A device for fine adjustment of the height of a vehicle suspension

Abstract

The utility model discloses a kind of automobile suspension height fine adjustment device, including automobile suspension column, both ends of the automobile suspension column are hinged with auxiliary suspension, one end of the auxiliary suspension is used to butt joint hub, adjusting mechanism is hinged on the automobile suspension column or auxiliary suspension, the one end rotation of the adjusting mechanism is connected shock absorber, the other end of the shock absorber is hinged automobile suspension column or auxiliary suspension, it is related to automobile suspension technical field, by setting adjusting mechanism, the initial length of shock absorber can be adjusted by rotating first inner thread sleeve or (and) second inner thread sleeve.In the initial length of shock absorber changes, auxiliary suspension swings inwards under the gravity of vehicle body, hub butt joint frame changes, and suspension height is adjusted.

Description

Technical Field

[0001] This utility model relates to the field of automotive suspension technology, specifically to an automotive suspension height fine-tuning device. Background Technology

[0002] The automotive suspension is a crucial component for ensuring ride comfort. Simultaneously, as the force-transmitting mechanism connecting the chassis (or body) and axles (or wheels), it is also essential for ensuring vehicle safety. Therefore, the automotive suspension is often listed as a key component in the technical specifications of cars, serving as one of the indicators of car quality. Each wheel is individually mounted to the body or axle via a separate suspension system. The axle is split, with one section fixed to the chassis or body. With this type of suspension, the wheels on both sides are not affected by impacts, and due to its lighter weight, it has excellent cushioning and shock absorption capabilities, resulting in a comfortable ride. Its performance indicators are superior to non-independent suspensions, but this type of suspension has a complex structure and also complicates the drive axle and steering system. Vehicles using this type of suspension fall into two main categories. For example, the single wishbone independent suspension, when the suspension deforms, the wheel plane tilts, changing the distance between the contact points between the wheels and the road surface—the track width—causing the tire to slip laterally relative to the ground, thus compromising tire-road adhesion. Furthermore, when this type of suspension is used on steering wheels, it causes significant changes in the kingpin inclination angle and wheel camber angle, which affects steering control. Therefore, it is rarely used in front suspensions. For example, in a double wishbone independent suspension, the upper and lower control arms are of unequal length. By choosing an appropriate length ratio, the changes in the wheel and kingpin angles and track width can be minimized. This type of independent suspension is widely used on the front wheels of passenger cars. The arms of a double wishbone can be made in an A-shape or a V-shape. In a V-shaped arm, the upper and lower V-shaped control arms are mounted on the wheel at a certain distance, with the other end mounted on the chassis. In an unequal-arm double wishbone suspension, the upper arm is shorter than the lower arm. When the car wheel moves up and down, the upper arm moves with a smaller arc than the lower arm. This causes the upper part of the tire to move slightly inward and outward, while the bottom is minimally affected. This structure helps reduce tire wear and improves ride comfort and directional stability.

[0003] Existing automotive suspension height adjustment devices typically adjust the overall height of the suspension, while keeping the initial length of the shock absorber constant. Therefore, this height adjustment cannot adjust the initial length of the shock absorber, and consequently, the damping stiffness of the shock absorber cannot be adjusted. Utility Model Content

[0004] In view of the problems existing in the current automobile suspension height fine adjustment device, this utility model is proposed.

[0005] Therefore, the purpose of this utility model is to provide a vehicle suspension height fine-tuning device, which solves the problem that existing vehicle suspension height adjustment devices usually adjust the overall height of the suspension while keeping the initial length of the shock absorber constant. Therefore, this height adjustment cannot adjust the initial length of the shock absorber, and thus the damping stiffness of the shock absorber cannot be adjusted.

[0006] To solve the above-mentioned technical problems, according to one aspect of the present invention, the present invention provides the following technical solution: A vehicle suspension height fine-tuning device includes a vehicle suspension column, with a sub-suspension hinged to both ends of the vehicle suspension column. One end of the sub-suspension is used to connect to a wheel hub. An adjustment mechanism is hinged to the vehicle suspension column or the sub-suspension. One end of the adjustment mechanism is rotatably connected to a shock absorber, and the other end of the shock absorber is hinged to the vehicle suspension column or the sub-suspension.

[0007] As a preferred embodiment of the automobile suspension height fine-tuning device described in this utility model, the sub-suspension includes a wheel hub docking frame, and both the upper and lower ends of the wheel hub docking frame are hinged to a swing arm via a pin. The end of the swing arm away from the wheel hub docking frame is hinged to the automobile suspension column via a pin.

