A suspension positioning parameter fine-tuning compensation mechanism for FSAE racing car and a new FSAE racing car

Abstract

This utility model relates to a suspension positioning parameter fine-tuning compensation mechanism for FSAE racing cars, installed between the wheel and the suspension, comprising: a suspension pillar with an upper bearing surface and a lower bearing surface, both bearing surfaces having bolt holes; the U-shaped bottom surface of the upper U-shaped clamp having matching holes corresponding to the two bolt holes on the upper bearing surface, and being detachably connected to the upper bearing surface by bolts; the U-shaped bottom surface of the lower U-shaped clamp having matching holes corresponding to the two bolt holes on the lower bearing surface, and being detachably connected to the lower bearing surface by bolts; and a positioning parameter fine-tuning wedge, which is a sheet-like structure with a predetermined thickness and / or inclination angle, and is selectively or simultaneously fitted between the upper bearing surface and the upper U-shaped clamp, and between the lower bearing surface and the lower U-shaped clamp. This utility model, by replacing wedges of different thicknesses and / or inclination angles, allows for quick and precise fine-tuning of the wheel track and wheel camber angle without disassembling the suspension assembly, effectively compensating for accumulated manufacturing and assembly errors, and adapting to the high-frequency steering requirements of FSAE racing cars.

Description

Technical Field

[0001] This utility model relates to the field of FSAE racing car suspension technology, specifically to a suspension positioning parameter fine-tuning compensation mechanism for FSAE racing cars, which is suitable for error compensation and operating condition optimization of FSAE racing car suspension systems. Background Technology

[0002] The core design goal of FSAE racing suspension systems is to achieve ultimate handling stability and tire contact performance within the constraints of lightweight design, compactness, and cost. While the main structural components of existing FSAE racing suspension systems (such as pushrods, upper A-arms, lower A-arms, and steering rods) are relatively mature, significant deficiencies exist in areas such as alignment parameter compensation and operational condition optimization. On the one hand, existing technologies for optimizing suspension performance tend to focus on general operating conditions or overall balance, lacking targeted enhancements for high-frequency specific steering conditions, making it difficult to ensure that tires are in their optimal stress range under core operating conditions. On the other hand, accumulated errors in parameters such as track width and camber angle generated during manufacturing and assembly often require existing technologies to disassemble the entire suspension component or replace linkages of different sizes to correct, resulting in a cumbersome and inefficient tuning process that cannot achieve precise stepless fine-tuning. Furthermore, although "U-clamp" structures are used in other parts of the vehicle, they are only used to adjust tire camber angle or increase roll stiffness, and do not involve forming a dedicated compensation mechanism on the suspension pillar using a combination of "U-clamp and shims" to achieve linear fine-tuning compensation of track width and positioning angle, which cannot meet the stringent requirements of FSAE racing cars for tuning flexibility and precision.

[0003] Therefore, there is an urgent need for a compensation mechanism that can be integrated into existing suspension systems, without modifying the main suspension structure, to quickly and accurately compensate for positioning parameter errors and enhance the suspension geometry under specific working conditions. Utility Model Content

[0004] To address the shortcomings of existing technologies, this invention provides a suspension positioning parameter fine-tuning compensation mechanism for FSAE racing cars, achieving the following objectives: It allows for quick and precise fine-tuning of track width and wheel camber angle through simple operation without disassembling the entire suspension system; it effectively compensates for accumulated errors during manufacturing and assembly, ensuring accurate reproduction of simulation-optimized design parameters in the actual vehicle; it optimizes suspension geometry for high-frequency steering conditions, improving tire contact performance and racing car handling stability; and its compact and lightweight structure allows for direct integration into existing FSAE racing car suspensions without significant modifications to the main structure, thus controlling costs.

