CN114393967A - Suspension assembly and automobile - Google Patents
Suspension assembly and automobile Download PDFInfo
- Publication number
- CN114393967A CN114393967A CN202210095074.2A CN202210095074A CN114393967A CN 114393967 A CN114393967 A CN 114393967A CN 202210095074 A CN202210095074 A CN 202210095074A CN 114393967 A CN114393967 A CN 114393967A
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- Prior art keywords
- connecting rod
- fixedly connected
- shock absorber
- automobile body
- strip
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- 239000000725 suspension Substances 0.000 title claims abstract description 46
- 230000035939 shock Effects 0.000 claims abstract description 51
- 239000006096 absorbing agent Substances 0.000 claims abstract description 49
- 230000008261 resistance mechanism Effects 0.000 claims abstract description 46
- 210000001503 joint Anatomy 0.000 claims description 8
- 230000000712 assembly Effects 0.000 abstract 1
- 238000000429 assembly Methods 0.000 abstract 1
- 125000006850 spacer group Chemical group 0.000 description 5
- 238000003466 welding Methods 0.000 description 4
- 230000008859 change Effects 0.000 description 3
- 230000000694 effects Effects 0.000 description 3
- 238000004519 manufacturing process Methods 0.000 description 3
- 230000003139 buffering effect Effects 0.000 description 2
- 239000012212 insulator Substances 0.000 description 2
- 239000000463 material Substances 0.000 description 2
- 230000032683 aging Effects 0.000 description 1
- 238000005266 casting Methods 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 238000003754 machining Methods 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000037081 physical activity Effects 0.000 description 1
- 239000004033 plastic Substances 0.000 description 1
- 230000008569 process Effects 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
Images
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G15/00—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type
- B60G15/02—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring
- B60G15/06—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring and fluid damper
- B60G15/062—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring and fluid damper the spring being arranged around the damper
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G3/00—Resilient suspensions for a single wheel
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
The invention provides a suspension assembly and an automobile, and relates to the technical field of automobiles. Wherein, suspension subassembly includes: the shock absorber comprises a shock absorber component, a plurality of connecting rods, a resistance mechanism and a plurality of strip-shaped holes formed in an automobile body; the lower end of the shock absorber component is fixedly connected with the steering knuckle, and the upper end of the shock absorber component is respectively fixedly connected with the connecting ends of the connecting rods; the free end of the connecting rod is movably connected with the automobile body; the strip-shaped holes are used for the connecting rods to pass through, and the central lines of any two strip-shaped holes are arranged in parallel at intervals; one part of the resistance mechanism is arranged on the automobile body, and the other part of the resistance mechanism is arranged on one connecting rod; after the connecting rod is adjusted to the target position along the length direction of the strip-shaped hole, the resistance mechanism can prevent the connecting rod from moving to the initial position. The automobile includes: suspension assemblies, knuckles, and automotive bodies; the automobile body is connected with the steering knuckle through the suspension assembly. The arrangement of the strip-shaped holes enables the camber angle of the wheel to be adjusted.
Description
Technical Field
The invention relates to a suspension assembly and an automobile, and belongs to the technical field of automobiles.
Background
The automobile suspension is installed between the frame and the wheel of the automobile, wherein the automobile suspension is used for transmitting force and torsion acting between the wheel and the frame and buffering impact force transmitted to the frame or the automobile body from an uneven road surface.
In the related art, the macpherson type independent suspension includes a shock absorber, a coil spring, an upper bracket, and a plurality of fastening bolts; the shock absorber comprises a cylinder barrel and a piston rod, wherein one end of the piston rod is arranged in the cylinder barrel in a sliding mode, and the cylinder barrel is fixedly connected with the steering knuckle; the spiral spring is sleeved on the shock absorber, and two ends of the spiral spring are respectively and fixedly connected with the piston rod and the cylinder barrel; the upper support is sleeved on the piston rod and is fixedly connected with the piston rod, a plurality of fastening holes for fastening bolts to penetrate through are formed in the upper support, all the fastening holes are not in the same straight line, and the upper support is fixedly connected with an automobile body through the fastening bolts.
However, after a certain period of operation, the mcpherson independent suspension causes a deviation in camber angle.
Disclosure of Invention
The invention provides a suspension assembly and an automobile, and solves the problem that in the prior art, after a Macpherson type independent suspension works for a period of time, the camber angle of a wheel can be deviated.
The invention provides a suspension assembly, which comprises a shock absorber assembly, a plurality of connecting rods, a resistance mechanism and a plurality of strip-shaped holes arranged on an automobile body, wherein the shock absorber assembly comprises a shock absorber body and a plurality of connecting rods;
the lower end of the shock absorber component is used for being fixedly connected with a steering knuckle, and the upper end of the shock absorber component is respectively fixedly connected with the connecting ends of the connecting rods;
the free end of the connecting rod is movably connected with the automobile body;
the strip-shaped holes are used for the connecting rods to pass through, and the central lines of any two strip-shaped holes are parallel and arranged at intervals;
one part of the resistance mechanism is used for being installed on the automobile body, and the other part of the resistance mechanism is installed on one of the connecting rods; and along the length direction of the strip-shaped hole, after the connecting rod is adjusted to a target position, the resistance mechanism can prevent the connecting rod from moving towards an initial position.
