CN211335490U - Shock absorber and vehicle - Google Patents

Abstract

The present disclosure relates to a shock absorber and a vehicle. The shock absorber includes a control arm assembly, a motor assembly and a transmission assembly. The control arm assembly comprises a control arm, a first end of the control arm is used for being connected with a steering knuckle of the vehicle, and a second end of the control arm is used for being hinged to a frame of the vehicle. The motor assembly comprises a motor with a rotating shaft, and the control arm is in transmission connection with the rotating shaft through the transmission assembly so as to drive the rotating shaft to rotate and enable the motor to generate damping force. The wheels of the vehicle can drive the control arm to rotate relative to the frame during the running process, the control arm can drive the rotating shaft of the motor connected with the control arm in a transmission mode to rotate when rotating, so that the rotor inside the motor is driven to rotate, the rotor rotates to cut magnetic lines of force, damping force for limiting the motion of the control arm is generated, vibration transmitted to the frame through the control arm is reduced, and the purpose of vibration reduction is achieved. And the shock absorber can replace the damping adjustment of the traditional shock absorber, and avoids the risk caused by the oil leakage failure of the shock absorber.

Description

Shock absorber and vehicle

Technical Field

The disclosure relates to the technical field of vehicles, in particular to a shock absorber and a vehicle.

Background

The shock absorber is used for inhibiting the shock generated when the spring absorbs the shock and rebounds and the impact from the road surface, and is used for accelerating the attenuation of the vibration of the frame and the vehicle body so as to improve the running smoothness of the vehicle. A conventional hydraulic shock absorber includes a piston rod, a hydraulic rebound cushion, a pilot, and an oil reservoir, the hydraulic rebound cushion being assembled on the piston rod, the pilot covering an opening of the oil reservoir.

An oil pressure type damping shock absorber for a vehicle can provide a large damping force, but requires oil. Therefore, the electromagnetic absorber requires a sealing device that can prevent oil leakage and a complicated valve mechanism. The required damping force may not be obtained once oil leaks.

SUMMERY OF THE UTILITY MODEL

An object of the present disclosure is to provide a shock absorber capable of damping vibration of a vehicle without using damping oil, and a vehicle.

In order to achieve the above object, the present disclosure provides a shock absorber, which includes a control arm assembly, a motor assembly and a transmission assembly, wherein the control arm assembly includes a control arm, a first end of the control arm is configured to be connected to a steering knuckle of a vehicle, a second end of the control arm is configured to be hinged to a frame of the vehicle, the motor assembly includes a motor having a rotating shaft, and the control arm is configured to be in transmission connection with the rotating shaft through the transmission assembly so as to drive the rotating shaft to rotate, so that the motor generates a damping force.

Optionally, the transmission assembly includes a first gear and a second gear that are engaged with each other, the first gear is in transmission connection with the control arm, and the second gear is in transmission connection with the rotating shaft.

Optionally, the number of teeth of the first gear is greater than the number of teeth of the second gear.

Optionally, the control arm assembly further includes a first liner tube, the second end of the control arm is provided with a pair of clamp arms arranged oppositely, the first gear clamp is arranged between the pair of clamp arms, the first liner tube is arranged through the pair of clamp arms and the first gear, and the pair of clamp arms is fixedly connected with the first gear through the first liner tube.

Optionally, the control arm assembly further comprises a bushing and a second bushing, the first bushing, the bushing and the second bushing are sequentially sleeved from outside to inside, two ends of the second bushing are used for being connected with the frame, and the bushing is rotatably sleeved on the second bushing.

Optionally, the shock absorber further comprises an elastic member, one end of the elastic member is connected with the control arm, the other end of the elastic member is used for being connected with a frame of the vehicle, and the control arm causes the elastic member to deform when rotating.

Optionally, the motor assembly further comprises a motor mounting seat, and the motor mounting seat is connected with the frame of the vehicle through a flexible connecting piece.

Optionally, the shock absorber further comprises a control module electrically connected with the motor to actively adjust the height of the vehicle body by controlling the rotation direction and the rotation speed of the rotating shaft of the motor.