[0005] The technical solution of this utility model is as follows: This utility model proposes a suspension positioning parameter fine-tuning compensation mechanism for FSAE racing cars, comprising: The suspension column is located between the wheel and the suspension to bear the radial load and lateral force of the wheel. It has an upper bearing surface and a lower bearing surface that are symmetrically arranged along the axial direction. Both the upper bearing surface and the lower bearing surface have two horizontally arranged bolt holes. The upper U-shaped clamp has matching holes on its bottom surface corresponding to the two bolt holes on the upper pressure surface. The upper U-shaped clamp is detachably and securely connected to the upper pressure surface by bolts passing through the corresponding holes. The lower U-shaped clamp has matching holes on its U-shaped bottom surface corresponding to the two bolt holes of the lower bearing surface. The lower U-shaped clamp is detachably and fastened to the lower bearing surface by bolts passing through the corresponding holes. The positioning parameter fine-tuning wedge is a sheet-like structure with a predetermined thickness and / or inclination angle. It has two sets of U-shaped slots arranged perpendicularly along the long and short sides, and is adapted to engage with two bolts connecting the upper bearing surface and the upper U-shaped clamp or the lower bearing surface and the lower U-shaped clamp. The positioning parameter fine-tuning wedge is selectively or simultaneously adapted to be installed between the upper bearing surface and the upper U-shaped clamp, and between the lower bearing surface and the lower U-shaped clamp.

[0006] Preferably, the width of the U-shaped groove is 0.1mm-0.3mm larger than the outer diameter of the connecting bolt.

[0007] Preferably, the opening of the U-shaped slot is provided with a guide chamfer, and the chamfer angle is 15°-30°.

[0008] Preferably, the positioning parameter fine-tuning wedge has a through hole in the middle, and the hole is circular or elliptical in shape.

[0009] Preferably, the positioning parameter fine-tuning wedge pad has multiple specifications, including flat wedge pads with different thickness gradients and / or wedge-shaped wedge pads with a preset angle between the top and bottom surfaces.

[0010] Preferably, the thickness gradient of the flat wedge pad includes 0.5mm, 1.0mm, 1.5mm, and 2.0mm.

[0011] Preferably, the preset included angle formed by the top and bottom surfaces of the wedge-shaped pad is 0.8°, 1.2°, or 1.8°.

[0012] Preferably, the suspension column has a through annular hole in the middle, and the inner diameter of the hole is adapted to the outer diameter of the wheel bearing.

[0013] Preferably, at least one side of the suspension column is bolted to a steering knuckle arm, and the steering knuckle arm has a steering tie rod connection hole for hinged connection with the steering tie rod of the race car to transmit steering torque.

[0014] This utility model also proposes a new type of FSAE race car, including the above-mentioned suspension positioning parameter fine-tuning compensation mechanism. The suspension positioning parameter fine-tuning compensation mechanism is installed at the suspension position corresponding to the wheel of the new FSAE race car, and the suspension column of the suspension positioning parameter fine-tuning compensation mechanism is respectively hinged to the upper A arm and lower A arm of the corresponding suspension.

[0015] Compared with the prior art, this utility model has the following advantages: (1) Precise positioning and focus on core innovation: This utility model only innovates on the pain points of positioning parameter compensation of existing suspensions and does not involve any changes to the main structure of the suspension.

[0016] (2) Quick and non-destructive fine-tuning: Through the combination structure of "U-shaped clip-positioning parameter fine-tuning wedge pad", the entire suspension does not need to be disassembled. The positioning parameter fine-tuning wedge pad can be replaced simply by loosening the bolts, achieving minute-level adjustment, greatly improving the efficiency of trackside debugging, and solving the problem of cumbersome and time-consuming traditional adjustment process.

[0017] (3) Precise and efficient error compensation: The specially designed positioning parameter fine-tuning wedge provides multiple specifications of thickness and included angle selection, which can realize stepless precise fine-tuning of wheel track and wheel inclination angle, effectively offsetting the cumulative error in the manufacturing and assembly process.

[0018] (4) Enhancement for specific working conditions: By fine-tuning the wedge pad with the positioning parameters with preset angle, the suspension geometry under high-frequency steering conditions can be optimized in a targeted manner, so that the tire camber angle is stabilized in the optimal force range (such as when the steering wheel angle is 30° and the lateral acceleration is 2g, the camber angle is close to 0°), which significantly improves the cornering limit and handling stability of the race car.

[0019] (5) High integration and controllable cost: The structure is compact and the lightweight effect is significant. It can be directly integrated into the existing FSAE race car suspension system without the need to customize expensive positioning fixtures or modify the main suspension structure, which meets the cost and lightweight requirements of FSAE race cars.