Optionally, the resistance mechanism comprises a gear and a rack;
the gear is sleeved on the connecting rod and is fixedly connected with the connecting rod;
the rack is used for being fixedly connected with the automobile body and meshed with the gear;
the connecting end of the connecting rod sleeved with the gear is movably connected with the upper end of the shock absorber component.
Optionally, the rack comprises a plate-like portion and a plurality of tooth-like portions;
the plate-shaped part is used for being fixedly connected with the automobile body and is provided with a through hole for the connecting rod to pass through;
and a plurality of tooth-shaped parts are sequentially arranged on the side wall of the through hole along the length direction of the strip-shaped hole.
Optionally, a center line of the strip-shaped hole through which the connecting rod sleeved with the gear passes intersects with an axis of the shock absorber assembly.
Optionally, a clamping groove is arranged on the end surface of the free end of the connecting rod sleeved with the gear; and/or the presence of a gas in the gas,
the free end of the connecting rod sleeved with the gear is provided with two opposite adjusting gaps.
Optionally, the resistance mechanism comprises a first abutment, a second abutment and an elastic member;
the connecting end of the first abutting part is fixedly connected with the connecting rod, and the free end of the first abutting part is in contact with the free end face of the second abutting part;
the connecting end of the second abutting part is fixedly connected with the elastic part;
the central line direction of elastic component is perpendicular to the length direction in bar hole to the elastic component is installed on automobile body and is used for the drive the second butt joint piece with first butt joint piece butt joint, so that the connecting rod with the inner wall butt joint in bar hole.
Optionally, a contact surface of the first abutting piece in surface contact with the second abutting piece is a non-smooth surface; and/or the presence of a gas in the gas,
the contact surface of the second abutting piece in surface contact with the first abutting piece is a non-smooth surface.
Optionally, the first abutment comprises a first vertical portion and a first horizontal portion; two ends of the first vertical part are respectively and fixedly connected with the connecting rod and the first horizontal part; the first horizontal part is in surface contact with the second abutting part; and/or the presence of a gas in the gas,
the second abutting part is of a plate-shaped structure; and/or the presence of a gas in the gas,
the elastic part comprises a spring and a telescopic rod; two ends of the telescopic rod are respectively and fixedly connected with the automobile body and the second abutting part; the spring is sleeved on the telescopic rod, the connecting end of the spring is fixedly connected with the telescopic rod, and the free end of the spring is abutted against the second abutting piece.
Optionally, the damper assembly comprises a damper and an upper mount;
the shock absorber comprises a cylinder barrel and a piston rod;
the first end of the piston rod is slidably arranged in the cylinder barrel, and the cylinder barrel is used for being fixedly connected with a steering knuckle;
the upper support is sleeved on the second end of the piston rod and is in spherical hinge with the piston rod, and the upper support is respectively and fixedly connected with the connecting ends of the connecting rods.
The invention also provides an automobile which comprises a steering knuckle, an automobile body and the suspension assembly;
the steering knuckle is connected to the vehicle body via the suspension assembly.
The invention provides a suspension assembly and an automobile, comprising: the shock absorber comprises a shock absorber component, a plurality of connecting rods, a resistance mechanism and a plurality of strip-shaped holes formed in an automobile body; the lower end of the shock absorber component is used for being fixedly connected with the steering knuckle, and the upper end of the shock absorber component is respectively fixedly connected with the connecting ends of the connecting rods; the free end of the connecting rod is movably connected with the automobile body; the strip-shaped holes are used for the connecting rods to pass through, and the central lines of any two strip-shaped holes are arranged in parallel at intervals; one part of the resistance mechanism is used for being installed on the automobile body, and the other part of the resistance mechanism is installed on one connecting rod; after the connecting rod is adjusted to the target position along the length direction of the strip-shaped hole, the resistance mechanism can prevent the connecting rod from moving to the initial position. After the wheel camber angle produced the deviation, change the relation of connection of connecting rod and automobile body for the connecting rod can move for automobile body, thereby the connecting rod can remove in the bar downthehole, and then the connecting rod drives the length direction removal in shock absorber subassembly along the bar downthehole, and from this, the wheel camber angle can be adjusted to predetermined angle. After the connecting rod is adjusted to the target position, the resistance mechanism can prevent the connecting rod from moving to the initial position from the target position, so that the accuracy of adjusting the camber angle of the wheel can be improved, and the adjusting difficulty of the camber angle of the wheel can be reduced.
Drawings
The above and other objects, features and advantages of the embodiments of the present invention will become more readily understood by the following detailed description with reference to the accompanying drawings. Embodiments of the invention will now be described, by way of example and not limitation, in the accompanying drawings, in which:
FIG. 1 is a perspective view of a suspension assembly of an embodiment of the present invention;
FIG. 2 is a perspective view of a resistance mechanism according to an embodiment of the present invention;
FIG. 3 is a cross-sectional view of the resistance mechanism of FIG. 2;
FIG. 4 is a schematic structural view of another resistance mechanism of an embodiment of the present invention;
FIG. 5 is a partial perspective view of an embodiment of the present invention at an upper mount;
fig. 6 is a partial perspective view of a coil spring according to an embodiment of the present invention.
