CN114801618A - Double-fork arm suspension - Google Patents

Abstract

The invention relates to the technical field of automobile suspensions, and discloses a double-fork arm suspension, which comprises: the steering knuckle, the first fork arm, the second fork arm and the linkage assembly; the first fork arm comprises a first fork arm body and a first connecting part arranged on the first fork arm body, and one end of the first fork arm body is connected with the upper end of the steering knuckle; the second yoke arm comprises a second yoke arm body and a second connecting part arranged on the second yoke arm body, the second connecting part corresponds to the first connecting part, and one end of the second yoke arm body is connected with the lower end of the steering knuckle; one end of the linkage assembly is connected with the first connecting portion, and the other end of the linkage assembly is connected with the second connecting portion. According to the invention, the rigidity of the rear-inclined towing moment is not reduced or even improved while the rigidity of the suspension in the X-axis direction is reduced, so that the performance of the whole vehicle is improved, and the linear braking stability and the curve braking safety are ensured.

Description

Double-fork arm suspension

Technical Field

The invention relates to the technical field of automobile suspensions, in particular to a double-fork arm suspension.

Background

In the field of automobiles, in order to improve the smoothness of the whole automobile, a suspension is generally provided with smaller rigidity in the driving direction, and when wheels are impacted by the road surface, the rigidity is reduced, so that the impact strength can be obviously reduced. In order to reduce the rigidity of the suspension in the driving direction, the upper and lower yoke rear bushings in the double-yoke suspension are set to have smaller rigidity, so that the rigidity is reduced, and the rigidity of the caster angle and the caster trail moment is also reduced, so that the caster angle and the caster trail moment are obviously reduced during braking. The caster angle is an angle of the steering axis inclining to the rear side of the vehicle relative to the vertical direction in the whole vehicle side view, and the caster trail torque is a longitudinal distance between the intersection point of the steering axis and the ground and the grounding point of the wheel in the whole vehicle side view. When the vehicle running in a straight line deviates, the backward-tilting dragging moment can generate a backward-straightening moment around the steering shaft, and the moment reduces the rotation angle of the wheels, so that the stability of the straight-line running is ensured. When the vehicle brakes when turning, the turning angle of the vehicle is increased towards the inner side of the curve due to the turning-in effect, the running safety of the curve is not facilitated, the backward-tilting dragging torque can generate a return torque around the kingpin at the moment, the turning angle of the vehicle towards the inner side of the curve is reduced, and the braking safety of the curve is improved. The common double-wishbone suspension reduces the stiffness of the rear-tipping towing moment while reducing the longitudinal stiffness of the suspension for ensuring the smoothness, thereby having adverse effects on the linear braking stability and the curve braking safety. As shown in fig. 6, the conventional double wishbone suspension is equivalent to lacking the linkage assembly 4. When the vehicle brakes, the force applied to the steering knuckle at the second fork arm is enabled to point to the vehicle running direction (forward) by the braking force of the tire grounding point, the force applied to the steering knuckle at the first fork arm is enabled to point to the vehicle running reverse direction (backward), the corresponding force applied to the second fork arm at the moment is backward, and the force applied to the first fork arm at the moment is forward. Considering the deformation of the second yoke and the first yoke, the wheel moves backwards during braking, so that the smoothness is improved, and the kingpin deformation is shown in fig. 8: the caster trail torque is significantly reduced.

Disclosure of Invention

The purpose of the invention is: the double-fork arm suspension reduces the rigidity of the suspension in the X-axis direction, does not reduce or even improve the rigidity of the rear-inclined towing moment, improves the performance of the whole vehicle, and ensures the linear braking stability and the curve braking safety.

In order to achieve the above object, the present invention provides a double-wishbone suspension comprising: the steering knuckle, the first fork arm, the second fork arm and the linkage assembly;

the first fork arm comprises a first fork arm body and a first connecting part arranged on the first fork arm body, and one end of the first fork arm body is connected with the upper end of the steering knuckle;

the second yoke arm comprises a second yoke arm body and a second connecting part arranged on the second yoke arm body, the second connecting part corresponds to the first connecting part, and one end of the second yoke arm body is connected with the lower end of the steering knuckle;

one end of the linkage assembly is connected with the first connecting portion, and the other end of the linkage assembly is connected with the second connecting portion.

In some embodiments, the linkage assembly includes a linkage rod, and a first guide bracket and a second guide bracket respectively mounted at two ends of the linkage rod, the first guide bracket is provided with a first guide groove cooperatively connected with the first connecting portion, and the second guide bracket is provided with a second guide groove cooperatively connected with the second connecting portion.

