod (13) away from the hydraulic cylinder (15). Another third ball bearing (17) is rotatably connected to the inner wall of one end of the hydraulic cylinder (15).

6. A racing car adjustable suspension arrangement according to claim 5 wherein, One end of the frame (1) is fixedly connected to a mounting bracket (4). One end of the mounting bracket (4) has multiple through holes suitable for installing ball bearings (17). One end of the hydraulic cylinder (15) is fixedly connected to one end of the mounting bracket (4) through ball bearings (17).

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