Through foretell technical scheme, the wheel of vehicle is beating in the process of traveling, can drive the control arm and rotate for the frame, can drive the pivot rotation of the motor rather than the transmission is connected when the control arm rotates to drive the inside rotor rotation of motor, the rotor rotates and cuts the magnetic line of force, produces the electromagnetic force. The electromagnetic force hinders the rotation of the rotor of the motor, so that the rotation of the control arm is limited, the electromagnetic force is a damping force for limiting the movement of the control arm, and the vibration transmitted to the frame through the control arm is reduced, so that the aim of vibration reduction is fulfilled. In addition, the rotation direction and the rotation speed of the rotating shaft of the motor can be controlled, so that the damping force generated by the rotating shaft on the control arm is changed, and a better vibration damping effect can be obtained according to the actual road surface condition.

And the shock absorber can replace the damping adjustment of the traditional shock absorber, so that the mounting arrangement of the shock absorber can be reduced, the space of a carriage can be optimized, and the risk caused by the oil leakage failure of the shock absorber can be avoided.

According to another aspect of the present disclosure, there is also provided a vehicle including the vehicle-mounted terminal and the shock absorber, wherein the shock absorber further includes a control module electrically connected to the vehicle-mounted terminal and the motor, respectively, to correspondingly control a rotation direction and a rotation speed of the rotating shaft of the motor according to different scenes in the vehicle-mounted terminal.

Optionally, the vehicle further comprises a battery assembly electrically connected with the electric machine.

Additional features and advantages of the disclosure will be set forth in the detailed description which follows.

Drawings

The accompanying drawings, which are included to provide a further understanding of the disclosure and are incorporated in and constitute a part of this specification, illustrate embodiments of the disclosure and together with the description serve to explain the disclosure without limiting the disclosure. In the drawings:

FIG. 1 is a schematic diagram of a shock absorber according to one embodiment of the present disclosure, showing a wheel, knuckle and frame;

FIG. 2 is a schematic structural view of a shock absorber according to an embodiment of the present disclosure, showing a wheel, a knuckle and a frame;

FIG. 3 is a schematic perspective view of a control arm assembly according to one embodiment of the present disclosure;

FIG. 4 is an exploded view of a control arm assembly according to one embodiment of the present disclosure;

FIG. 5 is a schematic view, partly in section, of a shock absorber according to one embodiment of the present disclosure, taken along the axis of rotation of the control arm, with only part of the control arm shown;

fig. 6 is a schematic perspective view of a motor according to an embodiment of the present disclosure.

Description of the reference numerals

100-a shock absorber; 10-a control arm assembly; 11-a control arm; 111-a clamp arm; 20-a motor assembly; 21-a motor; 211-a rotating shaft; 22-motor mount; 31-a first gear; 32-a second gear; 41-a first liner; 42-a bushing; 43-a second liner; 51-a control module; 60-an elastic member; 201-a knuckle; 202-a frame; 203-a battery assembly; 204-wheel.

Detailed Description

The following detailed description of specific embodiments of the present disclosure is provided in connection with the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating the present disclosure, are given by way of illustration and explanation only, not limitation.

In the present disclosure, unless otherwise specified, the use of directional terms such as "up and down" generally means "up and down" in a state where shock absorber 100 is mounted on a vehicle, and the directional terms correspond to the directions of "up and down" in a normal running of the vehicle, and "inside and outside" mean inside and outside of the contour of the relevant component. In addition, the terms "first", "second", and the like used in the embodiments of the present disclosure are for distinguishing one element from another, and have no order or importance.

A shock absorber 100 and vehicle are provided in the present disclosure, the shock absorber 100 replacing a conventional shock absorber 100 having hydraulic oil seals. As shown in fig. 1-6, the shock absorber 100 includes a control arm assembly 10, a motor assembly 20, and a transmission assembly. The control arm assembly 10 comprises a control arm 11, a first end of the control arm 11 being adapted to be connected to a steering knuckle 201 of the vehicle, and a second end of the control arm 11 being adapted to be articulated to a frame 202 of the vehicle. The motor assembly 20 includes a motor 21 having a rotating shaft 211, and the control arm 11 is drivingly connected to the rotating shaft 211 through a transmission assembly so as to rotate the rotating shaft 211 and thus enable the motor 21 to generate a damping force.