In some embodiments, the first guide groove is vertically communicated in the Z-axis direction, two surfaces in the Y-axis direction define a guide surface, the second guide groove is consistent with the first guide groove in structure, and a limiting bracket is mounted below the first guide groove and above the second guide groove.

In some embodiments, the limiting bracket comprises a bracket base and a bracket cover, the bracket cover is mounted above the bracket base, and a connecting hole in fit connection with the linkage rod is defined between the bracket base and the bracket cover.

In some embodiments, the bracket holder includes a holder body and a boss connected to the holder body, the top of the boss is an arc-shaped structure, the bracket cover is provided with an arc-shaped groove connected to the boss in a matching manner, and the arc-shaped groove and the boss define the connection hole.

In some embodiments, the first yoke body is an r-shaped structure including a first end portion and a second end portion, the first end portion and the second end portion are both disposed in a Y-axis direction of the first yoke body, the first connecting portion extends in an X-axis direction of the first yoke body, the first end portion is connected to the knuckle, and the second end portion is connectable to a vehicle body; the second prong body is consistent in structure with the first prong body.

In some embodiments, a ball pin is disposed at the first end, and the first yoke body is connected to the knuckle by the ball pin.

In some embodiments, the first connecting portion is sleeved with a first bushing, and the second end portion is sleeved with a second bushing.

In some embodiments, a linkage ball is disposed on the first connecting portion, and the first yoke body is cooperatively linked with the linkage assembly through the linkage ball.

In some embodiments, the steering knuckle further comprises a cushion damper assembly mounted to the second yoke body and a brake assembly mounted to the steering knuckle.

In some embodiments, the damping assembly includes a spring, a damper, and a mounting bracket, a lower end of the spring is connected to an upper end of the damper, and a lower end of the damper is mounted to the second yoke body via the mounting bracket.

Compared with the prior art, the double-fork-arm suspension provided by the invention has the beneficial effects that: the first fork arm and the second fork arm are connected through the arranged linkage assembly, so that the first fork arm and the second fork arm are linked up and down, the linkage assembly is pushed to act through the second fork arm during braking, and the first fork arm is further pushed to move towards the set direction, so that the caster angle and caster trail moment during braking are not reduced, that is, the caster angle rigidity and caster trail moment rigidity are improved, and the performance of the whole vehicle can be improved in multiple aspects;

when the vehicle is in straight-line driving braking, when the vehicle deviates due to the road surface or the self reason of the vehicle, the tire can generate a lateral force pointing to the deviation direction at the grounding point, and the force generates a aligning moment on the wheel by taking the backward-leaning dragging moment as a force arm, so that the vehicle has the tendency of returning to straight-line driving;

when the steering wheel is braked in a turning way, due to the turning-in effect, when the turning angle of the steering wheel is not changed, the turning angle of the vehicle is increased towards the inner side of the turning way, the vehicle moves beyond the expectation of a driver, the driving safety of the turning way is not facilitated, and the backward leaning dragging moment can generate a aligning moment around the kingpin at the moment so as to reduce the turning angle of the vehicle towards the inner side of the turning way. Compared with the common double-fork arm suspension, the invention has larger backward tilting drag moment at the moment, and the braking safety of the curve is obviously improved;

the backward displacement of the wheel center is the avoidance performance when the vehicle is braked or longitudinally impacted by the road surface, and is directly related to the smoothness. If the same wheel center backward movement amount is generated, the forward and backward deformation amount of the ball pin on the first fork arm and the second fork arm is smaller, and further the deformation amount of the bushing on the first fork arm and the second fork arm is smaller, namely the stress is smaller, so that the service life of the bushing is prolonged.

Drawings

FIG. 1 is a schematic view of the overall structure of the present invention;

FIG. 2 is a schematic structural view of a second prong of the present invention;

FIG. 3 is an assembly schematic of the spacing bracket of the present invention;

FIG. 4 is a schematic view of the spacing bracket of the present invention prior to assembly;

FIG. 5 is a schematic view of the linkage assembly of the present invention;

FIG. 6 is a schematic diagram of braking force of a conventional dual-yoke suspension;

FIG. 7 is a schematic view of the braking force of the second prong of the present invention;

FIG. 8 is a schematic diagram of wheel rearward force during braking of a conventional dual wishbone suspension;

FIG. 9 is a schematic illustration of the braking forces of the first and second prongs of the present invention;

FIG. 10 is a schematic diagram of the dual wishbone suspension of the present invention under braking forces.