[0020] (6) Easy to assemble and widely applicable: The positioning parameter fine-tuning wedge pad is quickly positioned through the U-shaped slot, making assembly easy. The pad specifications can be flexibly customized according to the suspension parameters of different models to meet the tuning needs of various FSAE race cars.

[0021] It should be understood that the description in this utility model description section is not intended to limit the key or essential features of the embodiments of this utility model, nor is it intended to restrict the scope of this utility model. Other features of this utility model will become readily apparent from the following description. Furthermore, implementation of any embodiment of this utility model does not imply the simultaneous possession or achievement of multiple or all of the aforementioned beneficial effects. Attached Figure Description

[0022] To more clearly illustrate the embodiments of this utility model or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings in the following description are merely exemplary, and those skilled in the art can derive other embodiments based on the provided drawings without creative effort.

[0023] The structures, proportions, sizes, etc. illustrated in this specification are only for the purpose of assisting those skilled in the art in understanding and reading the content disclosed herein, and are not intended to limit the implementation conditions of this utility model. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in the proportional relationships, or adjustments to the size, without affecting the effects and purposes that this utility model can produce, should still fall within the scope of the technical content disclosed in this utility model.

[0024] Figure 1 This is a schematic diagram of a suspension positioning parameter fine-tuning compensation mechanism for FSAE racing cars according to some embodiments of the present invention; Figure 2 This is a schematic diagram of the installation of the positioning parameter fine-tuning wedge pad in some embodiments of this utility model; Figure 3 This is a schematic diagram of the installation of a suspension positioning parameter fine-tuning compensation mechanism for FSAE racing cars according to some embodiments of the present invention; Figure 4 This is a schematic diagram of the upper U-shaped clamp structure in some embodiments of the present invention; Figure 5 This is a schematic diagram of the lower U-shaped clamp structure of some embodiments of the present invention; Figure 6 This is a schematic diagram of the positioning parameter fine-tuning wedge pad structure in some embodiments of this utility model.

[0025] Marked in the image: 1-Suspension column; 101-Upper bearing surface; 102-Lower bearing surface; 103-Annular hole; 2-Upper U-shaped clip; 3-Lower U-shaped clamp; 4- Positioning parameter fine-tuning wedge; 401- U-shaped groove; 402- Guide chamfer; 403- Hole; 5- Bolt holes; 6- Bolts; 7-Steering knuckle arm; 8-Wheel; 9-Suspension; 901-Upper A-arm; 902-Lower A-arm; 903-Steering tie rod; 904-Push rod.

[0026] The same or corresponding marks in the diagram indicate the same or corresponding parts. Detailed Implementation

[0027] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the embodiments of this utility model will be further described in detail below with reference to the accompanying drawings. Here, the illustrative embodiments of this utility model and their descriptions are used to explain this utility model, but are not intended to limit this utility model.

[0028] In this utility model, unless otherwise explicitly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0029] It should be understood that the terms "comprising / including," "consisting of," or any other variations are intended to cover non-exclusive inclusion, such that a product, apparatus, process, or method that comprises a list of elements includes not only those elements but may also include, where necessary, other elements not expressly listed, or elements inherent to such a product, apparatus, process, or method. Without further limitation, an element defined by the phrases "comprising / including," "consisting of," does not exclude the presence of additional identical elements in the product, apparatus, process, or method that includes said element.

[0030] It should also be understood that the terms "upper", "lower", "front", "rear", "left", "right", "top", "bottom", "inner", and "outer" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device, component or structure referred to must have a specific orientation, be constructed or operated in a specific orientation, and should not be construed as a limitation on this utility model.

[0031] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, "a plurality of" means two or more, unless otherwise explicitly specified.

[0032] The suspension positioning parameter fine-tuning compensation mechanism of this utility model will be further described in detail below with reference to the accompanying drawings and specific embodiments, so as to more clearly demonstrate the technical value of each structural design and subordinate feature.

[0033] like Figures 1 to 6 As shown, the suspension positioning parameter fine-tuning compensation mechanism of this utility model is mainly used in the suspension system of FSAE race cars. It is assembled between the wheel 8 and the suspension 9 to achieve precise fine-tuning of the wheel track and wheel camber angle, as well as compensation for manufacturing and assembly errors. Its core components include the suspension pillar 1, the upper U-shaped clamp 2, the lower U-shaped clamp 3, and the positioning parameter fine-tuning wedge 4. The structural design and assembly logic of each component are as follows: I. Core Component Structure and Assembly Relationship (a) Suspension column As the core load-bearing component, the suspension column 1 has an upper bearing surface 101 and a lower bearing surface 102 that are symmetrically arranged along the axial direction. Both the upper bearing surface 101 and the lower bearing surface 102 are machined with two horizontally arranged bolt holes 5 for detachable connection with the upper and lower U-shaped clamps.

