CN116968812A - Automobile suspension assembly and automobile - Google Patents
Automobile suspension assembly and automobile Download PDFInfo
- Publication number
- CN116968812A CN116968812A CN202310856810.6A CN202310856810A CN116968812A CN 116968812 A CN116968812 A CN 116968812A CN 202310856810 A CN202310856810 A CN 202310856810A CN 116968812 A CN116968812 A CN 116968812A
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- Prior art keywords
- control arm
- automobile
- adjustable control
- adjustable
- wheel
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- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
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- 239000000725 suspension Substances 0.000 title claims abstract description 33
- 238000005452 bending Methods 0.000 claims description 5
- 238000005299 abrasion Methods 0.000 abstract description 2
- 238000000034 method Methods 0.000 description 3
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 230000006978 adaptation Effects 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 230000005484 gravity Effects 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D17/00—Means on vehicles for adjusting camber, castor, or toe-in
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G7/00—Pivoted suspension arms; Accessories thereof
- B60G7/001—Suspension arms, e.g. constructional features
- B60G7/003—Suspension arms, e.g. constructional features of adjustable length
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
The application relates to an automobile suspension assembly and an automobile, comprising: an automobile body, an adjustable control arm and wheels; the adjustable control arm comprises a control arm main body, a first bushing and a control arm length adjusting structure, wherein the first bushing and the control arm length adjusting structure are arranged at two ends of the control arm main body; the first bushing is connected with the automobile body, and the adjustable control arm can rotate around the automobile body through the first bushing; the control arm length adjusting structure comprises an eccentric shaft and an eccentric seat, wherein the eccentric shaft is connected with the adjustable control arm and the wheel and can move in the eccentric seat. The camber angle of the wheel can be dynamically adjusted according to different situations through the adjustable control arm, for example, the camber angle of the wheel is increased when the wheel runs at a high speed, and the running is more stable; the camber angle of the wheel is reduced and the wheel abrasion is reduced under the running of the vehicle at a constant speed and a low speed.
Description
Technical Field
The application relates to the field of automobile manufacturing, in particular to an automobile suspension assembly and an automobile.
Background
With the continuous improvement of the highest speed limit of expressways in China, the safety of automobiles under high-speed running is more and more important, and the automobiles need safer and more stable suspensions under high-speed running.
The tips of the wheels of an automobile are inclined inward or outward at an angle, called the camber angle of the wheels, as seen from the front of the automobile. In general, the camber angle of an automobile is represented by an angle inclined from a vertical. If the tip is inclined outwardly, it is referred to as a positive camber angle, and if it is inclined inwardly, it is referred to as a negative camber angle. Camber angle is an important parameter of a vehicle suspension, and the larger the camber angle is, the more stable the vehicle is at high-speed running. However, as the camber angle of the wheel increases, the wear of the wheel increases and the tire is more likely to be scrapped. The existing suspension cannot actively control the camber angle of the wheel, and as the vehicle speed is higher, higher requirements are put forward on the safety performance of the vehicle, so that the wheel camber active adjusting suspension assembly is urgently needed to meet the development of the whole vehicle.
Therefore, there is a need for a new automotive suspension assembly and an automobile to solve the above problems.
Disclosure of Invention
The application aims to provide an automobile suspension assembly capable of actively adjusting camber angle of a wheel and an automobile.
The application adopts the following technical scheme: an automotive suspension assembly comprising: an automobile body, an adjustable control arm and wheels; the adjustable control arm comprises a control arm main body, a first bushing and a control arm length adjusting structure, wherein the first bushing and the control arm length adjusting structure are arranged at two ends of the control arm main body; the first bushing is connected with the automobile body, and the adjustable control arm can rotate around the automobile body through the first bushing; the control arm length adjusting structure comprises an eccentric shaft and an eccentric seat, and the eccentric shaft is connected with the adjustable control arm and the wheel and can move in the eccentric seat.
Further, the device also comprises a fixed control arm, wherein the fixed control arm comprises fixed control arm bushings arranged at two ends of the fixed control arm; the fixed control arm bushing includes a second bushing coupled to the body of the vehicle and a third bushing coupled to the wheel.
Further, the number of the adjustable control arms and the fixed control arms are two, and the adjustable control arms and the fixed control arms are paired to form two combinations; the two combinations are respectively arranged on two sides of the automobile body.
Further, the adjustable control arms and the fixed control arms are arranged in the same group, the fixed control arms are arranged below the adjustable control arms, and the length of the fixed control arms is larger than that of the adjustable control arms.