The motor 21 in the present disclosure can be used as both the generator 21 and the motor 21, such as an integrated drive/power generation motor generator.

The wheel 204 of the vehicle is jumped during the driving process, and can drive the control arm 11 to rotate relative to the frame 202, and the control arm 11 can drive the rotating shaft 211 of the motor 21 in transmission connection with the control arm when rotating, so as to drive the rotor inside the motor 21 to rotate, the stator coil is electrified to generate a magnetic field, and the rotor rotates to cut magnetic lines of force, thereby generating electromagnetic force. The electromagnetic force hinders the rotation of the rotor of the motor 21 to limit the rotation of the control arm 11, so that the electromagnetic force is a damping force to limit the movement of the control arm 11, thereby reducing the vibration transmitted to the frame 202 through the control arm 11, and achieving the purpose of vibration reduction. In addition, the rotation direction and the rotation speed of the rotating shaft 211 of the motor 21 can be controlled, or the current in the stator coil can be changed, so that the generated magnetic field force can be changed, the damping force of the rotating shaft 211 on the control arm 11 can be changed, and a better vibration damping effect can be obtained according to the actual road surface condition.

Moreover, the shock absorber 100 can replace the damping adjustment of the traditional shock absorber 100, so that the mounting arrangement of the shock absorber 100 can be reduced, the compartment space can be optimized, and the risk caused by oil leakage failure of the shock absorber 100 can be avoided.

To facilitate adjustment of the damping effect of the damper 100, the transmission assembly includes a first gear 31 and a second gear 32 that mesh with each other. The first gear 31 is in transmission connection with the control arm 11, and the second gear 32 is in transmission connection with the rotating shaft 211.

By providing a transmission assembly, when it is desired to adjust the damping effect of the damper 100, such as the time to damp vibrations, etc., it is possible to adaptively adjust by changing the transmission ratio of the transmission assembly. And an appropriate transmission ratio can be selected according to a specific vehicle type and a type selection of the motor 21, thereby improving the application range of the shock absorber 100.

The rotation of the control arm 11 will drive the first gear 31 to rotate, so as to drive the rotation shaft 211 of the motor 21 to rotate by engaging with the second gear 32. The first gear 31 and the second gear 32 which are meshed with each other are used for transmission, the selectable range of the transmission ratio is larger, the proper transmission ratio can be conveniently set according to needs, the application range of the shock absorber 100 is improved, the gear transmission is more stable, and the bearing capacity is stronger.

The specific structure of the transmission assembly is not limited in the present disclosure, and may be set as required, and in other embodiments, for example, a gear transmission or a bevel worm transmission may be adopted.

Alternatively, the number of teeth of the first gear 31 is greater than that of the second gear 32, so that the gear ratio of the first gear 31 to the second gear 32 is less than 1. Therefore, the rotation shaft 211 of the motor 21 can be rotated faster by the transmission of the first gear 31 and the second gear 32 when the control arm 11 is rotated, and a larger damping force is generated.

In the present disclosure, the specific arrangement manner of the second gear 32 is not limited as long as the second gear 32 can drive the rotating shaft 211 of the motor 21 to rotate when rotating. In one embodiment, as shown in fig. 6, the second gear 32 is sleeved on the rotating shaft 211 and is in transmission connection with the rotating shaft 211, so that the structure is compact and the transmission is stable.

In the present disclosure, there is no limitation on the connection between the control arm 11 and the first gear 31, as long as the control arm 11 can drive the first gear 31 to rotate when rotating. In one embodiment of the present disclosure, as shown in fig. 3 and 4, the control arm assembly 10 further includes a first liner 41. A pair of clamping arms 111 arranged oppositely is arranged at the second end of the control arm 11, and the first gear 31 is clamped between the pair of clamping arms 111. The first liner 41 is disposed through the pair of arms 111 and the first gear 31, and the pair of arms 111 is fixedly connected to the first gear 31 through the first liner 41.