[0034] Preferably, the suspension pillar 1 has a through annular hole 103 in the middle. The inner diameter of the annular hole 103 is precisely matched with the outer diameter of the wheel bearing to ensure the stable transmission of radial load and lateral force of the wheel and reduce the drift of positioning parameters caused by vibration.

[0035] Preferably, at least one side of the suspension pillar 1 is fixedly connected to a steering knuckle arm 7 by bolts 6. The steering knuckle arm 7 has a pre-drilled steering tie rod connection hole, which can be hinged to the racing car steering tie rod 903 to achieve efficient transmission of steering torque and ensure the response accuracy of the steering system.

[0036] Specifically, the articulated structure of the steering knuckle arm 7 and the steering tie rod 903 ensures efficient transmission of steering torque, significantly improving the linearity and predictability of steering feel. Combined with the precise adjustment of the camber angle by the wedge pad, it enhances the driver's confidence in controlling the race car and optimizes the human-machine interaction experience.

[0037] (ii) Upper U-shaped clamp and lower U-shaped clamp The U-shaped bottom surface of the upper U-shaped clamp 2 has matching bolt holes 5 corresponding to the bolt holes 5 on the upper bearing surface 101 of the suspension column 1. The U-shaped bottom surface of the lower U-shaped clamp 3 also has matching bolt holes 5 corresponding to the bolt holes 5 on the lower bearing surface 102 of the suspension column 1.

[0038] When assembling the upper U-shaped clamp 2 and the lower U-shaped clamp 3, high-strength bolts 6 are passed through the corresponding holes of the U-shaped clamp (upper U-shaped clamp 2 or lower U-shaped clamp 3) and the bearing surface (upper bearing surface 101 or lower bearing surface 102) to detachably and securely connect the upper U-shaped clamp 2 to the upper bearing surface 101 and the lower U-shaped clamp 3 to the lower bearing surface 102, forming a stable connection structure. This ensures the load-bearing strength and also provides operating space for the subsequent replacement of the positioning parameter fine-tuning wedge 4.

[0039] (III) Positioning parameter fine-tuning wedge pad The positioning parameter fine-tuning wedge 4 is the core functional component of the entire fine-tuning compensation mechanism. It adopts a sheet-like structure design, and its specific structure and assembly method directly determine the fine-tuning accuracy and ease of operation.

[0040] Specifically, the positioning parameter fine-tuning wedge 4 is a sheet-like structure with a predetermined thickness and / or inclination angle. This invention allows for quick and precise fine-tuning of the track width and wheel camber angle without disassembling the suspension assembly by replacing wedge shims of different thicknesses and / or inclination angles, effectively compensating for accumulated manufacturing and assembly errors and adapting to the high-frequency steering requirements of FSAE racing cars.

[0041] In some embodiments, the positioning parameter fine-tuning wedge pad 4 has various specifications, including flat wedge pads with different thickness gradients and / or wedge-shaped wedge pads with a preset angle between the top and bottom surfaces.

[0042] Preferably, the thickness gradient of the flat wedge pad includes 0.5mm, 1.0mm, 1.5mm, and 2.0mm. A single thickness or a combination of thicknesses can be flexibly selected according to the wheel track adjustment requirements to achieve stepless and precise fine-tuning of the wheel track parameters.

[0043] Preferably, the preset included angle between the top and bottom surfaces of the wedge-shaped pad is 0.8°, 1.2°, or 1.8°, which can specifically optimize the suspension geometry under high-frequency steering conditions and keep the tire camber angle stable within the optimal force range.

[0044] The positioning parameter fine-tuning wedge 4 has two sets of U-shaped slots 401 arranged perpendicularly along the long and short sides. These two sets of U-shaped slots 401 are adapted to engage with the two bolts connecting the upper bearing surface 101 and the upper U-shaped clamp 2, or the two bolts connecting the lower bearing surface 102 and the lower U-shaped clamp 3. The positioning parameter fine-tuning wedge 4 can be selectively or simultaneously installed between the upper bearing surface 101 and the upper U-shaped clamp 2, or between the lower bearing surface 102 and the lower U-shaped clamp 2.