Further, the adjustable control arms and the fixed control arms are arranged in the same group, the fixed control arms are arranged above the adjustable control arms, and the length of the fixed control arms is smaller than that of the adjustable control arms.
Further, two adjustable control arms are respectively arranged on two sides of the automobile body.
Further, the steering knuckle is arranged between the adjustable control arm and the fixed control arm, and the steering knuckle is connected with the wheels, the adjustable control arm and the fixed control arm.
Further, the steering knuckle comprises a steering knuckle upper part, a steering knuckle middle part and a steering knuckle lower part; the middle part of the steering knuckle is connected with the wheels, the upper part of the steering knuckle is connected with the adjustable control arm, and the lower part of the steering knuckle is connected with the fixed control arm.
Further, the device also comprises a control assembly, wherein the control assembly comprises an electronic controller and a sensor; the sensor acquires automobile driving information and controls the electronic controller to adjust the length of the control arm according to preset conditions; the automobile driving information comprises automobile speed information and turning information; the preset conditions comprise that the automobile is in a constant speed state, a high speed state, a low speed state and a bending state.
The application also provides an automobile, which comprises the automobile suspension assembly.
Compared with the prior art, the application realizes the active adjustment of the camber angle of the wheel by arranging the length adjusting structure of the control arm, and the wheel can adjust the camber angle of the wheel in time according to different circumstances by the adjustable control arm, for example, the camber angle of the wheel is increased under high-speed running, and the running is more stable; the camber angle of the wheel is reduced and the wheel abrasion is reduced under the running of the vehicle at a constant speed and a low speed.
It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the disclosure.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the specification and together with the description, serve to explain the principles of the specification.
FIG. 1 is a schematic view of an automotive suspension assembly according to the present application.
Fig. 2 is a schematic view of the adjustable control arm of fig. 1.
FIG. 3 is a schematic view of another embodiment of an automotive suspension assembly according to the present application.
FIG. 4 is a schematic view of yet another embodiment of an automotive suspension assembly.
Fig. 5 is a schematic view of fig. 4 after the camber angle is changed.
Fig. 6 is a schematic view of the camber change process of fig. 5.
Reference numerals illustrate: 10. an automotive body; 20. an adjustable control arm; 21. a control arm body; 22. a first bushing; 23. a control arm length adjustment structure; 231. an eccentric shaft; 232. an eccentric seat; 30. a wheel; 40. fixing a control arm; 41. fixing a control arm bushing; 411. a second bushing; 412. a third bushing; 50. a knuckle; 51. the upper part of the steering knuckle; 52. the middle part of the steering knuckle; 53. the lower part of the steering knuckle.
Detailed Description
Reference will now be made in detail to exemplary embodiments, examples of which are illustrated in the accompanying drawings. When the following description refers to the accompanying drawings, the same numbers in different drawings refer to the same or similar elements, unless otherwise indicated. The implementations described in the following exemplary examples do not represent all implementations consistent with the present specification. Rather, they are merely examples of apparatus and methods consistent with some aspects of the present description as detailed in the accompanying claims.
The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. Unless defined otherwise, technical or scientific terms used in this specification should be given the ordinary meaning as understood by one of ordinary skill in the art to which this application belongs. The terms "first," "second," and the like in the description and in the claims, are not used for any order, quantity, or importance, but are used for distinguishing between different elements. Likewise, the terms "a" or "an" and the like do not denote a limitation of quantity, but rather denote the presence of an entity. "plurality" or "plurality" means two or more. Unless otherwise indicated, the terms "front," "rear," "lower," and/or "upper" and the like are merely for convenience of description and are not limited to one location or one spatial orientation. The word "comprising" or "comprises", and the like, means that elements or items appearing before "comprising" or "comprising" are encompassed by the element or item recited after "comprising" or "comprising" and equivalents thereof, and that other elements or items are not excluded. The terms "connected" or "connected," and the like, are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect.
The terminology used in the description presented herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. As used in this specification and the appended claims, the singular forms "a," "an," and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It should also be understood that the term "and/or" as used herein refers to and encompasses any or all possible combinations of one or more of the associated listed items.
Next, embodiments of the present specification will be described in detail.