[0008] In a preferred embodiment of the automobile suspension height fine-tuning device described in this utility model, the shock absorber includes a hydraulic telescopic rod, and a spring is sleeved on the hydraulic telescopic rod.

[0009] In a preferred embodiment of the automobile suspension height fine-tuning device of this utility model, the adjusting mechanism is configured as a first adjusting mechanism, the first adjusting mechanism including a first support ring welded to the top of the hydraulic telescopic rod, the first support ring being rotatably connected to a first internal threaded sleeve via a bearing, the inner wall of the first internal threaded sleeve being threadedly connected to a first threaded pin, the end of the first threaded pin being welded to a first hinge block, the first hinge block being hinged to the automobile suspension column via a pin shaft, and the bottom of the hydraulic telescopic rod being welded to a second hinge block, the second hinge block being hinged to the sub-suspension via a pin shaft.

[0010] In a preferred embodiment of the automobile suspension height fine-tuning device of this utility model, the adjusting mechanism is configured as a second adjusting mechanism, the second adjusting mechanism including a second support ring welded to the bottom end of the hydraulic telescopic rod, the second support ring being rotatably connected to a second internal threaded sleeve via a bearing, the inner wall of the second internal threaded sleeve being threadedly connected to a second threaded pin, a third hinge block being welded to the end of the second threaded pin, the third hinge block being hinged to the sub-suspension via a pin shaft, and a fourth hinge block being welded to the top of the hydraulic telescopic rod, the fourth hinge block being hinged to the automobile suspension column via a pin shaft.

[0011] In a preferred embodiment of the automobile suspension height fine-tuning device of this utility model, the adjusting mechanism further includes a first adjusting mechanism, which includes a first support ring welded to the top of the hydraulic telescopic rod. The first support ring is rotatably connected to a first internal threaded sleeve via a bearing. A first threaded pin is threadedly connected to the inner wall of the first internal threaded sleeve. A first hinge block is welded to the end of the first threaded pin. The first hinge block is hinged to the automobile suspension column via a pin. A second hinge block is welded to the bottom of the hydraulic telescopic rod. The second hinge block is hinged to the sub-suspension via a pin.

[0012] Compared with existing technologies: By setting an adjustment mechanism, the initial length of the shock absorber can be adjusted by rotating the first internal threaded sleeve or / and the second internal threaded sleeve. After the initial length of the shock absorber changes, the sub-suspension swings inward under the action of the vehicle's weight, the wheel hub coupling changes, and the suspension height is adjusted. Attached Figure Description

[0013] Figure 1 This is a structural schematic diagram of Embodiment 1 of the present utility model; Figure 2 This is an enlarged view of the shock absorber provided in Embodiment 1 of this utility model; Figure 3 This is an enlarged view of the shock absorber provided in Embodiment 2 of this utility model; Figure 4 This is an enlarged view of the shock absorber provided in Embodiment 3 of this utility model.

[0014] In the diagram: 1. Automotive suspension column; 2. Control arm; 3. Wheel hub mounting bracket; 4. Shock absorber; 41. Second hinge block; 42. Spring; 43. Hydraulic telescopic rod; 44. First adjustment mechanism; 44. First support ring; 441. First internal threaded sleeve; 442. First threaded pin; 443. First hinge block; 444. Fourth hinge block; 45. Second support ring; 461. Second internal threaded sleeve; 462. Second threaded pin; 463. Third hinge block; 464. Detailed Implementation

[0015] To make the objectives, technical solutions, and advantages of this utility model clearer, the embodiments of this utility model will be described in further detail below with reference to the accompanying drawings. Example 1:

[0016] This utility model provides a device for fine-tuning the height of an automobile suspension. Please refer to [link / reference]. Figure 1-2It includes a car suspension column 1, with a sub-suspension hinged at both ends of the car suspension column 1. One end of the sub-suspension is used to connect to the wheel hub. An adjustment mechanism is hinged on the car suspension column 1 or the sub-suspension. One end of the adjustment mechanism is rotatably connected to the shock absorber 4, and the other end of the shock absorber 4 is hinged to the car suspension column 1 or the sub-suspension.

[0017] The automotive suspension strut 1 is the main structure of the entire suspension system. Both ends of it are hinged to sub-suspension members, providing mounting support points for the sub-suspension members and other components. The sub-suspension members connect to the wheel hubs, connecting the wheels to the vehicle body and transmitting force and motion.