Reference numerals:
100-a damper assembly; 110-a shock absorber; 120-upper support; 130-a coil spring; 140-upper base plate; 150-lower sole plate; 160-rubber spacers;
200-a connecting rod; 210-adjusting the gap;
300-a resistance mechanism; 310-a gear;
320-a rack; 321-a plate-shaped portion; 322-a tooth-shaped part;
330-a first abutment; 331-a first upright; 332-a first level;
340-a second abutment;
350-an elastic member; 351-a spring; 352-a telescopic rod;
400-strip-shaped holes;
500-automotive body.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the invention and are not to be construed as limiting the invention.
In the description of the present invention, it is to be understood that the terms "length," "width," "thickness," "upper," "lower," "vertical," "horizontal," "top," "bottom," "inner," "outer," and the like are used in the orientations and positional relationships indicated in the drawings for the purpose of convenience and simplicity of description, and are not intended to indicate or imply that the referenced devices or elements must have a particular orientation, be constructed and operated in a particular orientation, and are therefore not to be considered limiting.
Furthermore, 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 at least one such feature. In the description of the present invention, "a plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.
In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can, for example, be fixedly connected, detachably connected, or integrally formed; they may be directly connected or indirectly connected through intervening media, or they may be connected internally or in any other suitable relationship, unless expressly stated otherwise. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.
In the present invention, unless otherwise expressly stated or limited, the first feature "on" or "under" the second feature may be directly contacting the first and second features or indirectly contacting the first and second features through an intermediate. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.
In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.
The automobile suspension is installed between the frame and the wheel of the automobile, wherein the automobile suspension is used for transmitting force and torsion acting between the wheel and the frame and buffering impact force transmitted to the frame or the automobile body from an uneven road surface.
In the related art, the macpherson type independent suspension includes a shock absorber, a coil spring, an upper bracket, and a plurality of fastening bolts; the shock absorber comprises a cylinder barrel and a piston rod, wherein one end of the piston rod is arranged in the cylinder barrel in a sliding mode, and the cylinder barrel is fixedly connected with the steering knuckle; the spiral spring is sleeved on the shock absorber, and two ends of the spiral spring are respectively and fixedly connected with the piston rod and the cylinder barrel; the upper support is sleeved on the piston rod and is fixedly connected with the piston rod, a plurality of fastening holes for fastening bolts to penetrate through are formed in the upper support, all the fastening holes are not in the same straight line, and the upper support is fixedly connected with an automobile body through the fastening bolts.
However, the mcpherson independent suspension works for a while, resulting in a deviation of the camber angle, which is an angle from the vertical plane.
Through careful analysis, the inventor of the present disclosure believes that the above problems occur mainly because the upper mounting point of the macpherson type independent suspension is directly connected to the vehicle body, the macpherson type independent suspension is in a working chamber, the upper mounting point bears forces and moments in all directions, and the working condition is very severe, so that the anti-roll and anti-nod capabilities of the macpherson type independent suspension are poor. In view of this, a rubber spacer is disposed at the upper mounting point to reduce the impact applied to the upper mounting point and ensure a large swing angle of motion of the macpherson type independent suspension. However, after the rubber shock insulator is used for a long time, the rubber shock insulator is easy to have defects of rubber aging, plastic deformation and the like, so that the camber angle of the wheel is deviated, and the problems of eccentric wear, deviation and the like of the tire are caused.
To the above-mentioned problem, the inventor of this disclosure sets up the bar hole on automobile body, and the length direction in bar hole is on a parallel with the width direction of car, and the bar hole is used for supplying fastening bolt to pass, consequently, after the wheel camber angle takes place the deviation, unscrews the nut of suit on fastening bolt for fastening bolt can be for automobile body activity, thereby fastening bolt can be at bar downthehole motion, and then fastening bolt drives the shock absorber and moves along the width direction of car, with the wheel camber angle adjustment as target angle. Because the shock absorber is sleeved with the spiral spring and the axis of the Macpherson type independent suspension is obliquely arranged, the spiral spring can apply acting force to the fastening screw, so that the fastening bolt moves towards the vertical central plane of the vehicle, the fastening screw deviates from a target position and moves towards an initial position, and the camber angle of the adjusted wheel still has deviation. In view of the above, the present disclosure provides a resistance mechanism at a connection between a suspension and a vehicle body, where the resistance mechanism applies a resistance to a fastening bolt, so that after the fastening bolt is adjusted to a target position or a nut on the fastening bolt is loosened, the resistance mechanism can prevent the fastening bolt from moving from the target position to an initial position or prevent the fastening bolt from moving, thereby ensuring that the position of the fastening bolt is not changed, so that the adjusted camber angle of the wheel meets the requirement.
Specifically, the present disclosure provides a suspension assembly comprising: the shock absorber comprises a shock absorber component, a plurality of connecting rods, a resistance mechanism and a plurality of strip-shaped holes formed in an automobile body; the lower end of the shock absorber component is fixedly connected with the steering knuckle, and the upper end of the shock absorber component is connected with the automobile body through a connecting rod, wherein the connecting rod penetrates through the strip-shaped hole; one part of the resistance mechanism is arranged on the automobile body, and the other part of the resistance mechanism is arranged on one connecting rod, so that after the connecting rod is adjusted to a target position, the connecting rod can be prevented from moving towards an initial position, further the fact that the camber angle of the adjusted wheel is not changed is ensured, and the accuracy of camber angle adjustment is improved.
