Automobile double-rotating-arm angle adjusting structure

Abstract

The utility model provides a kind of automobile double rotary arm angle adjusting structure, it is related to automobile parts technical field, including auxiliary frame, the lower control arm is hinged in the both sides of auxiliary frame, two the lower control arm mutually distant end is hinged with knuckle, two the knuckle upper end is provided with upper control arm, two the upper control arm is respectively hinged with corresponding knuckle.The utility model in when needing to adjust spring performance, maintenance personnel can operate adjustment assembly, by rotating lifting ring, make it along outer thread cover axial movement, to push rotating ring and limit block whole lifting, to change the pre-compression of top block to spring, the pre-compression of spring is greater, its equivalent stiffness is greater, the support of suspension is better, otherwise spring pre-compression reduces, and suspension comfort is better.

Description

Technical Field

[0001] This utility model relates to the field of automotive parts technology, and more specifically, to an automotive double-rotor arm angle adjustment structure. Background Technology

[0002] In a double wishbone suspension, the upper, shorter arm is called the "upper wishbone," and the lower, longer arm is called the "lower wishbone." These two wishbones are connected to the steering knuckle via ball joints, and the steering knuckle is used to fix the wheel. For example, the double wishbone suspension and automobile described in publication number "CN218257603U" include a first control arm, a second control arm, a steering knuckle, a first strut unit, and a second strut unit. The first and second control arms are spaced apart along a first direction and rotatably mounted on the vehicle frame body. The two ends of the steering knuckle are connected to the first and second control arms, respectively. One end of the first strut unit is mounted on the first control arm, and the other end is connected to the vehicle frame body to buffer the force transmitted by the steering knuckle. One end of the second strut unit is mounted on the second control arm, and the other end is connected to the vehicle frame body to buffer the force transmitted by the steering knuckle.

[0003] However, in the above technical solution, because the shock absorber of the double wishbone suspension lacks a structure for manually adjusting the spring performance, the stiffness and buffering characteristics of its suspension system are fixed after assembly. When maintenance personnel perform maintenance and adjustment on the vehicle, they cannot flexibly adapt to the vehicle load, road conditions or driving preferences, making it difficult for the suspension system to maintain the optimal damping effect and vehicle posture under various working conditions. Utility Model Content

[0004] The main purpose of this utility model is to provide an adjustable angle structure for a double wishbone suspension, which can effectively solve the problem that the double wishbone suspension shock absorber in the background technology lacks a structure for manually adjusting the spring performance. As a result, the stiffness and buffering characteristics of the suspension system are fixed after assembly. When maintenance personnel perform maintenance and adjustment on the vehicle, they cannot flexibly adapt to the vehicle load, road conditions or driving preferences, making it difficult for the suspension system to maintain the optimal damping effect and vehicle posture under various working conditions.

[0005] To achieve the above objectives, the technical solution adopted by this utility model is as follows:

[0006] A double-swivel arm angle-adjustable structure for automobiles includes a subframe, with lower control arms hinged to both sides of the subframe. Each of the two lower control arms is hinged to a steering knuckle at one end away from each other. Each of the two steering knuckles has an upper control arm at its upper end, and each of the two upper control arms is hinged to its corresponding steering knuckle. Both sides of the two lower control arms are provided with shock absorbers.

[0007] The shock absorber includes two connecting rods, which are rotatably mounted on both sides of the corresponding lower control arm. The upper ends of the adjacent connecting rods are fixedly mounted with mounting blocks. Telescopic rods are fixedly mounted on the upper surfaces of the two mounting blocks. Top blocks are fixedly mounted on the moving ends of the two telescopic rods. Connecting blocks are fixedly mounted on the upper surfaces of the two top blocks. Connecting holes are opened through one side surface of the two connecting blocks. Springs are sleeved on the outer ends of the two telescopic rods.

[0008] The outer wall of the moving end of the telescopic rod is provided with an adjustment component for adjustment.

[0009] Preferably, the adjusting component includes an external threaded sleeve, which is fitted onto the outer wall of the moving end of the telescopic rod, and the external threaded sleeve is threaded with a lifting ring.

[0010] Preferably, a rotating ring is rotatably mounted on the upper surface of both lifting rings via a plane bearing, and a plurality of limiting blocks are fixedly mounted on the upper surface of both rotating rings, with each limiting block being slidably disposed through the lower surface of the corresponding top block.

[0011] Preferably, both top blocks are provided with clamping components on their upper surfaces for clamping.

[0012] Preferably, the clamping assembly includes mounting rings, with two mounting rings respectively fixedly mounted on the upper surface of the corresponding top block, and clamping bolts threaded through the outer walls of both mounting rings.

[0013] Preferably, limit rings are fixedly installed on the upper surfaces of both mounting blocks.