[0018] The secondary suspension includes a wheel hub mounting bracket 3, with control arms 2 hinged to both the upper and lower ends of the wheel hub mounting bracket 3 via pins. The end of the control arm 2 furthest from the wheel hub mounting bracket 3 is hinged to the vehicle suspension column 1 via a pin. This double control arm hinge structure ensures stable swing of the wheel hub mounting bracket 3 while providing sufficient travel for suspension height adjustment.

[0019] The shock absorber 4 includes a hydraulic telescopic rod 43, on which a spring 42 is fitted. The hydraulic telescopic rod 43 and the spring 42 work together to absorb road impacts and attenuate vehicle vibrations during vehicle operation through the flow damping of hydraulic oil and the elastic deformation of the spring.

[0020] The adjustment mechanism is set as a first adjustment mechanism 44. The first adjustment mechanism 44 includes a first support ring 441 welded to the top of the hydraulic telescopic rod 43. The first support ring 441 is rotatably connected to a first internal threaded sleeve 442 through a bearing. The inner wall of the first internal threaded sleeve 442 is threadedly connected to a first threaded pin 443. A first hinge block 444 is welded to the end of the first threaded pin 443. The first hinge block 444 is hinged to the vehicle suspension column 1 through a pin. A second hinge block 41 is welded to the bottom of the hydraulic telescopic rod 43. The second hinge block 41 is hinged to the sub-suspension through a pin.

[0021] The increase in the initial length of the shock absorber 4 causes the sub-suspension to swing outward around the hinge point with the vehicle's suspension column 1, leading to an overall upward movement of the wheel hub mounting bracket 3 and thus raising the suspension height. Simultaneously, the spring 42 is further pre-compressed, increasing its initial elastic potential energy and altering the initial force state of the hydraulic telescopic rod 43. This results in a simultaneous increase in both the compression and rebound resistance of the shock absorber 4, enhancing its damping stiffness, making it suitable for bumpy roads or scenarios requiring improved handling. When the initial length of the shock absorber 4 increases, the sub-suspension swings inward under the influence of the vehicle's weight, causing the wheel hub mounting bracket 3 to move downward and lowering the suspension height.

[0022] In practical use, when it is necessary to increase the suspension height and increase the damping stiffness, the first internal threaded sleeve 442 is rotated using a tool. Since the first support ring 441 is fixedly connected to the hydraulic telescopic rod 43, and the first support ring 441 and the first internal threaded sleeve 442 are rotatably engaged via bearings, rotating the internal threaded sleeve will not cause the hydraulic telescopic rod 43 to rotate synchronously. The threaded engagement between the first internal threaded sleeve 442 and the first threaded pin 443 will generate axial displacement, causing the first threaded pin 443 to extend away from the hydraulic telescopic rod 43, thereby lengthening the overall initial length of the shock absorber 4. Example 2:

[0023] See attached document Figure 3 Unlike Embodiment 1, the adjustment mechanism is configured as a second adjustment mechanism. The second adjustment mechanism includes a second support ring 461 welded to the bottom end of the hydraulic telescopic rod 43. The second support ring 461 is rotatably connected to a second internal threaded sleeve 462 via a bearing. The inner wall of the second internal threaded sleeve 462 is threadedly connected to a second threaded pin 463. A third hinge block 464 is welded to the end of the second threaded pin 463. The third hinge block 464 is hinged to the sub-suspension via a pin. A fourth hinge block 45 is welded to the top of the hydraulic telescopic rod 43. The fourth hinge block 45 is hinged to the vehicle suspension column 1 via a pin.

[0024] In practical use: When the suspension height needs to be increased, rotate the second internal threaded sleeve 462 to make the second threaded pin 463 extend away from the hydraulic telescopic rod 43, push the sub-suspension to swing up around the hinge point, thereby increasing the height. At the same time, the pre-compression of the spring 42 increases, and the damping stiffness increases.

[0025] When the suspension height is lowered, the second internal threaded sleeve 462 is rotated in the opposite direction, the second threaded pin 463 retracts, the sub-suspension swings down, the initial length of the shock absorber 4 is shortened, the pre-compression of the spring 42 is reduced, and the damping stiffness is reduced.