Further, the bushing 42 may be a rubber bushing or a hydraulic bushing. When the control arm 11 rotates, the first lining pipe 41 is driven to rotate, and the first gear 31 is driven to rotate.

Because the end of the control arm 11 is configured into a pair of clamping arms 111, the clamping arms 111 have certain elasticity, and can adapt to the installation of the first gears 31 with different thicknesses, so that the replacement of different first gears 31 according to the required transmission ratio is facilitated, and the application range of the first control arm 11 is improved. The first gear 31 is interposed between the pair of clip arms 111, and displacement of the first gear 31 in the direction of the rotation axis can be restricted, thereby effectively preventing misalignment between the first gear 31 and the second gear 32.

Moreover, because the clamping arms 111 and the outer wall of the bushing have certain elasticity, vibration and impact transmitted to the control arm 11 from the road surface can be buffered, and the abrasion of the first gear 31 is reduced.

Further, as shown in fig. 4 and 5, the control arm assembly 10 further includes a bushing 42 and a second bushing 43. The first liner 41, the lining 42 and the second liner 43 are sequentially sleeved from outside to inside, and two ends of the second liner 43 are used for being connected with the frame 202. The bushing 42 is rotatably sleeved on the second liner tube 43, and optionally, the bushing 42 is in clearance fit with the second liner tube 43.

Both ends of the second liner 43 may be fixedly connected to the frame 202, and further, the second liner 43 is connected to the frame 202 by a fastening member. The second liner 43 corresponds to a rotation axis when the control arm 11 and the first gear 31 rotate, and when the control arm 11 rotates, the first gear 31, the first liner 41, and the bushing 42 rotate around the second liner 43. The first gear 31 is connected with the control arm 11 through the bushing 42, vibration and impact can be further buffered through the bushing 42, abrasion of the first gear 31 is reduced, and the first liner tube 41, the second liner tube 43 or the bushing 42 can be replaced more conveniently after abrasion, so that cost is saved.

To further cushion the impact from the road surface, in one embodiment, shock absorber 100 further includes a resilient member 60, as shown in FIG. 2. One end of the elastic member 60 is connected to the control arm 11, and the other end of the elastic member 60 is used for connecting to the frame 202 of the vehicle, so that the elastic member 60 is deformed when the control arm 11 rotates. Further, one end of the elastic member 60 is connected between the first end and the second end of the control arm 11.

The jumping of the wheels 204 of the vehicle during driving will drive the control arm 11 to rotate relative to the frame 202, and the rotation of the control arm 11 will press or stretch the elastic member 60 between the frame 202 and the control arm 11, so as to absorb the vibration from the road surface by the deformation of the elastic member 60. Moreover, the motor 21 can be controlled to rotate actively, so that the adjusting control arm 11 rotates, and then the elastic element 60 drives the frame 202 to move up and down, and further the height of the vehicle body is adjusted.

Further, the elastic member 60 may be a spring, and in other embodiments, the elastic member 60 may also be a spring sheet or other elastic mechanism.

As shown in fig. 6, in one embodiment of the present disclosure, the motor assembly 20 further includes a motor mount 22, and the motor mount 22 is connected to a frame 202 of the vehicle through a flexible connection. The flexible connector means a connector having a certain elasticity so that the motor 21 can be mounted and vibration and impact from the road surface can be buffered. Further, the flexible connecting element can be a bushing, and can also be realized by arranging a rubber gasket and the like.

To improve vehicle operability, shock absorber 100 further includes a control module 51 and sensors. The control module 51 is electrically connected to the motor 21 and the sensor, the sensor is configured to detect rotation information of the rotating shaft 211, and the control module 51 is configured to receive the rotation information and control a rotation direction and a rotation speed of the rotating shaft 211 of the motor 21 by combining the obtained road surface condition feedback information to actively adjust a height of the vehicle body, specifically, the control module may control the motor 21 to rotate forward/backward, rotate at a high/low torque, and actively/passively rotate.

The rotation information of the rotating shaft 211 detected by the sensor includes a rotation angle, a rotation speed, a rotation direction, and the like of the rotating shaft 211. The road surface condition feedback information mainly refers to the road surface flatness condition, and specifically, may be acquired by a radar, a laser sensor, or the like.