[0045] In this invention, the positioning parameter fine-tuning wedge 4 can be selectively installed between the upper bearing surface 101 and the upper U-shaped clamp 2, or between the lower bearing surface 102 and the lower U-shaped clamp 3, or simultaneously installed in both locations. Different installation methods correspond to specific adjustment requirements and can accurately solve technical problems in different scenarios, as detailed below: (a) Select one to be installed between the upper bearing surface 101 and the upper U-shaped clamp 2: The core function of this installation method is to precisely adjust the camber angle of the wheels, accurately solving the problem of unilateral camber deviation. Its specific advantages are as follows: Targeted correction of camber angle error: During manufacturing or assembly, it is common for the camber angle of one wheel to deviate from the design value (such as excessive or insufficient camber of wheel 8 due to installation deviation of upper A-arm 901). In this case, it is only necessary to install a wedge-shaped positioning parameter fine-tuning wedge 4 with a corresponding angle between upper bearing surface 101 and upper U-shaped clamp 2. The relative position of upper U-shaped clamp 2 and suspension column 1 can be changed by adjusting the tilt angle of positioning parameter fine-tuning wedge 4, thereby achieving directional compensation of camber angle without adjusting the lower structure and avoiding secondary errors.

[0046] Optimize tire stress under specific steering conditions: In high-frequency steering conditions (such as continuous curves), if the camber angle of the outer wheel is not detected to be in the optimal stress range (deviating from 0°), a wedge-shaped shim can be installed at this position to allow the camber angle of the wheel to quickly adapt to the lateral acceleration requirements during steering, improve the pressure uniformity of the tire contact area, enhance lateral grip, and reduce tire wear.

[0047] Reduced adjustment complexity: Only the upper structure needs to be adjusted, without the need for cumbersome operations such as wheel removal or loosening of lower connecting parts. Adjustment can be completed by a single person in less than 5 minutes, greatly improving the efficiency of a single adjustment.

[0048] (ii) Select one to be installed between the lower bearing surface 102 and the lower U-shaped clamp 3: This installation method also focuses on fine-tuning the camber angle of the wheel (8), and is more suitable for solving camber issues related to the lower suspension components. Specific advantages are as follows: Compensation for lower side assembly deviation: When the installation accuracy of the lower side components such as the lower A-arm 901 is insufficient, resulting in a deviation in the camber angle of the wheel 8, a wedge-shaped positioning parameter fine-tuning wedge 4 is installed between the lower bearing surface 102 and the lower U-shaped clamp 3. This can directly offset the assembly error of the lower side structure and avoid affecting the overall geometric balance of the suspension due to the adjustment of the upper side structure.

[0049] Adapting to different load conditions: The camber angle of a race car wheel will have slight differences when it is fully loaded and unloaded. By adding wedge-shaped positioning parameter fine-tuning wedges 4 of different thicknesses or angles on the lower side, it can be specifically adapted to different load conditions, ensuring that the camber angle of the race car is in the optimal range throughout the entire race (such as different load transfer scenarios such as starting, acceleration, and braking), thus ensuring consistent handling stability.

[0050] (iii) Simultaneously installed between the upper bearing surface 101 and the upper U-shaped clamp 2, and between the lower bearing surface 102 and the lower U-shaped clamp 3: The core function of this installation method is to achieve precise adjustment of the wheel track, while simultaneously optimizing the overall balance of the camber angle. Specific advantages are as follows: Efficient adjustment of wheel track parameters: When manufacturing or assembly causes the wheel track to deviate from the design value (such as a wheel track that is too narrow affecting driving stability, or a wheel track that is too wide increasing wind resistance), flat wedge pads of the same thickness are installed at both the top and bottom. By stacking the thickness of the wedge pads, the suspension pillar 1 can be moved outward or inward relative to the U-shaped clamp, achieving linear adjustment of the wheel track (for example, by installing a 1mm flat wedge pad at the same time, the wheel track can be precisely increased by 1mm). Moreover, the synchronous adjustment of the top and bottom can avoid secondary offset of the camber angle during the wheel track change process, ensuring the coordination of the suspension geometry parameters after adjustment.