[0014] Compared with the prior art, the present invention has the following beneficial effects:

[0015] (1) When it is necessary to adjust the spring performance, the maintenance personnel can operate the adjustment component and rotate the lifting ring to make it move axially along the external thread sleeve, thereby pushing the rotating ring and the limit block to rise and fall as a whole, thus changing the pre-compression of the top block on the spring. The greater the pre-compression of the spring, the greater its equivalent stiffness and the better the suspension support. Conversely, the spring pre-compression decreases and the suspension comfort is better. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the overall structure of a double-swivel arm angle adjustment structure for automobiles according to this utility model;

[0017] Figure 2 This is a top view schematic diagram of the angle adjustment structure of a double-swivel arm for automobiles according to this utility model;

[0018] Figure 3 This utility model relates to an adjustable angle structure for a double-swivel arm in automobiles. Figure 2 Schematic diagram of the cross-sectional structure at point AA;

[0019] Figure 4 This utility model relates to an adjustable angle structure for a double-swivel arm in automobiles. Figure 3 An enlarged schematic diagram of the structure at point A in the middle.

[0020] In the diagram: 1. Subframe; 2. Lower control arm; 3. Steering knuckle; 4. Upper control arm; 5. Shock absorber; 501. Connecting rod; 502. Mounting block; 503. Telescopic rod; 504. Top block; 505. Connecting block; 506. Connecting hole; 507. Spring; 6. Adjustment assembly; 601. External threaded sleeve; 602. Lifting ring; 7. Flat bearing; 8. Rotating ring; 9. Limiting block; 10. Tightening assembly; 1001. Mounting ring; 1002. Tightening bolt; 11. Limiting ring. Detailed Implementation

[0021] The technical solutions of this utility model will be clearly and completely described below with reference to the embodiments of this utility model. Obviously, the described embodiments are only some embodiments of this utility model, and not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of this utility model.

[0022] like Figures 1-4 As shown, a double-swivel arm angle adjustment structure for automobiles includes a subframe 1, with lower control arms 2 hinged to both sides of the subframe 1. Steering knuckles 3 are hinged to the two lower control arms 2 at one end away from each other. Upper control arms 4 are provided on the upper ends of the two steering knuckles 3. The two upper control arms 4 are respectively hinged to the corresponding steering knuckles 3. Shock absorbers 5 are provided on both sides of the two lower control arms 2.

[0023] The shock absorber 5 includes two connecting rods 501, which are rotatably mounted on both sides of the corresponding lower control arm 2. The upper ends of adjacent connecting rods 501 are fixedly mounted with mounting blocks 502. Telescopic rods 503 are fixedly mounted on the upper surfaces of the two mounting blocks 502. Top blocks 504 are fixedly mounted on the moving ends of the two telescopic rods 503. Connecting blocks 505 are fixedly mounted on the upper surfaces of the two top blocks 504. Connecting holes 506 are opened through one side surface of the two connecting blocks 505. Springs 507 are sleeved on the outer ends of the two telescopic rods 503.

[0024] The outer wall of the moving end of the telescopic rod 503 is provided with an adjustment component 6 for adjustment.

[0025] The adjusting component 6 includes an external threaded sleeve 601, which is fitted onto the outer wall of the moving end of the telescopic rod 503. The external threaded sleeve 601 is threaded with a lifting ring 602.

[0026] The inner ends of the upper control arm 4 and the lower control arm 2 are connected to the main body of the vehicle via the subframe 1, while the outer ends are hinged to the steering knuckle 3, together forming a stable geometric structure to constrain the wheel's trajectory. The steering knuckle 3 carries the wheel and performs the steering function. In the initial state, the suspension system relies on the preset support force of the spring 507 to maintain a specific initial working angle for the upper control arm 4 and the lower control arm 2. When the wheel encounters a bump, the impact force is transmitted to the upper and lower control arms 2 through the steering knuckle 3, forcing them to rotate around their hinge point and change their working angle. At the same time, the telescopic rod 503 and the spring 507 work together to absorb impact energy. When it is necessary to adjust the performance of the spring 507, the maintenance personnel can operate the adjustment component 6 and rotate the lifting ring 602 to make it move axially along the external threaded sleeve 601, thereby pushing the rotating ring 8 and the limit block 9 to rise and fall as a whole, changing the pre-compression of the top block 504 on the spring 507. The greater the pre-compression of the spring 507, the greater its equivalent stiffness and the better the suspension support. Conversely, the pre-compression of the spring 507 decreases, and the suspension comfort is better.

[0027] In another embodiment of this utility model, a rotating ring 8 is rotatably mounted on the upper surface of the two lifting rings 602 via a plane bearing 7, and a plurality of limiting blocks 9 are fixedly mounted on the upper surface of the two rotating rings 8. Each limiting block 9 is slidably disposed through the lower surface of the corresponding top block 504.

[0028] Both top blocks 504 have clamping components 10 on their upper surfaces for clamping.

[0029] The clamping assembly 10 includes a mounting ring 1001. Two mounting rings 1001 are fixedly mounted on the upper surface of the corresponding top block 504. The outer walls of the two mounting rings 1001 are threaded with clamping bolts 1002.

