A macpherson suspension wheel camber adjustment mechanism

Abstract

The utility model discloses a kind of McPherson suspension wheel camber angle adjusting mechanism, including frame assembly, slide column assembly and frame connecting support assembly, the top of slide column assembly is equipped with three first through holes, first through hole is opened in the first through hole outside of frame assembly, three long round holes are opened, long round hole is set along frame assembly Y extension, fixed frame is further fixed on frame assembly, frame connecting support assembly includes frame connecting support body, frame connecting support body includes horizontal plate and vertical plate, vertical plate is fixed on the upper end of horizontal plate, horizontal plate is located above first through hole, horizontal plate is further provided with second through hole and three mounting holes around second through hole, adjusting bolt is fixed on the side of vertical plate towards whole vehicle center, adjusting bolt is threaded through fixed frame, two fixed nuts are threaded on adjusting bolt, slide column assembly is further threaded with slide column nut by three slide column bolts respectively through first through hole, long round hole and mounting hole.

Description

Technical Field

[0001] This utility model relates to the field of automotive parts manufacturing, specifically to a MacPherson strut suspension wheel camber adjustment mechanism. Background Technology

[0002] Currently, in the low-speed electric vehicle industry, most manufacturers use tooling-free welded frames, which leads to inadequate control over the dimensional accuracy of the vehicle body welding, and substandard dimensional accuracy control of the suspension and braking components.

[0003] Under the aforementioned conditions, vehicles using MacPherson strut suspension frequently experience issues during production, such as a wide range of front wheel camber control precision, and abnormal tire wear observed during customer use. MacPherson strut suspensions are generally designed with non-adjustable front wheel camber. This makes it difficult to perform precise vehicle adjustments when online monitoring reveals camber at its boundary values, leading to either excessively large or small camber angles. Excessive camber increases steering and braking forces, reducing handling stability, while insufficient camber causes tire wear, increasing operating costs.

[0004] Therefore, a MacPherson strut suspension wheel camber adjustment mechanism is designed to adjust the vehicle camber angle within a certain range, thereby keeping the wheel camber angle within an optimal range. Utility Model Content

[0005] The purpose of this invention is to provide a MacPherson strut suspension wheel camber adjustment mechanism to solve the problems described in the background art.

[0006] The technical solution of this utility model is implemented as follows:

[0007] A MacPherson strut suspension wheel camber adjustment mechanism includes a frame assembly, a slide column assembly, and a frame connecting bracket assembly. The slide column assembly has three first through holes at its top. The frame assembly has a first through hole, and three elongated holes for connecting the slide column assembly are formed on the outer side of the first through hole. These three elongated holes are arranged in a triangle and extend along the Y-direction of the frame assembly. A fixing bracket is also fixed to the frame assembly, located on the side of the first through hole biased towards the vehicle center. The frame connecting bracket assembly includes a frame connecting bracket body, which includes a horizontal plate and a vertical plate. The vertical plate is fixed... Located at the top of the horizontal plate, which is above the first through hole, the horizontal plate also has a second through hole and three mounting holes surrounding the second through hole. An adjusting bolt is fixed on the side of the vertical plate facing the center of the vehicle. The adjusting bolt slides through the fixing frame at the end facing the center of the vehicle. Fixing nuts are screwed onto the adjusting bolts on both sides of the fixing frame. The top of the sliding column assembly passes through the first through hole and the second through hole from bottom to top. The three first through holes are aligned with the three elongated holes and the three mounting holes. The sliding column assembly is also screwed with sliding column nuts after passing through the first through hole, the elongated hole and the mounting hole respectively by three sliding column bolts.

[0008] A further technical solution is to make the vertical plate perpendicular to the horizontal plate.

[0009] A further technical solution is that the adjusting bolt includes a head and a screw, and the adjusting bolt passes through the vertical plate from the side away from the center of the vehicle to the side closer to the center of the vehicle. The head of the adjusting bolt is welded to the side of the vertical plate away from the center of the vehicle.

[0010] A further technical solution is to construct the vertical and horizontal panels from the same sheet material by bending.

[0011] A further technical solution is that the fixing frame is a bracket with a cross-section of 'U', including two side plates and a middle plate. The middle plate is located between the two side plates, and the screw of the adjusting bolt passes through the middle plate. The bottom of the fixing frame is welded to the upper end face of the frame assembly.

[0012] A further technical solution is that the first through-hole is an oblong hole, and the first through-hole extends along the Y direction.