[0051] Synchronous compensation for errors on both sides: If a wheel is found to have both a track width deviation and an overall camber angle offset (such as a narrow track width and a generally small camber angle), a combination of "flat plate type + wedge type" wedge pads can be installed at both the top and bottom. The flat plate type structure adjusts the track width, while the wedge type structure corrects the camber angle, solving the dual error problem in one go without the need for step-by-step adjustment, thus improving the overall adjustment efficiency.

[0052] Strengthening suspension connection stiffness: After adding wedge pads (positioning parameter fine-tuning wedge pad 4) at both the top and bottom, the contact interface between the U-shaped clamp and the suspension column 1 can fit more closely, reducing the force gap of the bolt connection and improving the overall stiffness of the suspension system. Especially under extreme conditions such as high-frequency vibration and violent steering, it can reduce the relative displacement between components, ensure the stability of positioning parameters, and improve the handling response accuracy of the race car.

[0053] In some embodiments, the width of the U-shaped slot 401 is 0.1mm-0.3mm larger than the outer diameter of the connected bolt 6. This size design avoids assembly difficulties caused by an excessively narrow slot and prevents fine-tuning errors caused by excessive gaps, ensuring accurate positioning of the positioning parameter fine-tuning wedge 4 and the bolt 6.

[0054] In some embodiments, the slot opening of the U-shaped slot 401 is provided with a guide chamfer 402 of 15°-30°. This chamfer structure can guide the bolt 6 to quickly snap into the U-shaped slot 401, significantly reducing the assembly difficulty and improving the operational efficiency during emergency adjustments next to the track.

[0055] In some embodiments, the positioning parameter fine-tuning wedge 4 has a circular or elliptical through hole in the middle. This design can reduce the weight of the wedge 4 itself, which meets the core requirements of lightweighting for FSAE racing cars. On the other hand, it can reduce the contact area between the positioning parameter fine-tuning wedge 4 and the pressure surface and the bottom surface of the U-shaped clamp, reduce the friction between the assembly surfaces, facilitate the quick replacement and position adjustment of the wedge 4, and avoid the accumulation of impurities that affect the contact accuracy.

[0056] This utility model also proposes a new type of FSAE race car, including the aforementioned suspension positioning parameter fine-tuning compensation mechanism. The suspension positioning parameter fine-tuning compensation mechanism is mounted on the suspension position corresponding to the wheel of the new FSAE race car, and the suspension pillar of the suspension positioning parameter fine-tuning compensation mechanism is hinged to the upper A-arm and lower A-arm of the corresponding suspension respectively.

[0057] III. Fine-tuning the operation process The core advantage of this invention lies in its ability to achieve rapid fine-tuning without disassembling the entire suspension system. The specific operating steps are as follows: Preparation: Based on the four-wheel alignment test results or track conditions, determine the required alignment parameters, fine-tuning wedge pad 4, type (flat or wedge), thickness, and installation position (between the upper bearing surface 101 and the upper U-shaped clamp 2, between the lower bearing surface 102 and the lower U-shaped clamp 3, or both can be installed simultaneously).

[0058] Loosening connection: Use a special tool to loosen the bolts 6 and nuts connecting the upper U-clamp 2 to the upper bearing surface 101 and the lower U-clamp 3 to the lower bearing surface 102. There is no need to completely disassemble the bolts 6. Just make sure that the positioning parameter fine-tuning wedge 4 can be smoothly inserted.

[0059] Install positioning parameter fine-tuning wedge 4: Use the long side direction of positioning parameter fine-tuning wedge 4 as a reference to determine the installation orientation. Through two sets of vertically arranged U-shaped slots 401, first insert the slot with the opening to the right into the corresponding bolt, and then insert the slot with the opening to the down into the other bolt. Use the guide chamfer of the slot opening to achieve quick positioning, ensuring that the positioning parameter fine-tuning wedge 4 is in close contact with the pressure surface and the bottom surface of the U-shaped clamp, without any offset or gap.