[0030] By setting the plane bearing 7, when the lifting ring 602 is rotated, the rotating ring 8 and the limiting block 9 on it will not rotate with it, but will only move up and down. After adjusting to the required position, the tightening bolt 1002 in the tightening assembly 10 is tightened so that its end abuts against the outer wall of the moving end of the limiting block 9. The friction force can effectively lock the current adjustment state and prevent unexpected displacement in the vibration environment.

[0031] In another embodiment of this utility model, limit rings 11 are fixedly installed on the upper surfaces of both mounting blocks 502.

[0032] The limiting ring 11 can constrain the bottom position of the spring 507 to prevent it from being misaligned and ensure operational stability.

[0033] The working principle of this type of automotive double-swivel arm angle adjustment structure:

[0034] The inner ends of the upper control arm 4 and the lower control arm 2 are connected to the main body of the vehicle via the subframe 1, while the outer ends are hinged to the steering knuckle 3, together forming a stable geometric structure to constrain the wheel's trajectory. The steering knuckle 3 carries the wheel and performs the steering function. In the initial state, the suspension system relies on the preset support force of the spring 507 to maintain a specific initial working angle for the upper control arm 4 and the lower control arm 2. When the wheel encounters a bump, the impact force is transmitted to the upper and lower control arms 2 through the steering knuckle 3, forcing them to rotate around their hinge point and change their working angle. At the same time, the telescopic rod 503 and the spring 507 work together to absorb impact energy. When it is necessary to adjust the performance of the spring 507, the maintenance personnel can operate the adjustment component 6 and rotate the lifting ring 602 to make it move axially along the external threaded sleeve 601, thereby pushing the rotating ring 8 and the limit block 9 to rise and fall as a whole, changing the pre-compression of the top block 504 on the spring 507. The greater the pre-compression of the spring 507, the greater its equivalent stiffness and the better the suspension support. Conversely, the pre-compression of the spring 507 decreases, and the suspension comfort is better.

[0035] Obviously, the above embodiments of this utility model are merely examples for clearly illustrating this utility model, and are not intended to limit the implementation of this utility model. For those skilled in the art, other variations or modifications can be made based on the above description. It is impossible to exhaustively list all the implementation methods here. Any obvious variations or modifications derived from the technical solutions of this utility model are still within the protection scope of this utility model.

Claims

1. An adjustable angle structure for a double-swivel arm in automobiles, comprising a subframe (1), characterized in that: The subframe (1) has lower control arms (2) hinged on both sides. The two lower control arms (2) are hinged to steering knuckles (3) at one end away from each other. The upper ends of the two steering knuckles (3) are provided with upper control arms (4). The two upper control arms (4) are respectively hinged to the corresponding steering knuckles (3). The two lower control arms (2) are provided with shock absorbers (5) on both sides. The shock absorber (5) includes two connecting rods (501), which are rotatably mounted on both sides of the corresponding lower control arm (2). The upper ends of the adjacent connecting rods (501) are fixedly mounted with mounting blocks (502). The upper surfaces of the two mounting blocks (502) are fixedly mounted with telescopic rods (503). The moving ends of the two telescopic rods (503) are fixedly mounted with top blocks (504). The upper surfaces of the two top blocks (504) are fixedly mounted with connecting blocks (505). One side surface of the two connecting blocks (505) is provided with a connecting hole (506). The outer ends of the two telescopic rods (503) are fitted with springs (507). The outer wall of the moving end of the telescopic rod (503) is provided with an adjustment component (6) for adjustment.

2. The automotive double-swivel arm angle adjustment structure according to claim 1, characterized in that: The adjustment component (6) includes an external threaded sleeve (601), which is sleeved on the outer wall of the moving end of the telescopic rod (503), and the external threaded sleeve (601) is threaded with a lifting ring (602).

3. The automotive double-swivel arm angle adjustment structure according to claim 2, characterized in that: The upper surfaces of the two lifting rings (602) are rotatably mounted with rotating rings (8) via plane bearings (7). The upper surfaces of the two rotating rings (8) are fixedly mounted with several limiting blocks (9). Each limiting block (9) is slidably disposed on the lower surface of the corresponding top block (504).

4. The automotive double-swivel arm angle adjustment structure according to claim 3, characterized in that: Both top blocks (504) have a clamping assembly (10) on their upper surfaces for clamping.

5. The automotive double-swivel arm angle adjustment structure according to claim 4, characterized in that: The clamping assembly (10) includes a mounting ring (1001), and the two mounting rings (1001) are respectively fixedly installed on the upper surface of the corresponding top block (504). The outer walls of the two mounting rings (1001) are threaded with clamping bolts (1002).

6. The automotive double-swivel arm angle adjustment structure according to claim 5, characterized in that: Limiting rings (11) are fixedly installed on the upper surfaces of both mounting blocks (502).

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