Referring to fig. 1 and 2, the present application provides an automotive suspension assembly, comprising: an automobile body 10, an adjustable control arm 20 and wheels 30. The adjustable control arm 20 includes a control arm body 21, a first bushing 22 and a control arm length adjusting structure 23 disposed at two ends of the control arm body 21. The first bush 22 is connected to the vehicle body 10, and the adjustable control arm 20 is rotatable about the vehicle body 10 via the first bush 22. The control arm length adjusting structure 23 includes an eccentric shaft 231 and an eccentric seat 232, and the eccentric shaft 231 is connected to the adjustable control arm 20 and the wheel 30 and is movable within the eccentric seat 232.
The adjustable control arm 20 is connected to the wheel 30 via a control arm length adjustment structure 23: the eccentric seat 232 is arranged at one end of the control arm main body 21 close to the wheel 30; one end of the eccentric shaft 231 is connected with the eccentric seat 232, and the other end is connected with the wheel 30; the wheel 30 is connected to the adjustable control arm 20 by means of an eccentric shaft 231.
The number of the adjustable control arms 20 is two, and the adjustable control arms are respectively arranged at two sides of the automobile body 10. The adjustable control arm 20 may be connected to an upper portion of the wheel 30 (as shown in fig. 1) or may be connected to a lower portion of the wheel 30 (not shown).
As shown in fig. 1, the adjustable control arm 20 is connected to the upper part of the wheel 30, when the eccentric shaft 231 moves in a direction approaching the wheel 30, the relative distance between the wheel 30 and the car body 10 increases, the upper part of the wheel 30 rotates in a direction away from the car body 10, and at this time, the wheel 30 forms a positive camber angle inclined outward; when the eccentric shaft 231 moves in a direction away from the wheel 30, the relative distance of the wheel 30 from the vehicle body 10 decreases, and the upper portion of the wheel 30 rotates in a direction toward the vehicle body 10, at which time the wheel 30 forms a negative camber angle that is inclined inward. Thus, the wheel 30 can adjust the magnitude of the camber angle by controlling the arm length adjustment structure 23.
According to another embodiment of the present application, as shown in FIG. 3, the automotive suspension assembly in this embodiment further includes a stationary control arm 40. The fixed control arm 40 includes fixed control arm bushings 41 provided at both ends of the fixed control arm 40. The fixed control arm bushing 41 includes a second bushing 411 that connects to the vehicle body 10 and a third bushing 412 that connects to the wheel 30.
The number of the adjustable control arms 20 and the fixed control arms 40 is two, and the adjustable control arms and the fixed control arms are paired to form two combinations. The two combinations are provided on both sides of the vehicle body 10, respectively. Thus, there are various combinations of adjustable control arm 20 and fixed control arm 40. For example, the adjustable control arms 20 and the fixed control arms 40 may be arranged in the same group or in different groups. It should be understood that the same group of the adjustable control arm 20 and the fixed control arm 40 means that one adjustable control arm 20 and one fixed control arm 40 are paired to form one combination; the different sets of the adjustable control arms 20 and the fixed control arms 40 means that two adjustable control arms 20 are paired to form one combination, and two fixed control arms 40 are paired to form another combination.
As shown in fig. 3, the adjustable control arm 20 and the fixed control arm 40 are disposed in the same group, i.e. the two sides of the vehicle body 10 are a group of combinations of the adjustable control arm 20 and the fixed control arm 40. The fixed control arm 40 is disposed below the adjustable control arm 20, and the fixed control arm 40 has a length greater than the adjustable control arm 20. At this time, the adjustable control arm 20 is connected to the upper portion of the wheel 30, the fixed control arm 40 is connected to the lower portion of the wheel 30, the lower portion of the wheel 30 is fixed, and the upper portion can be rotated outwards or inwards along with the length of the adjustable control arm 20, so as to adjust the camber angle of the wheel 30.
In other embodiments, the adjustable control arm 20 and the fixed control arm 40 are disposed in the same group, and in this case, the two sides of the vehicle body 10 are a combination of the adjustable control arm 20 and the fixed control arm 40. The fixed control arm 40 may be disposed above the adjustable control arm 20, the fixed control arm 40 having a length less than the adjustable control arm 20. At this time, the adjustable control arm 20 is connected to the lower part of the wheel 30, the fixed control arm 40 is connected to the upper part of the wheel 30, the upper part of the wheel 30 is fixed, and the lower part can be rotated outwards or inwards along with the length of the adjustable control arm 20, so as to adjust the camber angle of the wheel 30.