[0060] Tightening Verification: After the positioning parameter fine-tuning wedge 4 is installed in place, retighten the bolts and nuts according to the preset torque to complete the assembly. If the wheel track needs to be adjusted, flat wedge shims of the same specification can be installed on the upper and lower U-shaped clamps and the corresponding bearing surfaces at the same time; if the wheel camber angle needs to be adjusted, wedge-shaped wedge shims can be installed separately on the upper or lower bearing surfaces, and the outer hard point of the wheel edge can be finely adjusted by the preset included angle of the wedge shims to make the tire camber angle reach the optimal value.

[0061] More specifically, this design creatively achieves rapid, non-destructive, and high-precision adjustment of key positioning parameters such as wheelbase and camber angle. It not only efficiently offsets accumulated errors from manufacturing and assembly processes, ensuring that simulation-optimized design parameters are accurately reproduced in the actual vehicle, but also represents a revolutionary breakthrough in suspension tuning. It upgrades the traditional tuning process, which relies on disassembly and rework in the workshop, to rapid adjustments on the track within minutes, significantly improving suspension tuning efficiency and experimental flexibility. Ultimately, this invention transforms suspension development into a precision engineering process that can be accurately predicted, rapidly verified, and continuously iterated, significantly enhancing the overall competitiveness and performance ceiling of racing cars.

[0062] As is easily understood, the FSAE racing suspension adapted to this utility model mainly includes core structures such as the upper A-arm 901, lower A-arm 902, steering tie rod 903, and push rod 904, wherein: One end of the upper A-arm 901 is connected to the upper part of the suspension column 1 of this utility model through a hinge structure (inside the opening of the upper U-shaped clamp 2 corresponding to the upper bearing surface 101), and the other end is connected to the mounting point on the side of the frame. It is a key component that bears the lateral force and radial load of the wheel and can swing up and down with the movement of the wheel.

[0063] The lower A-arm 902 and the upper A-arm 901 are arranged symmetrically. One end is hinged to the lower part of the suspension pillar 1 (in the opening of the lower U-shaped clamp 3 corresponding to the lower bearing surface 102), and the other end is also connected to the side of the frame. Together with the upper A-arm 902, they form the double wishbone support structure of the suspension to ensure the geometric stability of the wheel-side system.

[0064] One end of the steering tie rod 903 is hinged to the steering knuckle arm 7 of the suspension pillar 1, and the other end is connected to the steering gear of the racing car steering system. It can convert steering commands into wheel steering actions to achieve precise directional control.

[0065] One end of the push rod 904 is connected to the middle area of ​​the upper A-arm 901, and the other end is connected to the shock absorber / spring assembly on the side of the frame. It is mainly used to transmit the longitudinal force of the suspension, and work with the shock absorption system to buffer road impacts and optimize the dynamic response characteristics of the suspension.

[0066] The aforementioned suspension structure works in conjunction with the positioning parameter fine-tuning compensation mechanism of this utility model (suspension pillar and related components in the figure) to achieve both the basic load-bearing and steering functions of the suspension, and to precisely optimize positioning parameters such as wheel track and wheel camber through the wedge pad fine-tuning function of this mechanism, thereby further improving the handling performance of the race car.

[0067] IV. Practical Application Verification The suspension positioning parameter fine-tuning compensation mechanism of this embodiment has been applied to the NBU 2025 FSAE race car and has been verified through simulation testing and real vehicle testing. In simulation tests, when the steering wheel angle is 30° and the vehicle is subjected to a lateral acceleration of 2g to the right (corresponding to a body roll angle of approximately -1.4°), by adding a 1.4° wedge-shaped pad, the tire camber angle of the left wheel (outer wheel) is stabilized at around 0°, perfectly matching the tire force characteristic curve, and the pressure distribution uniformity of the tire contact area is improved by 30%.

[0068] In real-world testing, compared to the previous generation race car without this compensation mechanism, the average lap time of the NBU 2025 season race car improved from 1 minute 50 seconds to 1 minute 30 seconds, and the cornering speed increased by 15%-20%. At the same time, wheel track error (0.5mm-1.8mm) and camber angle error (0.5°-1.2°) generated during manufacturing and assembly can be completely compensated by wedge pads of corresponding specifications, which significantly improves the handling consistency and stability of the race car.

[0069] Furthermore, according to driver feedback, the NBU2025 race car's steering feel linearity and predictability are significantly better than its predecessor, and its human-machine interaction experience has reached the best level in the team's history, which strongly proves the comprehensive value of this utility model in improving the vehicle's extreme handling and driving confidence.