[0013] The beneficial effects of this utility model are as follows:

[0014] When an unacceptable camber angle is detected during online testing, adjusting the adjusting bolt changes the lateral distance (which can be considered as the Y-axis distance) between the sliding rod assembly and the frame assembly, thus adjusting the front wheel camber angle and solving the problem of difficult camber adjustment during rework. Simultaneously, the adjustable camber mechanism significantly reduces uneven tire wear during vehicle use, ensuring wheel stability, consistency, safety, and fuel economy. Attached Figure Description

[0015] Figure 1 A schematic diagram of an existing MacPherson strut suspension without camber adjustment mechanism;

[0016] Figure 2 This is a top view of the MacPherson wheel camber adjustment mechanism of this utility model;

[0017] Figure 3 for Figure 2 The front view;

[0018] Figure 4 This is a top view of the chassis assembly.

[0019] In the figure, 1 is the sliding column assembly, 101 is the sliding column nut, 102 is the sliding column bolt, 2 is the frame assembly, 201 is the oblong hole, 202 is the fixing bracket, 3 is the frame connecting bracket assembly, 301 is the frame connecting bracket body, 302 is the adjusting bolt, 303 is the fixing nut, 304 is the mounting hole, and 305 is the welding surface. Detailed Implementation

[0020] To better understand the technical content of this utility model, specific embodiments are provided below, and the utility model will be further described in conjunction with the accompanying drawings.

[0021] See Figure 1 The existing MacPherson strut suspension connection method in the chassis application scenario of low-speed electric vehicles (only referring to the connection method to be solved in this disclosure, not referring to all connection methods as described above). Figure 1 As shown in the figure, in this connection method, the top of the slide column assembly 1 is directly fixed to the frame assembly 2 by bolts and nuts. When the welding process precision of the frame assembly 2 is poor, the slide column assembly 1 cannot be adjusted.

[0022] See Figures 2 to 4 A MacPherson strut suspension wheel camber adjustment mechanism includes a frame assembly 2, a slide column assembly 1, and a frame connecting bracket assembly 3.

[0023] The top of the slide column assembly 1 is provided with three first through holes, and the frame assembly 2 is provided with a first through hole. The first through hole is an oblong hole that extends along the Y direction of the frame assembly 2. An oblong hole 201 for connecting the slide column assembly 1 is provided on the outside of the first through hole. There are three oblong holes 201, which are arranged in a triangular pattern and extend along the Y direction of the frame assembly 2.

[0024] Of the three elongated holes 201, two elongated holes 201 are located on the side closer to the center of the vehicle, and one elongated hole 201 is located on the side farther from the center of the vehicle, forming an isosceles triangle distribution.

[0025] It should be noted that the vehicle center described in this disclosure refers to a vertical plane passing through the vehicle center along the length of the vehicle, and does not refer to a specific point in the center. However, for the sake of convenience, this vertical plane is simply described as the vehicle center in this disclosure.

[0026] A fixing bracket 202 is also fixed on the frame assembly 2. The fixing bracket 202 is located on the side of the first through hole that is biased towards the center of the vehicle.

[0027] The frame connecting bracket assembly 3 includes a frame connecting bracket body 301. The frame connecting bracket body 301 includes a horizontal plate and a vertical plate. The vertical plate is fixed to the upper end of the horizontal plate. The horizontal plate is located above the first through hole. The horizontal plate also has a second through hole and three mounting holes 304 surrounding the second through hole.

[0028] An adjusting bolt 302 is fixedly installed on the side of the vertical plate facing the center of the vehicle. The end of the adjusting bolt 302 facing the center of the vehicle slides through the fixing frame 202. Fixing nuts 303 are screwed onto the adjusting bolts 302 on both sides of the fixing frame 202.

[0029] The top of the slide column assembly 1 passes through the first through hole and the second through hole from bottom to top. The three first through holes are aligned with the three elongated holes 201 and the three mounting holes 304 at the same time. The slide column assembly 1 is also screwed with a slide column nut 101 after passing through the first through hole, the elongated hole 201 and the mounting hole 304 respectively by three slide column bolts 102.

[0030] It should be noted that, see Figure 4 Along the 2Y direction of the chassis assembly, that is, along Figure 4 The up and down directions.

[0031] Preferably, the vertical plate is perpendicular to the horizontal plate.