The present invention will be described in detail with reference to specific embodiments.
Fig. 1 is a perspective view of a suspension assembly of the present embodiment.
As shown in fig. 1, the present embodiment provides a suspension assembly including a shock absorber assembly 100, a plurality of connecting rods 200, a resistance mechanism 300, and a plurality of bar-shaped holes 400 provided on an automobile body 500. The length direction of the strip-shaped hole 400 is parallel to the width direction of the automobile, so as to ensure that the camber angle of the wheel can be adjusted.
The lower end of the damper assembly 100 is used to be fastened to the knuckle, and the upper end of the damper assembly 100 is fastened to the connection ends of the plurality of connection rods 200, respectively.
The free end of the connecting rod 200 is used for movably connecting with the automobile body 500; the strip-shaped holes 400 are used for the connecting rod 200 to pass through and the central lines of any two strip-shaped holes 400 are arranged in parallel and at intervals.
One part of the resistance mechanism 300 is used for being mounted on the automobile body 500, and the other part of the resistance mechanism 300 is mounted on one of the connecting rods 200; after the connecting rod 200 is adjusted to the target position along the length direction of the bar-shaped hole 400, the resistance mechanism 300 can prevent the connecting rod 200 from moving to the initial position.
Referring to the arrow in fig. 1, the length direction of the bar-shaped hole 400 is parallel to the arrow direction in fig. 1, and the width direction of the automobile is also parallel to the arrow direction in fig. 1.
The connection end of the connection rod 200 can be fastened and connected to the upper end of the damper assembly 100 by snapping, abutting, or screwing, for example, the upper end of the damper assembly 100 is provided with a through hole for the connection rod 200 to pass through, and the connection end of the connection rod 200 is provided with a step surface abutting against the damper assembly 100, so that the connection rod 200 is fastened and connected to the damper assembly 100.
The free end of the connecting rod 200 may be movably connected with the car body 500 by means of a screw connection so that the position of the connecting rod 200 in the bar hole 400 may be adjusted, thereby adjusting the camber angle. For example, the free end of the connecting rod 200 is fitted with a fastening nut that is threadedly engaged with the connecting rod 200 such that the connecting rod 200 fastens the shock absorber assembly 100 to the automobile body 500.
In order to increase the contact area between the fastening nut and the member to be fastened, a washer may be fitted over the connection rod 200. The connection to be fastened may be, among other things, the vehicle body 500 or the resistance mechanism 300.
It should be noted that, after the damper assembly 100 is assembled with the vehicle body 500, the tip end surface of the damper assembly 100 is in surface contact with the vehicle body 500 and abuts against the vehicle body 500, so that the contact area of the upper mounting point of the macpherson type independent suspension is increased to increase the force applied to the upper mounting point.
The function of the bar-shaped hole 400 is to allow the connecting rod 200 to move in the width direction of the automobile, so that the shock absorber assembly 100 has an adjustment space, whereby the camber angle can be adjusted. The strip-shaped holes 400 may be waist-shaped holes or rectangular holes.
Due to the effect of the coil spring 130 of the shock absorber assembly 100, the connecting rod 200 can move towards the vertical central plane of the automobile, so that the position of the connecting rod 200 in the strip-shaped hole 400 can be changed, and through the effect of the resistance mechanism 300, when no acting force is artificially applied to the connecting rod 200, after the connecting rod 200 is adjusted to a target position, the resistance mechanism 300 can prevent the connecting rod 200 from moving from the target position to an initial position, so that the adjusted camber angle is kept unchanged, and the adjustment accuracy of the camber angle is improved and the adjustment difficulty of the camber angle is reduced. Here, the initial position refers to a position of the connecting rod 200 in the bar hole 400 after the fastening of the connecting rod 200 to the vehicle body 500 is released.
When the camber angle deviates, the fastening relationship of the connecting rod 200 to the vehicle body 500 is first released so that the connecting rod 200 can slide in the strip-shaped hole 400, then the connecting rod 200 is moved from the initial position to the target position so that the camber angle is a predetermined angle, and finally the connecting rod 200 is fastened to the vehicle body 500.
After the connection between the connecting rod 200 and the vehicle body 500 is released, the connecting rod 200 may be moved by a tool such as a ratchet wrench or a socket wrench, so as to change the position of the connecting rod 200.
FIG. 2 is a perspective view of a resistance mechanism of the present embodiment; fig. 3 is a cross-sectional view of the resistance mechanism of fig. 2.
As shown in fig. 2 and 3, in an alternative implementation, the resistance mechanism 300 includes a gear 310 and a rack 320.
Wherein, the gear 310 is sleeved on the connecting rod 200 and is tightly connected with the connecting rod 200, and the connecting end of the connecting rod 200 sleeved with the gear 310 is movably connected with the upper end of the shock absorber assembly 100; the rack 320 is used for being fixedly connected with the automobile body 500 and meshed with the gear 310. With the above arrangement, the resistance mechanism 300 can prevent the connecting rod 200 from moving from the target position to the initial position.
The rack 320 may be disposed on the inner side of the vehicle body 500 or the outer side of the vehicle body 500, for example, the rack 320 is disposed on the inner side of the vehicle body 500, in other words, the vehicle body 500 is located between the damper assembly and the rack 320, whereby the difficulty of assembling the rack 320 and the gear 310 may be reduced.