[0070] In summary, this utility model, through reasonable structural design and optimization of various subordinate features, achieves the core objective of quickly and accurately fine-tuning the wheel track and wheel camber angle without disassembling the suspension. It effectively compensates for manufacturing and assembly errors, enhances suspension performance under specific working conditions, and has a compact structure and controllable cost. It can be widely adapted to the suspension systems of various FSAE racing cars and has extremely high engineering application value.

[0071] It will be readily understood by those skilled in the art that, without conflict, the above-mentioned preferred solutions can be freely combined and superimposed.

[0072] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A suspension positioning parameter fine-tuning compensation mechanism for FSAE racing cars, characterized in that, Located between the wheel and the suspension, it bears the radial load and lateral force of the wheel, including: The suspension column has an upper bearing surface and a lower bearing surface that are symmetrically arranged along the axial direction. Both the upper bearing surface and the lower bearing surface have two horizontally arranged bolt holes. The upper U-shaped clamp has matching holes on its bottom surface corresponding to the two bolt holes on the upper pressure surface. The upper U-shaped clamp is detachably and securely connected to the upper pressure surface by bolts passing through the corresponding holes. The lower U-shaped clamp has matching holes on its U-shaped bottom surface corresponding to the two bolt holes of the lower bearing surface. The lower U-shaped clamp is detachably and fastened to the lower bearing surface by bolts passing through the corresponding holes. The positioning parameter fine-tuning wedge is a sheet-like structure with a predetermined thickness and / or inclination angle. It has two sets of U-shaped slots arranged perpendicularly along the long and short sides, and is adapted to engage with two bolts connecting the upper bearing surface and the upper U-shaped clamp or the lower bearing surface and the lower U-shaped clamp. The positioning parameter fine-tuning wedge is selectively or simultaneously adapted to be installed between the upper bearing surface and the upper U-shaped clamp, and between the lower bearing surface and the lower U-shaped clamp.

2. The suspension positioning parameter fine-tuning compensation mechanism according to claim 1, characterized in that, The width of the U-shaped groove is 0.1mm-0.3mm larger than the outer diameter of the connecting bolt.

3. The suspension positioning parameter fine-tuning compensation mechanism according to claim 1, characterized in that, The opening of the U-shaped slot is provided with a guide chamfer, and the chamfer angle is 15°-30°.

4. The suspension positioning parameter fine-tuning compensation mechanism according to claim 1, characterized in that, The positioning parameter fine-tuning wedge has a through hole in the middle, and the hole is circular or elliptical in shape.

5. The suspension positioning parameter fine-tuning compensation mechanism according to claim 1, characterized in that, The positioning parameter fine-tuning wedge pads are available in various specifications, including flat wedge pads with different thickness gradients and / or wedge-shaped wedge pads with a preset angle between the top and bottom surfaces.

6. The suspension positioning parameter fine-tuning compensation mechanism according to claim 5, characterized in that, The thickness gradient of the flat wedge pad includes 0.5mm, 1.0mm, 1.5mm, and 2.0mm.

7. The suspension positioning parameter fine-tuning compensation mechanism according to claim 5, characterized in that, The preset included angles formed by the top and bottom surfaces of the wedge-shaped pad are 0.8°, 1.2°, and 1.8°.

8. The suspension positioning parameter fine-tuning compensation mechanism according to claim 1, characterized in that, The suspension column has a through annular hole in the middle, and the inner diameter of the hole is adapted to the outer diameter of the wheel bearing.

9. The suspension positioning parameter fine-tuning compensation mechanism according to claim 1, characterized in that, At least one side of the suspension pillar is bolted to a steering knuckle arm, and the steering knuckle arm has a steering tie rod connection hole for hinged connection with the steering tie rod of the race car to transmit steering torque.

10. A new type of FSAE racing car, characterized in that, The suspension positioning parameter fine-tuning compensation mechanism includes any one of claims 1 to 9, wherein the suspension positioning parameter fine-tuning compensation mechanism is mounted on the suspension position corresponding to the wheel of the new FSAE race car, and the suspension column of the suspension positioning parameter fine-tuning compensation mechanism is respectively hinged to the upper A-arm and lower A-arm of the corresponding suspension.

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