ADJUSTABLE KNOCK WITH ONE CAM SCREW FOR A VEHICLE SUSPENSION SYSTEM

Abstract

A suspension stub comprises an upper element, which includes a first end and a second end. The upper element has a first opening at the second end and a second opening located between the first and second ends. A lower element comprises a first end section and a second end section. The lower element has a first passage located at the second end section and a second passage located between the first and second end sections. A first fastener connects the upper and lower elements and passes through the first passage and the second opening. The first fastener defines a pivot point of the suspension stub. A second fastener passes through the second passage and the first opening.The second fastening element connects the upper element and the lower element and defines a pivot amount of the upper element relative to the lower element.

Description

INTRODUCTION

[0001] The information provided in this part serves the purpose of generally outlining the context of the disclosure. Neither the work of the inventors currently named, to the extent described in this part, nor those aspects of the description that could not otherwise qualify as prior art at the time of filing, are expressly or implicitly recognized as prior art with respect to the present disclosure.

[0002] The present disclosure relates to the field of vehicle suspension systems and in particular to an adjustable steering knuckle which includes a cam screw for adjusting the wheel camber.

[0003] Vehicle suspension systems can accommodate a number of settings that can affect ride quality, handling / responsiveness, and tire wear. Vehicle wheels can be angled around or relative to the vertical axis to adjust driving and steering characteristics. Suspension systems include, for example, a camber angle setting, which determines the angle of a wheel with respect to its vertical axis. The camber angle can affect tire wear and vehicle pull, such as a tendency for the vehicle to veer left or right without steering input.

[0004] Front suspension systems also include a caster angle setting, which determines the angle between a wheel's steering axis and its vertical axis when viewed from one side of the vehicle. Caster affects the vehicle's handling characteristics, including lane keeping and cornering. The toe angle setting determines the angle of the wheels relative to the vehicle's centerline. In all cases, the settings control how much of the tire, and which section of the tire, is in contact with the road surface. These settings can be configured for normal driving or more aggressive performance, depending on the vehicle's specific application. SUMMARY

[0005] A suspension stub according to the present disclosure comprises an upper element having a first end configured to be connected to an upper ball joint and a second end. The upper element has a first opening at the second end and a second opening located between the first and second ends. A lower element comprises a first end section configured to be connected to a lower ball joint and a second end section configured to be connected to the second end of the upper element. The lower element has a first passage located at the second end section and a second passage located between the first and second end sections. A first fastening element connects the upper element and the lower element. The first fastening element passes through the first passage and the second opening.The first fastener defines a pivot point for the suspension knuckle. A second fastener connects the upper and lower elements. This second fastener passes through the second opening and the first opening. The second fastener defines the pivot angle of the upper element relative to the lower element.

[0006] According to other features, a cam element contains a center of gravity and a cam opening that extends through the cam element offset from the center of gravity, the second fastening element containing a shaft that passes through the cam opening.

[0007] According to other features, the lower element includes a first cam stop located on a first side of the second passage, and a second cam stop located on a second side of the second passage.

[0008] According to other characteristics, the first cam stop contains a first projection extending outwards from the lower element, and the second cam stop contains a second projection extending outwards from the lower element.

[0009] According to other characteristics, the first cam stop defines a high wheel camber limit and the second cam stop defines a low wheel camber limit.

[0010] According to other characteristics, a tie rod connector extends outwards from the lower element.

[0011] According to other features, the first end of the upper element includes a first ball joint connector and a second ball joint connector, wherein the first ball joint connector is configured to support a first ball joint, and the second ball joint connector is configured to support a second ball joint.

[0012] According to other features, a spindle mount is configured to support a spindle.

[0013] A vehicle according to the present disclosure comprises a body containing a passenger compartment, several wheels supporting the body, and a suspension system connecting the several wheels to the body. The suspension system includes an upper control arm, a lower control arm, and a suspension knuckle coupled between the upper control arm and the lower control arm. The suspension knuckle includes an upper element comprising a first end configured to be connected to an upper ball joint and a second end. The upper element includes a first opening at the second end and a second opening located between the first end and the second end. A lower element comprises a first end section configured to be connected to a lower ball joint and a second end section configured to be connected to the second end of the upper element.The lower element contains a first through-hole located at the second end section and a second through-hole located between the first and second end sections. A first fastener connects the upper and lower elements. The first fastener passes through the first through-hole and the second through-hole. The first fastener defines a pivot point for the suspension knuckle. A second fastener connects the upper and lower elements. The second fastener passes through the second through-hole and the first through-hole. The second fastener defines the pivot angle of the upper element relative to the lower element.