The connecting rod 200 having the gear 310 is movably connected to the damper assembly 100 in order to allow the connecting rod 200 to rotate about the rotation axis, so that the connecting rod 200 can move in the length direction of the bar-shaped hole 400 in the engagement relationship of the connecting rod 200 and the rack 320 to adjust the camber angle of the wheel.
When the camber angle of the wheel is adjusted, the fastening nut on the free end of the connecting rod 200 is firstly unscrewed, so that the connecting rod 200 is movably connected with the automobile body 500 and can slide in the bar-shaped hole 400, then the connecting rod 200 is rotated, so that the connecting rod 200 makes a reciprocating linear motion along the length direction of the bar-shaped hole 400, and the connecting rod 200 is adjusted to a target position, so that the current camber angle of the wheel is a target angle. Since the gear 310 and the rack 320 are always engaged with each other, the position of the connecting rod 200 is not changed regardless of whether the fastening relation between the connecting rod 200 and the vehicle body 500 is released or the connecting rod 200 is adjusted to the target position but the connecting rod 200 is movably connected to the vehicle body 500.
After the fastening relationship between the connecting rod 200 and the vehicle body 500 is released, a detaching tool such as a ratchet wrench or an allen wrench may be engaged with the free end of the connecting rod 200 on which the gear 310 is mounted, so as to drive the connecting rod 200 to rotate around the rotation axis, and the gear 310 moves along the length direction of the rack 320, thereby changing the position of the connecting rod 200.
It can be understood that, before the fastening relationship between the connecting rod 200 and the vehicle body 500 is released, a detaching tool can be engaged with the free end of the connecting rod 200, and during the process of releasing the fastening relationship between the connecting rod 200 and the vehicle body 500 and after the fastening relationship between the connecting rod 200 and the vehicle body 500 is released, the positional relationship of the detaching tool with respect to the connecting rod 200 on which the gear 310 is mounted is maintained, so that the connecting rod 200 can be prevented from moving toward the vertical center plane of the vehicle or from the target position toward the initial position.
Due to the engagement of the gear 310 and the rack 320, the difficulty of moving the connecting rod 200 in the length direction of the bar-shaped hole 400 is reduced and the accuracy of moving the connecting rod 200 to the target position is improved, so that the working time for adjusting the camber angle of the wheel is reduced and the positioning accuracy of the upper mounting point of the shock absorber assembly 100 and the vehicle body 500 can be reduced to reduce the manufacturing cost.
The gear 310 and the connecting rod 200 may be integrally constructed to improve the manufacturing efficiency of the gear 310 and the connecting rod 200, and for example, the connecting rod 200 and the gear 310 may be manufactured by casting or machining. Alternatively, a polygonal hole is provided on the gear 310, and the cross section of the portion of the connecting rod 200 that mates with the gear 310 is polygonal, so that the connecting rod 200 is snapped into the gear 310, and the connecting rod 200 is tightly connected with the gear 310.
The rack 320 may be fixedly coupled to the vehicle body 500 by welding or screwing.
Referring to fig. 2, the rack 320 optionally includes a plate-shaped portion 321 and a plurality of tooth-shaped portions 322.
Wherein, the plate-shaped portion 321 is used for fastening and connecting with the automobile body 500 and is provided with a through hole for the connecting rod 200 to pass through; a plurality of tooth portions 322 are sequentially provided on the side wall of the through-hole along the length direction of the bar-shaped hole 400. With the above arrangement, the rack 320 can be always engaged with the gear 310 to secure the position of the connecting rod 200.
The plate-shaped portion 321 may be fixedly connected to the automobile body 500 by welding.
The plate-shaped portion 321 may have a rectangular shape, a circular shape, or the like, and the specific shape of the plate-shaped portion 321 is not particularly limited herein. Illustratively, the plate-like portion 321 is a rectangular plate.
The cross section of the through hole is polygonal, for example, the through hole is a rectangular hole or a waist-shaped hole.
It should be noted that all the tooth-shaped portions 322 are disposed on the same side wall of the through hole.
The cross section of the tooth 322 is triangular, semicircular or semi-elliptical. The tooth 322 can be smoothly engaged with the gear 310 when it is semi-circular or semi-elliptical.
Referring to fig. 1, optionally, a center line of a bar-shaped hole 400 through which the connecting rod 200, in which the gear 310 is sleeved, passes intersects an axis of the damper assembly 100, so that the damper assembly 100 does not generate an eccentric motion when the connecting rod 200 rotates, and the damper assembly 100 can move along a length direction of the bar-shaped hole 400, and at the same time, it is convenient to rotate the connecting rod 200 to drive the damper assembly 100 to move.
Optionally, a clamping groove is arranged on the end surface of the free end of the connecting rod 200 sleeved with the gear 310; alternatively, the cross section of the free end of the connecting rod 200, on which the gear 310 is mounted, is polygonal.
The cross section of the clamping groove is polygonal, for example, the cross section of the clamping groove is regular hexagon, so that the clamping groove is clamped with the hexagon socket wrench, the rotation of the connecting rod 200 sleeved with the gear 310 is controllable, and the connecting rod 200 can be prevented from moving towards the vertical central plane of the automobile.
Referring to fig. 2, the free end of the connecting rod 200, which is sleeved with the gear 310, is optionally provided with two opposite adjustment notches 210, thereby facilitating the control of the rotation of the connecting rod 200.