In the figure, 1, a buffer damping component; 2. a first yoke; 21. a first yoke body; 211. a first connection portion; 3. a limiting bracket; 31. a support base; 32. a bracket cover; 33. connecting holes; 4. a linkage assembly; 41. a linkage rod; 42. a first guide bracket; 43. a second guide bracket; 44. a first guide groove; 45. a second guide groove; 5. a second prong; 51. a second prong body; 511. a linkage ball; 512. a second connecting portion; 52. a second bushing; 53. a first bushing; 54. a ball pin; 6. a wheel; 7. a knuckle; 8. a brake assembly.

Detailed Description

The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are only a part of the embodiments of the present application, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.

In the description of the present application, it is to be understood that the terms "center", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", and the like indicate orientations or positional relationships based on those shown in the drawings, and are only for convenience in describing the present application and simplifying the description, but do not indicate or imply that the referred device or element must have a particular orientation, be constructed in a particular orientation, and be operated, and thus should not be construed as limiting the present application.

The terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating 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 the present application, the meaning of "a plurality" is two or more unless otherwise specified.

In the description of the present application, it is to be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present application can be understood in a specific case by those of ordinary skill in the art.

As shown in fig. 1 and 2, a dual-wishbone suspension according to some embodiments of the present application comprises: a steering knuckle 7, a first yoke 2, a second yoke 5 and a linkage assembly 4; the first yoke 2 comprises a first yoke body 21 and a first connecting part 211 arranged on the first yoke body 21, and one end of the first yoke body 21 is connected with the upper end of the steering knuckle 7; the second yoke arm 5 comprises a second yoke arm body 51 and a second connecting part 512 arranged on the second yoke arm body 51, the second connecting part 512 corresponds to the first connecting part 211, and one end of the second yoke arm body 51 is connected with the lower end of the knuckle 7; one end of the linkage assembly 4 is connected to the first connection portion 211, and the other end is connected to the second connection portion 512.

Based on the above scheme, the first yoke 2 and the second yoke 5 are respectively connected to the knuckle 7, which is equivalent to the upper yoke and the lower yoke of the knuckle 7, and are respectively connected to the first yoke 2 and the second yoke 5 through the linkage assembly 4, when the second yoke body 51 is displaced, the second connection portion 512 pushes the first yoke body 21 to be displaced in a preset direction through the linkage assembly 4, the preset direction is to ensure that the movement directions of the first yoke body 21 and the second yoke body 51 are consistent, the linkage assembly 4 plays a role in linkage between the first yoke 2 and the second yoke 5, and when the first yoke 2 is moved, the second yoke 5 can be driven to generate a forcible action, and the linkage assembly 4 belongs to a passive mechanism and does not need additional equipment for control. In the double-wishbone suspension provided by the application, the second wishbone 5 is stressed to enable the second connecting portion 512 to move in the direction of an arrow in fig. 9 during braking, the second connecting portion 512 pushes the linkage assembly 4 to rotate in the direction shown in the drawing, and then the first connecting portion 211 of the first wishbone 2 is pushed by the linkage assembly 4 to move in the direction shown in the drawing, so that the joint of the first wishbone 2 and the steering knuckle 7 is in the direction shown in the drawing, the movement direction is opposite to the movement of the ordinary double-wishbone suspension during braking force receiving, and finally the first wishbone 2 moves backwards under the braking stress, so that the backward tilting dragging moment during braking is increased while the smoothness is ensured, as shown in fig. 10. When the double-fork arm suspension provided by the application realizes vehicle braking, the caster angle and the caster dragging moment are not reduced, the caster angle rigidity and the caster dragging moment rigidity are improved, and the whole vehicle performance is improved in multiple aspects.

In some embodiments, as shown in fig. 5, the linkage assembly 4 includes a linkage rod 41, and a first guide bracket 42 and a second guide bracket 43 respectively mounted at two ends of the linkage rod 41, wherein the first guide bracket 42 is provided with a first guide slot 44 cooperatively connected with the first connection portion 211, and the second guide bracket 43 is provided with a second guide slot 45 cooperatively connected with the second connection portion 512. The first guide bracket 42 and the second guide bracket 43 respectively arranged at the upper end and the lower end of the linkage rod 41 are used as guides for connecting the first fork arm 2 and the second fork arm 5, so that the connection accuracy is mainly ensured, and the action consistency of the first fork arm 2 and the second fork arm 5 in the linkage process is ensured.