[0014] According to other features, a cam element contains a center of gravity and a cam opening that extends through the cam element offset from the center of gravity, the second fastening element containing a shaft that passes through the cam opening.

[0015] According to other features, the lower element includes a first cam stop located on a first side of the second passage, and a second cam stop located on a second side of the second passage.

[0016] According to other characteristics, the first cam stop contains a first projection extending outwards from the lower element, and the second cam stop contains a second projection extending outwards from the lower element.

[0017] According to other characteristics, the first cam stop defines a high wheel camber limit and the second cam stop defines a low wheel camber limit.

[0018] According to other characteristics, a tie rod connector extends outwards from the lower element.

[0019] According to other features, the first end of the upper element includes a first ball joint connector and a second ball joint connector, wherein the first ball joint connector is configured to support a first ball joint, and the second ball joint connector is configured to support a second ball joint.

[0020] According to other features, a spindle mount is configured to support a spindle.

[0021] A method for adjusting wheel camber using a suspension knuckle includes loosening a first fastener connecting an upper element of the suspension knuckle to a lower element of the suspension knuckle, loosening a second fastener connecting the upper element of the suspension knuckle to the lower element of the suspension knuckle, rotating an adjusting element carried on the second fastener, causing the upper element to pivot about the first fastener relative to the lower element, setting a selected wheel camber using the adjusting element, and tightening the first and second fasteners.

[0022] According to other features, rotating the adjusting element involves rotating a cam element with a cam that is supported by the second fastening element.

[0023] According to other features, setting the selected wheel camber involves moving the second fastening element within a slot by engaging the cam in a first cam stop and a second cam stop.

[0024] According to other characteristics, the engagement of the cam in the first cam stop determines a high wheel camber angle, and the engagement in the second cam stop determines a low wheel camber angle.

[0025] Further applications of the present disclosure will become apparent from the detailed description, the claims, and the drawings. The detailed description and the specific examples serve only for illustration and are not intended to limit the scope of protection of the disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] The present revelation is more fully understood from the detailed description and the accompanying drawings; they show: Fig. 1 a view of the left side of a vehicle incorporating a suspension system with an adjustable steering knuckle according to the present disclosure; Fig. 2 a perspective view of a right side of the suspension system according to Fig. 1, illustrating the adjustable axle journal according to the present disclosure; Fig. 3 a perspective view of the adjustable steering knuckle according to Fig. 2 according to the present revelation; Fig. 4 a front view of the front of the adjustable steering knuckle according to Fig. 3 according to the present revelation; Fig. 5 a disassembled view of the adjustable steering knuckle according to Fig. 3, illustrating an upper element, a lower element, a first fastening element and a cam screw according to the present disclosure; Fig. 6 a front view of an interface between the upper element and the lower element without the first fastening element and the cam screw according to the present disclosure; Fig. 7 a front view of a cam element associated with the second fastening element, according to the present disclosure; Fig. 8 a top view of the cam screw in a high wheel camber setting configuration according to the present disclosure; and Fig. 9 a top view of the cam screw in a deep wheel camber setting configuration according to the present disclosure.

[0027] Reference symbols can be used multiple times in the drawings to identify similar and / or identical elements. DETAILED DESCRIPTION

[0028] Adjusting the camber of the front wheels typically involves adding shims to the steering knuckle mounting points. For positive camber, shims are added to an upper knuckle mounting point. For negative camber, shims can be added to a lower knuckle mounting point. Changing the camber angle often results in changes to the caster and toe angles. Caster is often adjusted using a cam bolt, while toe adjustments typically involve lengthening or shortening the tie rod. For this reason, setting the vehicle alignment requires skill and patience.

