TW201716260A - Adjustable length vehicle chassis - Google Patents

Abstract

A adjustable vehicle chassis, which comprises a frame system and a suspension system. The suspension system includes: a pair of adjustable front and rear suspension, front and rear the shock absorber. The front wheel suspension are respectively provided with an upper control arm, control arm and front shock absorber. Upper and lower control arms are positioned between the frame and the steering knuckle arm. Front shock absorber of the locking point rod system with pivot connected on the upper control arm and front shock absorber of the locking point rod system with pivot design in one of a slide lock point, and the front shock absorber through the slide rail fixed on the frame of a vertical rod, the slide rail and the vertical rod can slide relatively, to change the lock point height of the front shock absorber.

Description

Adjustable vehicle chassis

The present invention relates to an adjustable vehicle chassis device, and more particularly to changing a camber angle and a center of gravity of a vehicle by changing a locking point of the suspension system and the wheel or a suspension and a frame locking position of the wheel. The center height of the roll.

At present, the four-wheel positioning of the vehicle modification or the original vehicle assembly must be judged by a special testing instrument to determine the difference between the four angles of the various angles and the original design or the factory ridge adjustment value, and then the calibration is corrected with the special parts or tools. Design or factory adjustment values are the same or within tolerance. Four-wheel alignment needs to design various angles of the four rims of the vehicle, and also to ensure the stability, safety and comfort of the vehicle. After four-wheel positioning, the vehicle can be prevented from drifting, drifting, side slipping, unstable steering, tire eccentric wear and increased wear of the suspension system.

The control arm structure used in existing vehicles is integrally forged from a steel plate by pressing or forging, and the control arm is lacking in versatility and adjustability, so when the upper edge of the wheel camber is inward or outward When there is a problem with the angle of inclination, that is, when adjusting the load of the vehicle, it is necessary to apply a force point to the center of the tire to eliminate the offset to reduce tire wear.

Viewed from the front of the vehicle, the angle (13, 13') of the tire tread center 11 (vehicle centerline) and the ground vertical line 12 is referred to as the camber angle, as shown in Figs. 1A and 1B. The functions of the camber angle are: (1) the wheel angle can be made vertical after the vehicle is loaded, (2) the weight of the vehicle is properly applied to the bearing and the finger shaft, and (3) the front axle knuckle is offset when the front axle is under load. Directed The tendency to lift up, offset the wear of the king's copper sleeve (or ball joint) or the hub bearing, and make the wheel have an inward tilting tendency. (4) With the arched road surface, the wheel can be kept perpendicular to the road surface, and the steering is light, (5) ) can reduce the trend of the front wheel forward exhibition, (6) can reduce the road surface vibration transmission to the steering system and other functions. If the camber angle is poor, it will cause: (1) excessive wear on the hub bearing and the king pin (or ball joint), and (2) if the left and right inequality exceeds the specified (1/4 0), it will be biased toward one side. (3) Excessive wear of the tire: When the camber angle is too large, the outer side of the tire is easily worn, and when the camber angle is too small, the inner side of the tire is easily worn.

Again, as shown in Figure 1C. Viewed from the front of the car, the first two rounds of the centerline 14 (at the same height as the front axle), the front center distance 15 is shorter than the back center distance 16 and is referred to as the Toe-In. The functions of the toe are: (1) offsetting the tendency of the external roll caused by the camber angle, reducing the friction of the road surface of the tire, so that the first two wheels of the road can roll forward in parallel, and (2) the road with the arched road. (Note: The three elements of the vehicle with the arched road are: a. The rear wheel angle of the inner wheel is about 1/2° to the outer wheel, b. The camber angle of the inner wheel is about 1/4 of the outer wheel. °, c. increase the toe angle). If the toe angle correction is incorrect, it will cause the saw to be worn in a jagged shape (feather-like to the inside of the car), and the running vehicle has a problem such as drainage.

In addition, as shown in FIG. 1D. The instantaneous axis of the vehicle 17 as it rotates relative to the ground is referred to as the roll axis of the vehicle, which passes through the instantaneous center of rotation on the vertical cross-section of the left and right wheels of the vehicle. These two instantaneous centers are referred to as the roll center 18, the roll center. 18 The height from the ground is the height of the roll center. The lower the height of the roll center, the smaller the wheel load, the better the lateral stability of the tire, and the safer the turning, but the disadvantage is that the body roll is severe.

The purpose of this creation is to provide an outer control ball outer ball joint lock point that can be over-positioned to achieve a variable tilt angle.