In some embodiments, the first guide groove 44 is vertically communicated in the Z-axis direction, two surfaces in the Y-axis direction define a guide surface, the second guide groove 45 is consistent with the first guide groove 44 in structure, and the limiting bracket 3 is mounted below the first guide groove 44 and above the second guide groove 45. Because the first guide groove 44 and the second guide groove 45 are both vertically conducted, one limiting bracket 3 abuts against the bottom of the first guide bracket 42, the other limiting bracket 3 abuts against the top of the second guide bracket 43, the mounting positions of the first guide bracket 42 and the second guide bracket 43 can be effectively limited by the two limiting brackets 3, the first guide bracket 42 is prevented from being separated from the first connecting part 211 in the linkage process, the second guide bracket 43 is also prevented from being separated from the second connecting part 512 in the linkage process, and the connecting rod can be connected to a vehicle body through the limiting brackets 3, so that the linkage rod 41 is more stably mounted.

In some embodiments, as shown in fig. 3 and 4, the limiting bracket 3 includes a bracket base 31 and a bracket cover 32, the bracket cover 32 is installed above the bracket base 31, and a connection hole 33 cooperatively connected with the linkage rod 41 is defined between the bracket base 31 and the bracket cover 32. The bracket base 31 comprises a base body and a boss connected above the base body, the top of the boss is of an arc structure, the bracket cover 32 is provided with an arc groove in matched connection with the boss, and the arc groove and the boss are limited into the connecting hole 33. The split structure of the limiting bracket 3 is the assembly requirement of the linkage rod 41, and when the linkage rod 41, the first guide bracket 42 and the second guide bracket 43 are integrated, the limiting bracket 3 can be assembled with the linkage rod 41 by adopting the split structure. The linkage rod 41 is placed on the arc-shaped boss, the arc-shaped groove of the bracket cover 32 is aligned with the arc-shaped boss and is put down, the linkage rod 41 is wrapped by the connecting hole 33 naturally formed between the arc-shaped groove and the arc-shaped boss, and the seat body can be connected to a vehicle body through parts such as screws.

In some embodiments, as shown in fig. 2, the first yoke body 21 is an r-shaped structure including a first end portion and a second end portion, the first end portion and the second end portion are both disposed in the Y-axis direction of the first yoke body 21, the first connecting portion 211 extends in the X-axis direction of the first yoke body 21, the first end portion is connected to the knuckle 7, and the second end portion is connectable to a vehicle body; the second prong body 51 is structurally identical to the first prong body 21. The first yoke body 21 and the second yoke body 51 are designed to have three connecting ends, the first end is connected with the steering knuckle 7, the second end is connected with the vehicle body, the first connecting portion and the second connecting portion are respectively connected with the linkage rod 41, and the corresponding assembly design can be carried out according to different connecting positions by the arrangement, so that the connection is more stable and reliable.

In some embodiments, a ball pin 54 is provided at the first end, and the first yoke body 2 is connected to the knuckle 7 by the ball pin 54. The same second fork arm body 21 is connected with the steering knuckle 7 through the ball pin 54, and a certain moving space can be reserved between the ball pin 54 and the steering knuckle, so that the connection and transmission are more convenient.

In some embodiments, the second connecting portion 512 is sleeved with the first bushing 53, and the second end portion is sleeved with the second bushing 52. The purpose of the bushing is to better protect the connection location. As shown in fig. 7, for a double wishbone suspension, second bushing 52 needs to be set to a higher stiffness, with substantially no deformation during braking, while smooth first bushing 53 is set to a lower stiffness, so that second wishbone 5 rotates counterclockwise about second bushing 52 during braking; the front and back deformation of the ball pin 511 of the first yoke 2 and the second yoke 5 is smaller, and further the deformation of the bushing on the first yoke 2 and the second yoke 5 is smaller, namely the stress is smaller, so that the service life of the bushing is prolonged.

In some embodiments, a linkage ball 511 is disposed on the first connecting portion 211, and the first yoke body 21 is cooperatively linked with the linkage assembly 4 through the linkage ball 511. The same corresponding position of the second yoke body 51 is also provided with a linkage ball 511, the first yoke 2 and the second yoke 5 are both connected with the linkage rod 41 through the linkage ball 511, specifically, connected with the first guide bracket 42 and the second guide bracket 43, the corresponding guide positions on the first guide bracket 42 and the second guide bracket 43 are correspondingly set as guide surfaces matched with the linkage ball 511, and the first guide bracket 42 and the second guide bracket 43 at the two ends of the linkage rod 41 are respectively attached to the linkage ball 511 on the first yoke 2 and the second yoke 5 through the guide surfaces (both sides are attached). When the second yoke body 51 is displaced, the linkage ball 511 on the second yoke body 51 pushes the linkage rod 41 to rotate around the axis thereof through the guide surface, and then the linkage ball 511 on the first yoke body 21 is pushed by the guide surface to move, and then the first yoke 2 is pushed to move, so that linkage is realized.