[0029] A vehicle according to the present disclosure is in Fig. 1 generally specified at 10. The vehicle 10 comprises a body 12, which is supported on a frame (not shown), which in turn is supported by several wheels 16. The several wheels 16 include the front wheels 18 and the rear wheels 20. The body 12 partially defines a passenger compartment 22, in which several seats are arranged, one of which is specified at 24. The seat 24 is positioned behind an instrument panel 26. A steering wheel 30 is arranged between the instrument panel 26 and the seat 24. The body 12 is connected to the several wheels 16 via a suspension system 34. The suspension system 34 is designed to support the body 12 and to adapt to different road conditions in order to provide a comfortable ride.

[0030] Suspension system 34 defines a front suspension system 34 of the right side. The (not shown) front suspension system of the left side is similarly designed. In Fig. The suspension system 34 comprises an upper suspension element 38 and a lower suspension element 40, which form an elastically controllable connection between the frame and the front wheels 18. The upper suspension element 38 includes a first suspension component 42 and a second suspension component 44. The lower suspension element 40 includes a first suspension element 46 and a second suspension element 48.

[0031] The first suspension component 42 of the upper suspension element 38 comprises a first end section 52 and a second end section 54. The first end section 52 is operationally connected to the vehicle frame. The second suspension component 44 is similarly designed. The first suspension element 46 comprises a first end segment 58 and a second end segment 60. The first end segment 58 is also operationally connected to the vehicle frame. More specifically, the first end segment 58 is pivotally connected to the vehicle frame. The first suspension component 46 is also operationally connected to the vehicle frame via a hydraulic strut 62. The hydraulic strut 62 is connected to the first suspension component 46 between the first end segment 58 and the second end segment 60. The hydraulic strut 62 may also be connected to the vehicle body 12.

[0032] A suspension knuckle 64 is coupled between the upper suspension element 38 and the lower suspension element 40. As described in more detail below, the suspension knuckle 64 is also operationally connected to a rotor 66, which carries one of the front wheels 18. In this way, the suspension knuckle 64 carries and positions one of the front wheels 18, as also described in more detail below.

[0033] In the Fig. 3, Fig. 4 and Fig. 5 and further in Fig. 2 The suspension knuckle 64 includes an upper element 68 which is pivotally connected to a lower element 70. The upper element 68 includes a first end 74 and a second end 76. The first end 74 includes a first upper ball joint connector 78 and a second upper ball joint connector 80. The first upper ball joint connector 78 carries a first upper ball joint 83, while the second upper ball joint connector 80 carries a second upper ball joint 85, as shown in Fig. 2 is shown.

[0034] The first upper ball joint 83 and the second upper ball joint 85 serve as an interface with the second end section 54 of the first suspension component 42 and the (unlabeled) second end section of the second suspension component 44 of the upper suspension element 38. The second end 76 is connected to the lower element 70, as described in more detail below. The lower element 70 contains a first end section 90 and a second end section 92. The first end section 90 contains a first lower ball joint connector 96 and a second lower ball joint connector 98, which serve as an interface with the lower suspension element 40, as described in more detail below. The second end section 92 is connected to the upper element 68, as also described in more detail below.

[0035] As also in the Fig. 3 and Fig. 4 is shown and continues in Fig. Figure 2 refers to a first lower ball joint 104 connected to the first lower ball joint connector 96, with a second lower ball joint 106 connected to the second lower ball joint connector 98. The first lower ball joint 104 and the second lower ball joint 106 serve as an interface with the second end segment 60 of the first suspension element 46 and the (unlabeled) second end segment of the second suspension element 48. It is further shown that the lower element 70 includes a spindle mount 109 configured to be connected to a (not shown) wheel spindle and a tie rod support 112. The wheel spindle supports the rotor 66 via one or more bearings (also not shown).