In order to achieve the purpose of the above device, the technical means of the present invention is to provide a vehicle chassis device comprising a frame and a suspension system, the suspension system comprising: a pair of adjustable front wheel suspensions, each front wheel suspension separately An upper control arm, a lower control arm pivoted between the frame and the outer ball joint of the lower knuckle arm, and a front shock absorber coupled to the front wheel and the frame, the upper control arm having a pair of inner pivoting holes and an outer locking plate, the outer locking plate has a slot with a long axis parallel to the width direction of the vehicle, and a locking hole for providing two outer sides of the sliding slot, the inner pivoting hole being pivoted to the vehicle The outer lock plate is locked with a slider of the outer ball joint of the upper knuckle arm by the sliding slot.

In one embodiment, the suspension system further includes a pair of adjustable rear wheel suspensions, each of which has an upper control arm and an outer ball pivoted to the frame and the lower knuckle arm. a lower control arm of the joint and a rear shock absorber connected to the rear wheel and the rear frame, the upper control arm has a pair of inner pivot holes and an outer lock plate, the outer lock plate has a pair of face-to-face a sliding slot, wherein the long axis of the two sliding slots is parallel to the vehicle width direction, the inner pivoting hole is pivoted to the frame, and the outer locking plate is locked with the two sliding slots to pivotally connect the outer side of the upper knuckle arm The slider of the ball joint.

In one embodiment, the pair of front shock absorbers are locked to the front wheel suspension upper control arm, and the lower lock point members of the pair of front shock absorbers are respectively pivotally connected to the two upper control arms, Between the outer sides, the locking point of each pair of front shock absorbers is locked to a locking point of a sliding rail, and the front shock absorber is fixed to the frame through the sliding rail, the sliding rail and the sliding rail The frame can be relatively slid to change the height of the front suspension of the front shock absorber.

The characteristics of this creation include at least: 1. The camber angle can be adjusted according to the driver's needs to change the tire wear and camber thrust. 2. Wheel positioning changes due to welding errors, adjusted to design values by this creation, in order to eliminate tire offset and reduce tire wear. 3. Can change the lock of the shock absorber The height of the point reaches the variable height of the vehicle to change the center of gravity of the vehicle and the height of the center of the roll.

10‧‧‧ tires

11‧‧‧ Tire tread tread center

12‧‧‧ lead vertical line

13,13’‧‧‧ angle

14‧‧‧ center line

15,16‧‧‧ distance

17‧‧‧ car body

18‧‧‧Left Center

20‧‧‧Vehicle chassis unit

30‧‧‧ frame

40‧‧‧suspension system

41‧‧‧ Front wheel suspension

411‧‧‧Upper control arm

4111‧‧‧Pivot hole

4112‧‧‧Lock plate

41121‧‧‧Long axis

41122‧‧‧Chute

41123‧‧‧Keyhole

41124‧‧‧ Slider

412‧‧‧ lower control arm

413‧‧‧ front shock absorber

4131‧‧‧Lock point bar

4132‧‧‧Unlocking lever

42‧‧‧ Rear wheel suspension

421‧‧‧Upper control arm

4211‧‧‧Pivot hole

4212‧‧‧ lock plate

42121‧‧‧Chute

421211‧‧‧ long axis

421212‧‧‧ Slider

422‧‧‧ lower control arm

423‧‧‧ rear shock absorber

50‧‧‧Slide rails

501‧‧‧ lock points

51‧‧‧straight pole

A‧‧‧knuckle arm

A1‧‧‧Upper knuckle arm

A2‧‧‧ Lower knuckle arm

B1, B1’‧‧‧ outside ball joint

F‧‧‧wheel frame

W‧‧‧Car width direction

1A is a front side view of a positive camber angle of a wheel of the prior art; FIG. 1B is a front side view of a negative camber angle of a wheel of the prior art; FIG. 1C is a top plan view of a toe angle of a wheel of the prior art; FIG. 2 is a perspective view of a vehicle front view of a vehicle chassis device of the present invention; FIG. 3 is a perspective view of a shock absorber lock position of an embodiment of the vehicle chassis device of the present invention. Adjust the schematic of the lock point.

4 is a perspective view of the upper control arm of the front suspension of the vehicle chassis device of the present invention; FIG. 5 is a schematic view showing the position of the control arm adjusting the slider of FIG. 4; FIG. 6 is a view corresponding to the creation of the present invention; 4 is a schematic view of the control arm adjusting the inclination angle of the tire above the slider position of FIG. 4; FIG. 7 is a schematic diagram showing the tilt angle of the control arm adjusting the tire corresponding to the slider position of FIG. 5; FIG. A perspective view of a vehicle rear view of an embodiment of a vehicle undercarriage device; FIG. 9 is a perspective view of an upper control arm of a rear suspension of an embodiment of the inventive vehicle undercarriage device.