Alternatively, the adjustable control arms 20 are arranged in different groups from the fixed control arms 40, i.e. two adjustable control arms 20 are arranged on one side of the vehicle body 10 and two fixed control arms 40 are arranged on the other side. At this time, only the wheel 30 connected to the adjustable control arm 20 can adjust the camber angle, and the wheel 30 connected to the fixed control arm 40 cannot adjust the camber angle.
In another embodiment: two adjustable control arms 20 are provided on each side of the vehicle body 10, and the vehicle suspension assembly no longer includes a fixed control arm 40. Two adjustable control arms 20 provided at both sides of the vehicle body 10 are respectively connected to upper and lower portions of the wheels 30, and the wheels 30 can adjust the camber angle of the wheels 30 by upper or lower portions or both upper and lower portions in cooperation.
The present application provides an automotive suspension assembly further comprising a knuckle 50. As shown in fig. 4 and 5, the knuckle 50 is connected to two control arms and wheels 30 provided on both sides of the vehicle body 10.
For the embodiment, the adjustable control arm 20 is disposed on the same side as the fixed control arm 40, and the adjustable control arm 20 is disposed above the fixed control arm 40, and the knuckle 50 connects the wheel 30, the adjustable control arm 20 and the fixed control arm 40. Knuckle 50 includes a knuckle upper portion 51, a knuckle middle portion 52, and a knuckle lower portion 53. The knuckle middle section 52 is connected to the wheel 30, the knuckle upper section 51 is connected to the adjustable control arm 20, and the knuckle lower section 53 is connected to the fixed control arm 40.
In various embodiments, when the up and down positions of the adjustable control arm 20 and the fixed control arm 40 are exchanged, the connection relationship between the upper knuckle portion 51 and the lower knuckle portion 53 can be adjusted accordingly, such that the middle knuckle portion 52 is connected to the wheel 30, the upper knuckle portion 51 is connected to the fixed control arm 40, and the lower knuckle portion 53 is connected to the adjustable control arm 20.
When the automobile body suspension assembly is provided with the knuckle 50, the camber angle adjustment process of the wheel 30 is as follows: as shown in fig. 6, the adjustable control arm 20 is reduced in length by the control arm length adjustment structure 23, at which time the knuckle 50 is turned from an initial ground-perpendicular state (shown by a broken line) to a state of being rotated toward the vehicle body 10 by an angle (shown by a solid line) that is related to the reduced length of the adjustable control arm 20, and the wheel 30 is connected to the knuckle middle 52, so that the wheel 30 is rotated as the knuckle 50 is rotated, and the wheel 30 forms a negative camber angle that is inclined inward.
The application provides an automotive suspension assembly further comprising a control assembly (not shown), wherein the control assembly comprises an electronic controller and a sensor. The sensor acquires the automobile driving information and controls the electronic controller to adjust the length of the control arm according to preset conditions. The vehicle travel information includes vehicle speed information and turning information. The preset conditions comprise that the automobile is in a constant speed state, a high speed state, a low speed state and a bending state.
The constant speed state includes the vehicle speed being 20km/h to 80km/h, and the low speed state includes the vehicle speed being less than 20km/h, at which time it is unnecessary to change the camber angle so that the vehicle runs smoothly.
The high speed state includes a vehicle speed greater than 80km/h, and when the vehicle is in the high speed state, the electronic controller manipulates the control arm length adjusting structure 23 to adjust the length of the adjustable control arm 20 so as to increase the camber angle of the wheels 30, so that the center of gravity of the whole vehicle body is lowered, and the vehicle can still keep stable under high speed running.
The in-turn state includes the car being in a left or right turn state. When the automobile is in a bending state, the electronic controller controls the control arm length adjusting structure 23 to adjust the length of the adjustable control arm 20 so as to adjust the camber angle inclination direction of the wheel 30 according to the bending direction, so that larger ground grabbing force is obtained when the automobile is bent, and the automobile is ensured to be capable of being bent smoothly under high-speed running.
The application also provides an automobile, which comprises the automobile suspension assembly.
Compared with the prior art, the automobile suspension assembly provided by the application can utilize the movement of the eccentric shaft 231 to adjust the effective length of the adjustable control arm 20 by arranging the control arm length adjusting structure 23, so that the camber angle of the wheel 30 connected with the adjustable control arm 20 can be dynamically adjusted according to the running speed of the automobile, and the camber angle is increased when the automobile runs at a high speed, and the running of the automobile is more stable; the camber angle of the vehicle returns to the original state at a constant speed and a low speed, and the wear of the wheels 30 is reduced.