In some embodiments, the vehicle further comprises a damping assembly 1 and a brake assembly 8, wherein the damping assembly 1 is mounted on the second yoke body 51, and the brake assembly 8 is mounted on the steering knuckle 7. The buffering vibration attenuation component 1 comprises a spring and a vibration absorber, the spring is arranged at the upper end of the vibration absorber, and the lower end of the vibration absorber is connected with the second fork arm 5 through a mounting bracket. A brake assembly 8 is provided on the knuckle 7 and is connectable with the wheel 6.

In summary, the double-wishbone suspension provided by the invention is additionally provided with a set of passive adjusting mechanism, namely the linkage assembly, on the basis of a common double-wishbone suspension, the linkage assembly is connected with the upper and lower wishbone arms to enable the upper and lower wishbone arms to be linked, the second wishbone arm pushes the linkage assembly to actuate during braking, and further pushes the first wishbone arm to move towards the expected direction, so that the ball pin of the first wishbone arm does not move forwards but moves backwards during braking, and therefore, the caster angle and caster trail moment during braking are not reduced, namely, the caster angle rigidity and caster trail moment rigidity are improved, and the performance of the whole vehicle can be improved in multiple aspects.

The above description is only a preferred embodiment of the present invention, and it should be noted that, for those skilled in the art, various modifications and substitutions can be made without departing from the technical principle of the present invention, and these modifications and substitutions should also be regarded as the protection scope of the present invention.

Claims (10)

1. A dual yoke suspension comprising:

a knuckle;

the first fork arm comprises a first fork arm body and a first connecting part arranged on the first fork arm body, and one end of the first fork arm body is connected with the upper end of the steering knuckle;

the second yoke arm comprises a second yoke arm body and a second connecting part arranged on the second yoke arm body, the second connecting part corresponds to the first connecting part, and one end of the second yoke arm body is connected with the lower end of the steering knuckle;

and one end of the linkage assembly is connected with the first connecting part, and the other end of the linkage assembly is connected with the second connecting part.

2. The double-fork arm suspension as claimed in claim 1, wherein the linkage assembly comprises a linkage rod, and a first guide bracket and a second guide bracket respectively mounted at two ends of the linkage rod, the first guide bracket is provided with a first guide slot cooperatively connected with the first connecting portion, and the second guide bracket is provided with a second guide slot cooperatively connected with the second connecting portion.

3. The double-wishbone suspension of claim 2 wherein the first guide slot is vertically open in the Z-axis direction and defines a guide surface on both sides in the Y-axis direction, the second guide slot is structurally identical to the first guide slot, and a spacing bracket is mounted below the first guide slot and above the second guide slot.

4. The double wishbone suspension of claim 3 wherein the spacing bracket includes a bracket base and a bracket cover, the bracket cover being mounted over the bracket base and defining a connection aperture therebetween for mating connection with the linkage rod.

5. The dual yoke suspension of any of claims 1-4 wherein the first yoke body is an r-shaped structure that includes a first end portion and a second end portion, the first end portion and the second end portion each being disposed in a Y-axis direction of the first yoke body, the first connecting portion extending in an X-axis direction of the first yoke body, the first end portion being connected to the knuckle, the second end portion being connectable to a vehicle body; the second prong body is consistent in structure with the first prong body.

6. The dual yoke suspension of claim 5 wherein a ball pin is provided at the first end, the first yoke body being connected to the knuckle by the ball pin.

7. The dual yoke suspension of claim 5 wherein the first link is sleeved with a first bushing and the second end is sleeved with a second bushing.

8. The dual yoke suspension of claim 1 wherein the first connection portion has a linkage ball disposed thereon, the first yoke body cooperatively linking with the linkage assembly through the linkage ball.

9. The dual yoke suspension of claim 1 further comprising a jounce bumper assembly mounted to the second yoke body and a brake assembly mounted to the knuckle.

10. The dual-wishbone suspension of claim 9 wherein said shock absorbing assembly comprises a spring, a shock absorber and a mounting bracket, the lower end of said spring being connected to the upper end of said shock absorber, the lower end of said shock absorber being mounted to said second wishbone body by said mounting bracket.

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