When adjusting the camber angle of the wheel, a clamping wrench may be used to clamp the two oppositely disposed adjustment notches 210 to drive the connecting rod 200 to rotate.
Fig. 4 is a schematic structural view of another resistance mechanism of the present embodiment.
Referring to fig. 4, in another alternative implementation, the resistance mechanism 300 includes a first abutment 330, a second abutment 340, and an elastic member 350.
Wherein, the connecting end of the first abutting piece 330 is fastened and connected with the connecting rod 200, and the free end of the first abutting piece 330 is contacted with the free end surface of the second abutting piece 340; the connecting end of the second abutting member 340 is tightly connected with the elastic member 350.
The center line direction of the elastic member 350 is perpendicular to the length direction of the bar-shaped hole 400, and the elastic member 350 is mounted on the vehicle body 500 and is used to drive the second abutting member 340 to abut against the first abutting member 330, so that the connecting rod 200 abuts against the inner wall of the bar-shaped hole 400. With the above arrangement, the connecting rod 200 is not moved from the target position to the initial position.
Due to the effect of the coil spring 130 of the shock absorber assembly 100, the connecting rod 200 can move towards the vertical central plane of the automobile all the time, so that the camber angle changes, therefore, the coil spring 130 can apply a restoring force to the connecting rod 200, the present disclosure enables the first abutting part 330 to abut against the second abutting part 340 through the elastic part 350, thereby increasing the positive pressure between the connecting rod 200 and the strip-shaped hole 400, so as to increase the friction force between the connecting rod 200 and the inner wall of the strip-shaped hole 400, and the friction force is greater than the restoring force, thereby, the position of the connecting rod 200 is kept unchanged by the resistance mechanism 300.
The center line direction of the elastic member 350 is perpendicular to the length direction of the bar-shaped hole 400, so that the direction of the acting force applied by the resistance mechanism 300 to the connecting rod 200 is perpendicular to the direction of the restoring force, and the friction force of the connecting rod 200 is greater than the restoring force.
Optionally, the contact surface of the first abutting piece 330 in surface contact with the second abutting piece 340 is a non-smooth surface; and/or, the contact surface of the second abutting part 340 in surface contact with the first abutting part 330 is a non-smooth surface, so that the friction force between the first abutting part 330 and the second abutting part 340 can be improved, and further, the connecting rod 200 is prevented from moving from the target position to the initial position, so as to improve the reliability of the connecting rod 200.
By increasing the coefficient of friction between the first abutment 330 and the second abutment 340, the friction between the first abutment 330 and the second abutment 340 can be further increased, thereby further increasing the resistance of the connecting rod 200 to ensure that the position of the connecting rod 200 does not change.
Referring to fig. 4, optionally, the first abutment 330 comprises a first vertical portion 331 and a first horizontal portion 332.
Wherein, two ends of the first vertical part 331 are respectively fastened and connected with the connecting rod 200 and the first horizontal part 332; the first horizontal portion 332 and the second abutting member 340 are in surface contact.
The first upright portion 331 may be fixedly coupled with the connection rod 200 by welding or screwing.
The first vertical portion 331 is a rod-shaped structure, for example, the first vertical portion 331 is a round rod or a prism.
The first horizontal portion 332 has a plate-shaped structure to ensure that the first horizontal portion 332 is in surface contact with the second abutting member 340.
The first horizontal portion 332 and the first vertical portion 331 may be an integral structure to improve the manufacturing efficiency of the first abutting member 330.
Optionally, the second abutment 340 is a plate-like structure, such that the first abutment 330 is in surface contact with the second abutment 340.
Referring to fig. 4, optionally, the elastic member 350 includes a spring 351 and a telescopic rod 352.
Wherein, two ends of the telescopic rod 352 are respectively fastened and connected with the automobile body 500 and the second abutting part 340; spring 351 suit is on telescopic link 352 and the link of spring 351 and telescopic link 352 fastening connection, and the free end of spring 351 and second butt 340 butt to connecting rod 200 and the inner wall butt of bar hole 400, in order to avoid connecting rod 200 to move to initial position by the target position.
A first end of the telescopic rod 352 fastened to the vehicle body 500 may be provided with a ring-shaped portion fastened to the spring 351, and a second end of the telescopic rod 352 may be fastened to the second abutting member 340 by welding, screwing, or the like.
Since the spring 351 is always in a compressed state, the spring 351 drives the first contact member 330 and the second contact member 340 to make contact with each other.
Optionally, the area where the connecting rod 200 contacts the bar-shaped hole 400 is a non-smooth surface, so that the friction coefficient between the connecting rod 200 and the bar-shaped hole 400 can be increased to increase the friction force between the connecting rod 200 and the inner wall of the bar-shaped hole 400.
FIG. 5 is a partial perspective view of the present embodiment at the upper mount; fig. 6 is a partial perspective view of the coil spring of the present embodiment.
As shown in fig. 1, 5 and 6, in an alternative implementation, shock absorber assembly 100 includes a shock absorber 110 and an upper mount 120.
The upper support 120 is sleeved on the second end of the piston rod and is in spherical hinge with the piston rod, and the upper support 120 is respectively and tightly connected with the connecting ends of the plurality of connecting rods 200.