The present invention is described in detail below with reference to the drawings, and the drawings are simplified schematic diagrams, and the basic structure of the present invention is only illustrated in a schematic manner, and therefore only the components related to the present creation are indicated in the drawings. And the components shown are not in the number, shape, or The size ratio and the like are drawn, and the actual size of the specification is a selective design, and the component layout form may be more complicated. In addition, the upper, lower, left, right, front, and rear directions mentioned in this creation are described in the corresponding direction of the position of the driver of the vehicle.

First, please refer to Figure 2, Figure 3 and Figure 4. The adjustable vehicle chassis device 20 of the present embodiment includes a frame 30 and a suspension system 40 (of course, the so-called vehicle chassis generally includes other systems such as a steering system, a power system, a brake system, etc., but these The system does not change in this creation, and therefore is not mentioned), and the suspension system 40 includes a pair of front wheel suspensions 41, each front wheel suspension 41 having an upper control arm 411, a lower control arm 412 and a front shock absorber 413, as shown in FIG. 3, the upper end of the upper control arm 411 and the lower control arm 412 are respectively pivotally connected to the knuckle arm A of a wheel frame F, and the upper control arm 411 and the lower control arm 412 are opposite to the An inner side end of the outer end is respectively connected to the frame 30, and a lower locking point member 4132 of the front shock absorber 413 is pivotally connected to the upper control arm 411, and the locking point member 4131 of the front shock absorber 413 is attached. It is pivotally disposed on a locking point 501 of a sliding rail 50, and the front shock absorber 413 is fixed to the vertical pole 51 of the frame 30 through the sliding rail 50, and the sliding rail 50 and the vertical pole 51 can be Relative sliding to change the height of the position of the locking point of the front shock absorber 413 (ie, the vertical direction - the relative direction of the vehicle height direction) Movable, to change the front suspension point height lock 413), vertical adjustment of stroke range of the slide rail 50 may be positive, negative 10mm range. Further, the lower locking point members 4132 of the front shock absorber 413 are respectively pivotally connected between the pivot hole 4111 of the upper control arm 411 and the lock plate 4112.

As shown in FIG. 4, the upper control arm 411 has a pair of inner side (ie, close to the vehicle body) and a lock plate 4112 on the outer side (ie, near the tire). The outer lock plate 4112 has a sliding slot 41122. The long axis 41121 of the sliding slot 41122 is parallel to the vehicle width direction W), and the locking hole 41123 is disposed on the outer side of the sliding slot 41122. The pivoting hole 4111 is pivotally mounted on the frame 30. The outer locking plate 4112 The chute 41122 is pivotally connected to the outer ball joint B1 of the upper knuckle arm A1.

Please refer to FIG. 4, FIG. 5, FIG. 6, and FIG. In one embodiment, the knuckle arm A1 disposed on the wheel frame F of the tire has an outer ball joint B1 that is locked to the upper control arm 411 of the front wheel suspension 41 by a slider 41124. Among the chutes 41122 of the 4112, the locked position of the slider 41124 can be adjusted forward and backward along the stroke of the long axis 41121 of the chute 41122, so that the upper knuckle arm A1 is side of the wheel frame F. Pulling or pushing the tire to change the angle formed by the tire and the lead weight line to change the camber angle, and specifically, the adjustment stroke of the chute 41122 (long axis 41121 direction) is positive and negative 5 mm In the range of the camber angle, the adjustment angle of the camber angle is 3.92°, and the camber angle variable range is plus or minus 1.5 degrees. In the front wheel suspension 41, the position of the outer ball joint B1 of the upper control arm 411 of the front wheel suspension 41 is moved. The adjustment data of the positioning angle change is shown in Table 1.

Please refer to Figure 8 and Figure 9. In this embodiment, the suspension system 40 further includes a pair of adjustable rear wheel suspensions 42, each of which has an upper control arm 421 and a pivoting a lower control arm 422 of the outer ball joint B1' of the frame 30 and the lower knuckle arm A2, and a rear shock absorber 423 coupled to the rear wheel suspension 42 and the frame 30, the upper control arm 421 has a pair of inner side (near the center of the vehicle) pivoting hole 4211 and an outer side (near the vehicle tire) locking plate 4212, the locking plate 4212 has a pair of face-to-face sliding grooves 42121, and the long axis 421211 of the two sliding grooves 42121 is parallel to In the vehicle width direction W, the inner pivot hole 4211 is pivotally mounted on the frame 30, and the outer lock plate 4212 is locked by the two sliding slots 42121 to the outer ball joint B1' pivotally connected to the lower knuckle arm A2. Slider 421212.