[0036] The second end section 92 of the lower element 70 defines an interface area 116 with the upper element 68. The interface area 116 contains a first support 118 and a second support 119. The first support 118 is separated from the second support by a (not separately labeled) gap that accommodates the second end 76 of the upper element 68. As shown in the Fig. 5 and Fig. As shown in Figure 6, the second end 76 of the upper element 68 contains a first opening 120. A second opening 122 is spaced from the first opening 120 in the direction of the first end 74. The second end section 92 of the lower element 70 contains a first passage 128. A second passage 130 is spaced from the first passage 128 in the direction of the first end section 90. The first passage 128 is essentially circular, while the second opening 134 is elongated and has a first end section 135 and a second end section 136 spaced along an adjustment axis “A”, as shown in Figure 6. Fig. 6 is shown.

[0037] A first cam stop 138 is located adjacent to the first end region 135, while a second cam stop 140 is located adjacent to the second end region 136. The first cam stop 138 is defined by a first projection 144 extending outwards from the interface region 116. The second cam stop 140 is defined by a second projection (which is not separately labeled) extending outwards from the interface region 116. The first projection 144 defines a first camber adjustment limit, while the second projection 146 defines a second camber adjustment limit, as described in more detail below.

[0038] A first fastening element 154 passes through the first passage 128 and the first opening 120 and connects the upper element 68 to the lower element 70. The first fastening element 154 defines a pivot axis for the upper element 68. The upper element 68 can pivot about the pivot axis relative to the lower element 70. A second fastening element 156 passes through the second passage 130 and the second opening 122. The second fastening element 156 extends between the first end region 135 and the second end region 136 and defines a pivot range of the upper element 68 relative to the lower element 70. The first fastening element 154 includes a first shank 158 and a first threaded section 159. The second fastening element 156 includes a second shank 162 and a second threaded section 163.A first nut 165 is connected to the first threaded area 159 on the first fastening element 154, while a second nut 167 is connected to the second threaded area 163 on the second fastening element 156.

[0039] A cam element 170 is connected to the second fastening element 156 and is rotated against the first cam stop 138 and / or the second cam stop 140 to set a camber angle for one of the front wheels 18 connected to the suspension knuckle 64. As shown in Fig. As shown in Figure 7, the cam element 170 contains a substantially circular body 173 with a center of gravity 178 and an opening 180. The opening 180 accommodates the second fastening element 156 and is spaced from the center of gravity 176 to form a cam 183. The cam element 170 also contains a position indicator 184.

[0040] To adjust the wheel camber, the first nut 165 and the second nut 167 are loosened according to the present disclosure. Once loosened, a tool can be engaged with the second fastener 156. The second fastener 156 is rotated so that the cam 183 engages with the first cam stop 138, causing the upper element 68 to pivot about the first fastener 154 in a first direction. When the position indicator 184 is aligned with the first cam stop, a high wheel camber angle is set, as shown in Fig. 8 is shown.

[0041] The fastening element 156 can be rotated in the opposite direction, causing the cam to engage, for example, with the second cam stop 140, which in turn causes the upper element 68 to pivot about the first fastening element 154 in a second direction opposite to the first. When the position indicator 184 is aligned with the second cam stop 140, a deep wheel camber angle is set, as shown, for example, in Fig.Figure 9 shows that the second fastening element 156 can be rotated so that the cam 183 is positioned between the first cam stop 138 and the second cam stop 140 to set a camber angle between the high and low camber angles. Once the desired camber angle is achieved, the first nut 165 and the second nut 167 are tightened. At this point, the camber angle can be set in a similar manner for any of the other multiple wheels 16. That is, the suspension knuckle 64 can be assigned to any of the multiple wheels 16, while it is shown as a front steering knuckle.

[0042] At this point, it should be recognized that the suspension knuckle, as disclosed herein, allows for easily achieved camber angle adjustment without the need to try different shims or manipulate multiple components. Furthermore, by changing the angle between the upper and lower elements to adjust the camber angle, other alignment criteria are only minimally affected. That is, adjusting the camber angle by pivoting the upper element relative to the lower element results in a minimal change in the caster and toe angles. As such, correct alignment can be achieved quickly and with minimal need for additional adjustments.