Referring to fig. 5, the upper holder 120 includes a tubular portion and a plate body portion. Wherein the plate body portion is fitted over the tubular portion and defines with the tubular portion a step surface abutting against the automobile body 500, and is fixedly connected to the connection end of the connection rod 200. When upper bracket 120 is fitted to automobile body 500, the top surface of the plate body portion is in surface contact with automobile body 500 and abuts against automobile body 500, wherein automobile body 500 is provided with a through hole into which the tubular portion is inserted.
Referring to fig. 1, 5 and 6, the shock absorber assembly 100 further includes a coil spring 130, an upper plate 140, a lower plate 150 and a rubber spacer 160. Wherein, the upper bottom plate 140 is sleeved on the piston rod and is tightly connected with the piston rod, and the lower bottom plate 150 is sleeved on the cylinder and is tightly connected with the cylinder; the upper base plate 140 and the upper seat 120 define a cavity that contains a rubber spacer 160, and the rubber spacer 160 is fitted over the piston rod; a coil spring 130 is fitted over the damper 110 and is positioned between the upper plate 140 and the lower plate 150.
The present embodiment also provides an automobile, which includes a steering knuckle, an automobile body 500 and the suspension assembly described above. Wherein the steering knuckle is connected to the vehicle body 500 via a suspension assembly.
Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present invention, and not for limiting the same; although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; and the modifications or the substitutions do not make the essence of the corresponding technical solutions depart from the scope of the technical solutions of the embodiments of the present invention.
Claims (10)
1. A suspension assembly is characterized by comprising a shock absorber assembly, a plurality of connecting rods, a resistance mechanism and a plurality of strip-shaped holes arranged on an automobile body;
the lower end of the shock absorber component is used for being fixedly connected with a steering knuckle, and the upper end of the shock absorber component is respectively fixedly connected with the connecting ends of the connecting rods;
the free end of the connecting rod is movably connected with the automobile body;
the strip-shaped holes are used for the connecting rods to pass through, and the central lines of any two strip-shaped holes are parallel and arranged at intervals;
one part of the resistance mechanism is used for being installed on the automobile body, and the other part of the resistance mechanism is installed on one of the connecting rods; and along the length direction of the strip-shaped hole, after the connecting rod is adjusted to a target position, the resistance mechanism can prevent the connecting rod from moving towards an initial position.
2. The suspension assembly of claim 1, wherein the resistance mechanism includes a gear and a rack;
the gear is sleeved on the connecting rod and is fixedly connected with the connecting rod;
the rack is used for being fixedly connected with the automobile body and meshed with the gear;
the connecting end of the connecting rod sleeved with the gear is movably connected with the upper end of the shock absorber component.
3. The suspension assembly of claim 2, wherein the rack includes a plate portion and a plurality of tooth portions;
the plate-shaped part is used for being fixedly connected with the automobile body and is provided with a through hole for the connecting rod to pass through;
and a plurality of tooth-shaped parts are sequentially arranged on the side wall of the through hole along the length direction of the strip-shaped hole.
4. The suspension assembly according to claim 2, wherein a center line of the strip-shaped hole through which the connecting rod sleeved with the gear passes intersects with an axis of the damper assembly.
5. The suspension assembly according to claim 2, wherein a clamping groove is provided on an end surface of a free end of the connecting rod sleeved with the gear; and/or the presence of a gas in the gas,
the free end of the connecting rod sleeved with the gear is provided with two opposite adjusting gaps.
6. The suspension assembly of claim 1, wherein the resistance mechanism includes a first abutment, a second abutment, and a resilient member;
the connecting end of the first abutting part is fixedly connected with the connecting rod, and the free end of the first abutting part is in contact with the free end face of the second abutting part;
the connecting end of the second abutting part is fixedly connected with the elastic part;
the central line direction of elastic component is perpendicular to the length direction in bar hole to the elastic component is installed on automobile body and is used for the drive the second butt joint piece with first butt joint piece butt joint, so that the connecting rod with the inner wall butt joint in bar hole.
7. The suspension assembly of claim 6, wherein a contact surface of the first abutment member in surface contact with the second abutment member is a non-smooth surface; and/or the presence of a gas in the gas,
the contact surface of the second abutting piece in surface contact with the first abutting piece is a non-smooth surface.
8. The suspension assembly of claim 6, wherein the first abutment member includes a first vertical portion and a first horizontal portion; two ends of the first vertical part are respectively and fixedly connected with the connecting rod and the first horizontal part; the first horizontal part is in surface contact with the second abutting part; and/or the presence of a gas in the gas,
the second abutting part is of a plate-shaped structure; and/or the presence of a gas in the gas,
the elastic part comprises a spring and a telescopic rod; two ends of the telescopic rod are respectively and fixedly connected with the automobile body and the second abutting part; the spring is sleeved on the telescopic rod, the connecting end of the spring is fixedly connected with the telescopic rod, and the free end of the spring is abutted against the second abutting piece.
9. The suspension assembly of any one of claims 1-8, wherein the shock absorber assembly includes a shock absorber and an upper mount;
the shock absorber comprises a cylinder barrel and a piston rod;
the first end of the piston rod is slidably arranged in the cylinder barrel, and the cylinder barrel is used for being fixedly connected with a steering knuckle;
the upper support is sleeved on the second end of the piston rod and is in spherical hinge with the piston rod, and the upper support is respectively and fixedly connected with the connecting ends of the connecting rods.