As described above, the upper knuckle arm A1 disposed on the wheel frame F of the tire has the outer ball joint B1 of the knuckle arm A1 passing through the slider 421212 and being locked by the screw to lock the lock on the upper control arm 421. In the sliding slot 42121 of the plate 4212, the position at which the slider 421212 is locked can be adjusted along the stroke of the sliding slot 42121 (long axis 421211 direction), so that the upper knuckle arm A1 is pulled or pushed by the side of the wheel frame F. In the tire, the angle formed by the tire and the lead weight line is changed to change the camber angle, and when the long axis 421211 of the chute 42121 is in the positive and negative 5 mm adjustment stroke, the adjustment angle of the camber angle is 3.92°, and During the adjustment of the wheel suspension 42, the toe angle changes by 0° due to the movement characteristics of the rear wheel suspension mechanism, and the rear wheel suspension 42 changes by the positioning angle of the position of the outer ball joint B1' of the lower control arm A2. The adjustment data is shown in Table 2:

In summary, it is merely described that the present invention is a preferred embodiment or embodiment of the technical means for solving the problem, and is not intended to limit the scope of implementation of the present patent. Any change or modification that is consistent with the scope of the patent application scope of this creation or the scope of the patent creation is covered by the scope of the creation patent.

30‧‧‧ frame

41‧‧‧ Front wheel suspension

411‧‧‧Upper control arm

4111‧‧‧Pivot hole

412‧‧‧ lower control arm

413‧‧‧ front shock absorber

4131‧‧‧Lock point bar

4132‧‧‧Unlocking lever

50‧‧‧Slide rails

501‧‧‧ lock points

51‧‧‧straight pole

Claims (7)

An adjustable vehicle chassis device includes a frame and a suspension system, the suspension system comprising: a pair of front wheel suspensions, each front wheel suspension having an upper control arm, a lower control arm and a front shock absorber The upper control arm and the outer end of the lower control arm are respectively pivotally connected to the knuckle arm of the wheel frame, and the upper control arm and an inner end of the lower control arm opposite to the outer end are respectively connected to the frame. The lower locking point member of the front shock absorber is pivotally connected to the upper control arm, and the locking point member of the front shock absorber is pivotally disposed on a locking point of a sliding rail, and the front suspension is The device is fixed to the vertical pole of the frame through the sliding rail, and the sliding rail and the vertical pole can be relatively slid to change the height of the locking point of the front shock absorber. The adjustable vehicle chassis device of claim 1, wherein the pair of front wheels are suspended by an adjustable front wheel suspension, the upper control arm having a pair of inner pivot holes and an outer lock plate, the outer side The lock plate has a sliding slot with a long axis parallel to the width direction of the vehicle, and a locking hole for providing two outer sides of the sliding slot. The inner pivoting hole is pivoted to the frame, and the outer locking plate is locked with the sliding slot. A slider attached to the outer ball joint of the upper knuckle arm. The adjustable vehicle chassis device according to claim 2, wherein the outer ball joint of the upper knuckle arm is locked in a sliding groove of the outer side lock plate of the front wheel suspension upper control arm, and the locked position thereof The stroke of the long axis of the chute can be adjusted to change the camber angle, and the adjustment stroke of the long axis of the chute is in the range of ±5 mm, the adjustment angle of the camber angle is 3.92°, and the camber angle is variable. The range is ±1.5°. The adjustable vehicle chassis device according to claim 2, wherein the suspension system further comprises a pair of adjustable rear wheel suspensions, each of the rear wheel suspensions respectively having an upper control arm and a pivoting a lower control arm of the outer ball joint of the frame and the lower knuckle arm and a rear axle connected thereto Suspending the rear shock absorber of the frame, the upper control arm has a pair of inner pivot holes and an outer lock plate, the lock plate has a pair of face-to-face sliding grooves, and the long axes of the two sliding grooves Parallel to the width direction of the vehicle, the inner pivot hole is pivoted to the frame, and the outer lock plate is locked with a slider pivotally connected to the outer ball joint of the upper knuckle arm by the two sliding slots. The adjustable vehicle chassis device of claim 4, wherein the outer ball joint of the upper knuckle arm suspended by the rear wheel is locked in a sliding slot of the outer side lock plate of the upper control arm, The locked position can be adjusted along the stroke of the long axis of the chute to change the camber angle thereof, and the adjustment stroke of the long axis of the chute is in the range of ±5 mm, and the adjustment angle of the camber angle is 3.92°, and During the wheel suspension adjustment, the toe angle changes to 0°. The adjustable vehicle chassis device according to claim 1, wherein the pair of front shock absorber lower locking lever members are respectively pivotally connected between the inner and outer sides of the two upper control arms. The adjustable vehicle chassis device according to claim 1, wherein the adjustment range of the slide rail is ±10 mm.