[0043] The preceding description is merely illustrative and is in no way intended to limit the disclosure, its application, or uses. The comprehensive teachings of the disclosure can be implemented in various forms. While this disclosure contains specific examples, the true scope of protection of the disclosure should therefore not be so limited as to reveal other modifications upon study of the drawings, the description, and the following claims. It should be recognized that one or more steps within a process may be carried out in a different order (or simultaneously) without altering the principles of the present disclosure.Although each of the embodiments described above has been described with specific features, one or more of these features described with respect to any embodiment of the disclosure may also be implemented in any other embodiment and / or combined with the features of any other embodiment, even if this combination is not explicitly described. In other words, the described embodiments are not mutually exclusive, and permutations of one or more embodiments with each other remain within the scope of protection of this disclosure.

[0044] Spatial and functional relationships between elements (e.g., between modules, circuit elements, semiconductor layers, etc.) are described using various terms including "connected," "interlocking," "coupled," "adjacent," "next to," "on top of," "above," "below," and "arranged." When a relationship between a first and a second element is described in the above disclosure, this relationship may be a direct relationship, in which no other intervening elements exist between the first and the second element, or it may be an indirect relationship, in which one or more intervening elements (either spatial or functional) exist between the first and the second element, unless it is expressly described as "direct."As the phrase "at least one of A, B and C" is used here, it should be interpreted as meaning a logical (A OR B OR C) using a non-exclusive logical OR, and not as meaning "at least one of A, at least one of B and at least one of C".

[0045] In the diagrams, the direction of an arrow, indicated by the arrowhead, generally demonstrates the flow of information (such as data or instructions) that is relevant to the illustration. For example, if element A and element B exchange various pieces of information, but the information transferred from element A to element B is relevant for the illustration, the arrow may point from element A to element B. This unidirectional arrow does not imply that no other information is transferred from element B to element A. Furthermore, element B may send requests for, or acknowledgments of, the information sent from element A to element B.

Claims

[1] Suspension axle stub, which includes: an upper element comprising a first end configured to be connected to an upper ball joint and a second end, wherein the upper element includes a first opening at the second end and a second opening arranged between the first end and the second end; a lower element comprising a first end section configured to be connected to a lower ball joint and a second end section configured to be connected to the second end of the upper element, wherein the lower element comprises a first passage arranged at the second end section and a second passage arranged between the first end section and the second end section; a first fastening element connecting the upper element and the lower element, wherein the first fastening element passes through the first passage and the second opening, and wherein the first fastening element defines a pivot point of the suspension axle stub; and a second fastening element connecting the upper element and the lower element, wherein the second fastening element passes through the second passage and the first opening, and wherein the second fastening element defines a pivot amount of the upper element relative to the lower element. [2] Suspension axle stub according to claim 1, further comprising a cam element having a center of gravity and a cam opening extending through the cam element offset from the center of gravity, wherein the second fastening element includes a shaft passing through the cam opening. [3] Suspension axle stub according to claim 2, wherein the lower element includes a first cam stop arranged on a first side of the second passage and a second cam stop arranged on a second side of the second passage. [4] Suspension axle stub according to claim 3, wherein the first cam stop includes a first projection extending outwards from the lower element, and the second cam stop includes a second projection extending outwards from the lower element. [5] Suspension axle stub according to claim 3, wherein the first cam stop defines a high wheel camber limit and the second cam stop defines a low wheel camber limit. [6] Suspension axle stub according to claim 1, further comprising a tie rod connector extending outwards from the lower element. [7] Suspension axle stub according to claim 1, wherein the first end of the upper element includes a first ball joint connector and a second ball joint connector, wherein the first ball joint connector is configured to support a first ball joint and the second ball joint connector is configured to support a second ball joint. [8] Suspension axle leg according to claim 1, further comprising a spindle support configured to support a spindle. [9] Method for adjusting wheel camber using a suspension knuckle, comprising: Loosening a first fastening element that connects an upper element of the suspension axle stub to a lower element of the suspension axle stub; Loosening a second fastening element that connects the upper element of the suspension axle stub to the lower element of the suspension axle stub; Rotating an adjustment element that is carried on the second fastening element, causing the upper element to pivot about the first fastening element relative to the lower element; Adjusting a selected wheel camber using the adjustment element; and Tighten the first fastener and the second fastener. [10] Method according to claim 9, wherein the rotation of the adjusting element comprises the rotation of a cam element having a cam which is supported by the second fastening element.

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