[0026] The advantage of this embodiment is that the adjustment mechanism is located near the wheel hub, providing more operating space and facilitating later maintenance and on-site adjustments. Simultaneously, the fixed hinge structure between the fourth hinge block 45 and the vehicle suspension pillar 1 reduces positional fluctuations at the upper end of the shock absorber during adjustment, improving adjustment accuracy. Example 3:

[0027] See attached document Figure 4Unlike Embodiment 2, the adjustment mechanism further includes a first adjustment mechanism 44. The first adjustment mechanism 44 includes a first support ring 441 welded to the top of the hydraulic telescopic rod 43. The first support ring 441 is rotatably connected to a first internally threaded sleeve 442 via a bearing. The inner wall of the first internally threaded sleeve 442 is threadedly connected to a first threaded pin 443. A first hinge block 444 is welded to the end of the first threaded pin 443. The first hinge block 444 is hinged to the vehicle suspension pillar 1 via a pin. A second hinge block 41 is welded to the bottom of the hydraulic telescopic rod 43. The second hinge block 41 is hinged to the sub-suspension via a pin. Combining the structural advantages of Embodiments 1 and 2, the coordinated action of the upper and lower dual adjustment mechanisms enables precise adjustment of suspension height and damping stiffness.

[0028] Although the present invention has been described above with reference to embodiments, various modifications can be made and components can be replaced with equivalents without departing from the scope of the present invention. In particular, as long as there is no structural conflict, the features in the embodiments disclosed in this invention can be combined with each other in any way. The lack of an exhaustive description of these combinations in this specification is merely for the sake of brevity and resource conservation. Therefore, the present invention is not limited to the specific embodiments disclosed herein, but includes all technical solutions falling within the scope of the claims.

Claims

1. A vehicle suspension height fine-tuning device, comprising a vehicle suspension column (1), wherein both ends of the vehicle suspension column (1) are hinged to a sub-suspension, one end of the sub-suspension being used to engage a wheel hub, characterized in that: An adjustment mechanism is hinged to the vehicle suspension column (1) or sub-suspension. One end of the adjustment mechanism is rotatably connected to the shock absorber (4), and the other end of the shock absorber (4) is hinged to the vehicle suspension column (1) or sub-suspension.

2. The automobile suspension height fine-tuning device according to claim 1, characterized in that, The sub-suspension includes a hub docking frame (3), and both the upper and lower ends of the hub docking frame (3) are hinged with a swing arm (2) by a pin. The end of the swing arm (2) away from the hub docking frame (3) is hinged with a car suspension column (1) by a pin.

3. The automobile suspension height fine-tuning device according to claim 1, characterized in that, The shock absorber (4) includes a hydraulic telescopic rod (43), on which a spring (42) is sleeved.

4. The automobile suspension height fine-tuning device according to claim 3, characterized in that, The adjustment mechanism is configured as a first adjustment mechanism (44), which includes a first support ring (441) welded to the top of the hydraulic telescopic rod (43). The first support ring (441) is rotatably connected to a first internal threaded sleeve (442) via a bearing. The inner wall of the first internal threaded sleeve (442) is threadedly connected to a first threaded pin (443). A first hinge block (444) is welded to the end of the first threaded pin (443). The first hinge block (444) is hinged to the vehicle suspension column (1) via a pin. A second hinge block (41) is welded to the bottom of the hydraulic telescopic rod (43). The second hinge block (41) is hinged to the sub-suspension via a pin.

5. The automobile suspension height fine-tuning device according to claim 3, characterized in that, The adjustment mechanism is configured as a second adjustment mechanism, which includes a second support ring (461) welded to the bottom end of the hydraulic telescopic rod (43). The second support ring (461) is rotatably connected to a second internal threaded sleeve (462) via a bearing. The inner wall of the second internal threaded sleeve (462) is threadedly connected to a second threaded pin (463). A third hinge block (464) is welded to the end of the second threaded pin (463). The third hinge block (464) is hinged to the sub-suspension via a pin. A fourth hinge block (45) is welded to the top of the hydraulic telescopic rod (43). The fourth hinge block (45) is hinged to the vehicle suspension column (1) via a pin.

6. The automobile suspension height fine-tuning device according to claim 5, characterized in that, The adjustment mechanism further includes a first adjustment mechanism (44), which includes a first support ring (441) welded to the top of the hydraulic telescopic rod (43). The first support ring (441) is rotatably connected to a first internal threaded sleeve (442) via a bearing. The inner wall of the first internal threaded sleeve (442) is threadedly connected to a first threaded pin (443). A first hinge block (444) is welded to the end of the first threaded pin (443). The first hinge block (444) is hinged to the vehicle suspension column (1) via a pin. A second hinge block (41) is welded to the bottom of the hydraulic telescopic rod (43). The second hinge block (41) is hinged to the sub-suspension via a pin.

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