The rotation of the rotor of the motor includes active rotation and passive rotation. In the active rotation, the motor 21 is equivalent to an electric motor, and the rotor is rotated by the driving of electric energy. When passively rotating, the motor 21 is equivalent to a generator, and the rotor rotates by the rotation of the control arm 11 to generate electricity and recover vibration energy.

When the road surface is relatively flat, the damping force generated when the control arm 11 drives the rotor of the engine to rotate passively can achieve the purpose of vibration reduction. When the control module 51 detects that the road surface condition is not good and the damping force needs to be increased, the control module 51 controls the rotor of the motor 21 to actively rotate at a proper rotating speed in the direction of increasing the damping force so as to increase the damping force and reduce the rotation of the control arm 11.

The shock absorber 100 of the present disclosure may be configured on either the left and right sides of the front axle or the left and right sides of the rear axle of the vehicle (2 sets for each car), or both the front and rear axles (4 sets for each car).

Because the rotation direction and the rotation angle of the rotor of the motor 21 can be controlled through the control module 51, the rotation direction and the rotation angle of the control arm 11 can be further controlled, the wheel 204 is driven to jump actively, and the wheel 204 is actively controlled to move to adapt to different driving environments, so that the height of the vehicle body can be adjusted through the rotation of the control arm 11, and the operation stability and the comfort of the vehicle are improved.

And the above-mentioned control module 51 is electrically connected with the vehicle-mounted terminal to correspondingly control the rotation direction and the rotation speed of the rotating shaft 211 of the motor 21 according to different scenes in the vehicle-mounted terminal. The vehicle-mounted terminal is used for simulating vehicle-mounted games or viewing scenes in a parking mode, such as games requiring real-time simulation feedback of vehicles, such as racing vehicles and running vehicles, or film scene simulation with a motion view angle.

The control module 51 in the shock absorber 100 is electrically connected with the vehicle-mounted game terminal or the viewing terminal, when a driver plays a vehicle-mounted game or views a video in the vehicle, the control module 51 can actively adjust the current magnitude and direction of the motor 21 in real time according to the signal input of the vehicle-mounted game or the viewing, and further realize the height adjustment of the vehicle frame 202 at different wheels 204 by controlling the rotation of the control arm 11.

Such as: the motors 21 at the positions of the left and right wheels 204 of the front axle rotate in the same direction to control the left and right control arms 11 of the front axle to swing upwards so as to enable the left and right front wheels to jump upwards, the height of the vehicle frame 202 at the position is reduced, meanwhile, the left and right wheels 204 of the rear axle are controlled to jump downwards, the height of the vehicle frame 202 at the position is increased, the vehicle body is in a posture of being low in the front and high in the rear, and a braking scene or a dive picture in a video watching in a racing. The magnitude of the braking force or the magnitude of the dive angle can be achieved by controlling the magnitude of the current of the motor 21. Similarly, the side-tipping working condition scene of the racing game can be simulated by controlling the frame 202 on one side of the vehicle to lower and the frame 202 on one side to raise; rough road scenes and the like can be simulated by controlling the pulse bounce of the carriage 202 at the four wheels.

Therefore, the control module 51 controls the shock absorber 100 to realize active control simulation of the vehicle-mounted game or the viewing scene, realize the relevant actions of height adjustment, transverse tilting, longitudinal pitching, vertical vibration, longitudinal vibration, pulse vibration and the like of the vehicle, enable drivers and passengers to obtain real scene feedback in the vehicle-mounted game or the viewing, and increase the sense of reality, playability, interestingness and the like of the game or the viewing.

According to another aspect of the present disclosure, there is also provided a vehicle including a frame 202, a knuckle 201, and the shock absorber 100 described above.

Due to the adoption of the shock absorber 100, the shock absorber 100 can replace the damping adjustment of the traditional shock absorber 100, so that the installation arrangement of the shock absorber 100 can be reduced, the compartment space can be optimized, and the risk caused by oil leakage failure of the shock absorber 100 can be avoided.