Other embodiments of the present description will be apparent to those skilled in the art from consideration of the specification and practice of the application disclosed herein. This specification is intended to cover any variations, uses, or adaptations of the specification following, in general, the principles of the specification and including such departures from the present disclosure as come within known or customary practice within the art to which the specification pertains. It is intended that the specification and examples be considered as exemplary only, with a true scope and spirit of the specification being indicated by the following claims.
It is to be understood that the present description is not limited to the precise arrangements and instrumentalities shown in the drawings, which have been described above, and that various modifications and changes may be made without departing from the scope thereof. The scope of the present description is limited only by the appended claims.
The foregoing description of the preferred embodiments is provided for the purpose of illustration only, and is not intended to limit the scope of the disclosure, since any modifications, equivalents, improvements, etc. that fall within the spirit and principles of the disclosure are intended to be included within the scope of the disclosure.
Claims (10)
1. An automotive suspension assembly comprising: an automobile body, an adjustable control arm and wheels; the adjustable control arm comprises a control arm main body, a first bushing and a control arm length adjusting structure, wherein the first bushing and the control arm length adjusting structure are arranged at two ends of the control arm main body; the first bushing is connected with the automobile body, and the adjustable control arm can rotate around the automobile body through the first bushing; the control arm length adjusting structure comprises an eccentric shaft and an eccentric seat, and the eccentric shaft is connected with the adjustable control arm and the wheel and can move in the eccentric seat.
2. The automotive suspension assembly of claim 1 further comprising a fixed control arm including fixed control arm bushings disposed at both ends of the fixed control arm; the fixed control arm bushing includes a second bushing coupled to the body of the vehicle and a third bushing coupled to the wheel.
3. The automotive suspension assembly of claim 2 in which the number of the adjustable control arms and the fixed control arms are two and paired one by one to form two combinations; the two combinations are respectively arranged on two sides of the automobile body.
4. The automotive suspension assembly of claim 3 in which the adjustable control arms and the fixed control arms are arranged in a common set, the fixed control arms being disposed below the adjustable control arms, the fixed control arms being longer than the adjustable control arms.
5. The automotive suspension assembly of claim 3 in which the adjustable control arms and the fixed control arms are arranged in a common set, the fixed control arms being disposed above the adjustable control arms, the fixed control arms having a length less than the adjustable control arms.
6. The automotive suspension assembly of claim 1 in which two of said adjustable control arms are provided on each side of said automotive body.
7. The automotive suspension assembly of claim 4 further comprising a knuckle disposed between the adjustable control arm and the fixed control arm, the knuckle connecting the wheel, the adjustable control arm and the fixed control arm.
8. The automotive suspension assembly of claim 7 in which the knuckle includes a knuckle upper portion, a knuckle middle portion, and a knuckle lower portion; the middle part of the steering knuckle is connected with the wheels, the upper part of the steering knuckle is connected with the adjustable control arm, and the lower part of the steering knuckle is connected with the fixed control arm.
9. The automotive suspension assembly of claim 1 further comprising a control assembly including an electronic controller and a sensor; the sensor acquires automobile driving information and controls the electronic controller to adjust the length of the control arm according to preset conditions; the automobile driving information comprises automobile speed information and turning information; the preset conditions comprise that the automobile is in a constant speed state, a high speed state, a low speed state and a bending state.
10. An automobile comprising an automotive suspension assembly as claimed in any one of claims 1 to 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310856810.6A CN116968812A (en) | 2023-07-12 | 2023-07-12 | Automobile suspension assembly and automobile |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310856810.6A CN116968812A (en) | 2023-07-12 | 2023-07-12 | Automobile suspension assembly and automobile |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN116968812A true CN116968812A (en) | 2023-10-31 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202310856810.6A Pending CN116968812A (en) | 2023-07-12 | 2023-07-12 | Automobile suspension assembly and automobile |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN116968812A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN117565975A (en) * | 2024-01-17 | 2024-02-20 | 中国第一汽车股份有限公司 | Method and system for adjusting vehicle back tilt angle, electronic equipment and storage medium |
-
2023
- 2023-07-12 CN CN202310856810.6A patent/CN116968812A/en active Pending
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN117565975A (en) * | 2024-01-17 | 2024-02-20 | 中国第一汽车股份有限公司 | Method and system for adjusting vehicle back tilt angle, electronic equipment and storage medium |
| CN117565975B (en) * | 2024-01-17 | 2024-04-16 | 中国第一汽车股份有限公司 | Method and system for adjusting vehicle back tilt angle, electronic equipment and storage medium |
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