10. An automobile comprising a steering knuckle, an automobile body, and the suspension assembly of any one of claims 1-9;
the steering knuckle is connected to the vehicle body via the suspension assembly.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210095074.2A CN114393967B (en) | 2022-01-26 | 2022-01-26 | Suspension assembly and automobile |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210095074.2A CN114393967B (en) | 2022-01-26 | 2022-01-26 | Suspension assembly and automobile |
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| Publication Number | Publication Date |
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| CN114393967A true CN114393967A (en) | 2022-04-26 |
| CN114393967B CN114393967B (en) | 2024-03-19 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202210095074.2A Active CN114393967B (en) | 2022-01-26 | 2022-01-26 | Suspension assembly and automobile |
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| CN (1) | CN114393967B (en) |
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| GB411824A (en) * | 1931-12-11 | 1934-06-12 | Kurt Schroeter | Improvements in or relating to the axles of road vehicles |
| CN101670758A (en) * | 2009-10-22 | 2010-03-17 | 浙江吉利汽车研究院有限公司 | Unilateral suspension frame system |
| CN201665138U (en) * | 2009-12-18 | 2010-12-08 | 上海汽车集团股份有限公司 | Suspension device capable of resisting side leaning and transverse swinging |
| CN202703154U (en) * | 2012-04-25 | 2013-01-30 | 万向钱潮股份有限公司 | Multi-connecting rod rectilinear translation type suspension using ball spline pair |
| CN207088889U (en) * | 2017-05-05 | 2018-03-13 | 北京汽车股份有限公司 | McPherson strut system and automobile |
| CN207902074U (en) * | 2018-01-02 | 2018-09-25 | 北京汽车股份有限公司 | Damper assembly, suspension system and vehicle with it |
| CN213472690U (en) * | 2020-10-19 | 2021-06-18 | 比亚迪股份有限公司 | Rear control arm for adjusting toe-in and vehicle |
| CN214606969U (en) * | 2020-12-30 | 2021-11-05 | 坤泰车辆***（常州）有限公司 | Automobile rear drive trailing arm type independent suspension structure and rear drive suspension assembly |
-
2022
- 2022-01-26 CN CN202210095074.2A patent/CN114393967B/en active Active
Patent Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB411824A (en) * | 1931-12-11 | 1934-06-12 | Kurt Schroeter | Improvements in or relating to the axles of road vehicles |
| CN101670758A (en) * | 2009-10-22 | 2010-03-17 | 浙江吉利汽车研究院有限公司 | Unilateral suspension frame system |
| CN201665138U (en) * | 2009-12-18 | 2010-12-08 | 上海汽车集团股份有限公司 | Suspension device capable of resisting side leaning and transverse swinging |
| CN202703154U (en) * | 2012-04-25 | 2013-01-30 | 万向钱潮股份有限公司 | Multi-connecting rod rectilinear translation type suspension using ball spline pair |
| CN207088889U (en) * | 2017-05-05 | 2018-03-13 | 北京汽车股份有限公司 | McPherson strut system and automobile |
| CN207902074U (en) * | 2018-01-02 | 2018-09-25 | 北京汽车股份有限公司 | Damper assembly, suspension system and vehicle with it |
| CN213472690U (en) * | 2020-10-19 | 2021-06-18 | 比亚迪股份有限公司 | Rear control arm for adjusting toe-in and vehicle |
| CN214606969U (en) * | 2020-12-30 | 2021-11-05 | 坤泰车辆***（常州）有限公司 | Automobile rear drive trailing arm type independent suspension structure and rear drive suspension assembly |
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| Publication number | Publication date |
|---|---|
| CN114393967B (en) | 2024-03-19 |
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Address after: 310051 No. 1760, Jiangling Road, Hangzhou, Zhejiang, Binjiang District Applicant after: ZHEJIANG GEELY HOLDING GROUP Co.,Ltd. Applicant after: Zhejiang Geely Remote New Energy Commercial Vehicle Group Co.,Ltd. Applicant after: Zhejiang Geely new energy Commercial Vehicle Development Co.,Ltd. Address before: 310051 No. 1760, Jiangling Road, Hangzhou, Zhejiang, Binjiang District Applicant before: ZHEJIANG GEELY HOLDING GROUP Co.,Ltd. Applicant before: ZHEJIANG GEELY NEW ENERGY COMMERCIAL VEHICLE GROUP Co.,Ltd. Applicant before: Zhejiang Geely new energy Commercial Vehicle Development Co.,Ltd. |
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Effective date of registration: 20230726 Address after: 310051 No. 1760, Jiangling Road, Hangzhou, Zhejiang, Binjiang District Applicant after: ZHEJIANG GEELY HOLDING GROUP Co.,Ltd. Applicant after: Zhejiang Geely Remote New Energy Commercial Vehicle Group Co.,Ltd. Address before: 310051 No. 1760, Jiangling Road, Hangzhou, Zhejiang, Binjiang District Applicant before: ZHEJIANG GEELY HOLDING GROUP Co.,Ltd. Applicant before: Zhejiang Geely Remote New Energy Commercial Vehicle Group Co.,Ltd. Applicant before: Zhejiang Geely new energy Commercial Vehicle Development Co.,Ltd. |
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