The vehicle further includes a battery assembly 203, and the battery assembly 203 is electrically connected to the motor 21. When the control arm 11 drives the rotating shaft 211 of the motor 21 to rotate, the rotor inside the motor 21 rotates to cut magnetic lines of force, and current is generated, so that power can be supplied to the battery assembly 203 or vehicle-mounted electrical components, energy recovery is realized, and energy consumption is reduced.

The preferred embodiments of the present disclosure are described in detail with reference to the accompanying drawings, however, the present disclosure is not limited to the specific details of the above embodiments, and various simple modifications may be made to the technical solution of the present disclosure within the technical idea of the present disclosure, and these simple modifications all belong to the protection scope of the present disclosure.

It should be noted that, in the foregoing embodiments, various features described in the above embodiments may be combined in any suitable manner, and in order to avoid unnecessary repetition, various combinations that are possible in the present disclosure are not described again.

In addition, any combination of various embodiments of the present disclosure may be made, and the same should be considered as the disclosure of the present disclosure, as long as it does not depart from the spirit of the present disclosure.

Claims (10)

1. A shock absorber is characterized by comprising a control arm assembly (10), a motor assembly (20) and a transmission assembly, wherein the control arm assembly (10) comprises a control arm (11), a first end of the control arm (11) is used for being connected with a steering knuckle (201) of a vehicle, a second end of the control arm (11) is used for being hinged to a frame (202) of the vehicle, the motor assembly (20) comprises a motor (21) with a rotating shaft (211), and the control arm (11) is in transmission connection with the rotating shaft (211) through the transmission assembly to drive the rotating shaft (211) to rotate so as to enable the motor to generate damping force.

2. The damper according to claim 1, characterized in that the transmission assembly comprises a first gear (31) and a second gear (32) which are meshed with each other, the first gear (31) being in transmission connection with the control arm (11), the second gear (32) being in transmission connection with the rotation shaft (211).

3. A damper according to claim 2, characterized in that the number of teeth of the first gear wheel (31) is greater than the number of teeth of the second gear wheel (32).

4. The shock absorber according to claim 2, wherein the control arm assembly (10) further comprises a first liner (41), the second end of the control arm (11) is provided with a pair of oppositely arranged clamp arms (111), the first gear (31) is clamped between the pair of clamp arms (111), the first liner (41) is arranged through the pair of clamp arms (111) and the first gear (31), and the pair of clamp arms (111) is fixedly connected with the first gear (31) through the first liner (41).

5. The shock absorber according to claim 4, wherein the control arm assembly (10) further comprises a bushing (42) and a second bushing (43), the first bushing (41), the bushing (42) and the second bushing (43) are sleeved in sequence from outside to inside, both ends of the second bushing (43) are used for being connected with the frame (202), and the bushing (42) is rotatably sleeved on the second bushing (43).

6. Shock absorber according to any of claims 1 to 5, wherein said shock absorber (100) further comprises an elastic member (60), one end of said elastic member (60) being connected to said control arm (11), the other end of said elastic member (60) being intended to be connected to a frame (202) of said vehicle, said control arm (11) being adapted to cause said elastic member (60) to deform when it rotates.

7. The shock absorber according to any one of claims 1-5, wherein the motor assembly (20) further comprises a motor mount (22), the motor mount (22) being connected to the frame (202) of the vehicle by a flexible connection.

8. The shock absorber according to any one of claims 1-5, wherein the shock absorber (100) further comprises a control module (51), the control module (51) being electrically connected to the motor (21) to actively adjust the height of the vehicle body by controlling the rotation direction and the rotation speed of the rotating shaft (211).

9. A vehicle characterized by comprising an on-board terminal and a shock absorber (100) of any one of claims 1-8, said shock absorber (100) further comprising a control module (51), said control module (51) being electrically connected with said on-board terminal and said motor (21), respectively, to control the rotational direction and rotational speed of said rotating shaft (211) of said motor (21) correspondingly according to different scenarios in said on-board terminal.

10. The vehicle of claim 9, further comprising a battery assembly (203), the battery assembly (203) being electrically connected to the electric machine (21).

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