[0032] Preferably, the adjusting bolt 302 passes through the vertical plate from the side away from the center of the vehicle to the side closer to the center of the vehicle. The head of the adjusting bolt 302 (here, 'head' refers to the head in a bolt which is divided into a head and a screw) is welded to the side of the vertical plate away from the center of the vehicle, and the welding surface 305 of this welding side is formed.

[0033] Preferably, the vertical and horizontal panels are made of the same sheet material through bending.

[0034] Preferably, the fixing bracket 202 is a bracket with a cross-section of 'U', including two side plates and a middle plate. The middle plate is located between the two side plates, and the screw of the adjusting bolt 302 passes through the middle plate. The bottom of the fixing bracket 202 is welded to the upper end face of the frame assembly 2.

[0035] Working principle of this utility model:

[0036] When this device is in use, the sliding bolt 102 passes through the elongated hole 201 and the mounting hole 304 and is pre-tightened by the sliding nut. When the camber angle is unqualified during the online detection process, and the wheel camber angle is too large, the sliding bolt 302 and the fixing nut 303 are adjusted to move the sliding bolt assembly 1 in the elongated hole 201 closer to the center of the vehicle, thereby reducing the Y-direction distance between the frame connecting bracket assembly 3 and the fixing bracket 202, and thus reducing the camber angle.

[0037] When the wheel camber angle is small, the sliding column assembly 1 in the elongated hole 201 is offset from the center of the vehicle by adjusting the bolt 302 and fixing nut 303, thereby increasing the Y-direction distance between the frame connecting bracket assembly 3 and the fixing bracket 202 and thus increasing the camber angle.

[0038] After adjusting to the specified parameters, tighten the sliding nut 101 and the fixing nut 303. This camber adjustment mechanism effectively solves the problem of difficult camber adjustment of the front wheels on MacPherson strut suspensions during repairs.

[0039] 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, improvements, etc., 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 MacPherson strut suspension wheel camber adjustment mechanism, comprising a frame assembly, a sliding column assembly, and a frame connecting bracket assembly, wherein the top of the sliding column assembly is provided with three first through holes, characterized in that: The frame assembly has a first through hole, and three elongated holes for connecting the sliding column assembly are formed on the outer side of the first through hole. These three elongated holes are arranged in a triangle and extend along the Y-direction of the frame assembly. A fixing bracket is also fixed to the frame assembly, located on the side of the first through hole biased towards the center of the vehicle. The frame connecting bracket assembly includes a frame connecting bracket body, which includes a horizontal plate and a vertical plate. The vertical plate is fixed to the upper end of the horizontal plate, and the horizontal plate is positioned above the first through hole. The horizontal plate also has a second through hole. The vertical plate has three mounting holes surrounding the second through hole. An adjusting bolt is also fixed on the side of the vertical plate facing the center of the vehicle. The adjusting bolt slides through the fixing frame at the end facing the center of the vehicle. Fixing nuts are screwed onto the adjusting bolts on both sides of the fixing frame. The top of the sliding column assembly passes through the first through hole and the second through hole from bottom to top. The three first through holes are aligned with the three elongated holes and the three mounting holes at the same time. The sliding column assembly is also screwed with sliding column nuts after passing through the first through hole, the elongated hole and the mounting hole respectively by three sliding column bolts.

2. The MacPherson strut suspension wheel camber adjustment mechanism according to claim 1, characterized in that: The vertical board is perpendicular to the horizontal board.

3. The MacPherson strut suspension wheel camber adjustment mechanism according to claim 2, characterized in that: The adjusting bolt includes a head and a screw. The adjusting bolt passes through the vertical plate from the side away from the center of the vehicle to the side closer to the center of the vehicle. The head of the adjusting bolt is welded to the side of the vertical plate away from the center of the vehicle.

4. The MacPherson strut suspension wheel camber adjustment mechanism according to claim 3, characterized in that: The vertical and horizontal panels are made of the same sheet material through bending.

5. A MacPherson strut wheel camber adjustment mechanism according to claim 4, characterized in that: The mounting bracket is a 'U'-shaped support with two side plates and a middle plate. The middle plate is located between the two side plates, and the screw of the adjusting bolt passes through the middle plate. The bottom of the mounting bracket is welded to the upper end face of the frame assembly.

6. A MacPherson strut suspension wheel camber adjustment mechanism according to any one of claims 1-5, characterized in that: The first passage is an oblong hole, extending along the Y direction.

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