CN214822434U - Third shock absorption system based on formula car - Google Patents
Third shock absorption system based on formula car Download PDFInfo
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- CN214822434U CN214822434U CN202120794092.0U CN202120794092U CN214822434U CN 214822434 U CN214822434 U CN 214822434U CN 202120794092 U CN202120794092 U CN 202120794092U CN 214822434 U CN214822434 U CN 214822434U
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Abstract
The utility model discloses a third system of moving away to avoid possible earthquakes based on equation motorcycle race relates to the automotive suspension system technical field of moving away to avoid possible earthquakes, which comprises a vehicle rack, the frame both sides are equipped with the shock-absorbing component that the symmetry set up, be connected with the buffering subassembly between the shock-absorbing component, the shock-absorbing component includes the stand, the stand top is equipped with swing joint has the outlier lug, the outlier lug is connected the last control arm that the symmetry set up respectively, go up control arm one end with the connected to the frame. Has the advantages that: the arrangement mode of three springs of the three-spring three-damping suspension system for realizing rigidity complete decoupling is adopted, so that the complete decoupling of the linear rigidity and the angular rigidity is realized, the independent adjustment of the linear rigidity or the angular rigidity in the adjustment of the vehicle suspension can be realized, the adjustment of the suspension is greatly facilitated, the weight of the whole vehicle and the arrangement space required by the damping of the springs can be reduced while the decoupling of the linear rigidity and the angular rigidity is realized, an effective way is provided, and the improvement of the fuel economy of the vehicle is facilitated.
Description
Technical Field
The utility model relates to an automotive suspension system technical field that moves away to avoid possible earthquakes particularly, relates to a third system of moving away to avoid possible earthquakes based on equation motorcycle race.
Background
The university formula car is a challenging sport, and the performance requirements for the vehicle are different from those of a common vehicle. At present, the formula racer for college students mostly adopts an independent suspension, namely, wheels on two sides of a front shaft and a rear shaft are respectively connected with a frame through a control arm, and the control arm is connected with the frame through a push rod, a rocking block, an on-wheel spring and a shock absorber, so that the relative motion of the wheels and the frame has elasticity. However, when the stiffness of the spring on the wheel is adjusted, the pitch stiffness and the roll stiffness of the racing car are simultaneously influenced, and as the instantaneous acceleration capability of the racing car is continuously improved, the lateral stabilizer bar cannot provide stiffness in the processes of quick acceleration and quick braking, so that the acceleration, anti-backward bending and quick braking, anti-forward bending directly influence the performance of the racing car, the operation stability of a driver and the personal safety. Meanwhile, with the common application of the aerodynamic suite, the suspension is compressed by the down force generated when the racing car runs at high speed. Excessive compression can cause the airflow at the bottom of the racing car to stall, the overall downforce is disordered, the ground clearance of the chassis of the racing car changes accordingly, and the traditional suspension mechanism cannot meet the requirement.
Therefore, in the prior art, a third spring is added on the basis of a spring on a wheel, the third spring is compressed only when a car body moves in a pitching mode and does not work when the car body moves in a rolling mode, so that the rolling stiffness cannot be influenced when the pitching stiffness of the racing car is adjusted, and the decoupling of the pitching stiffness and the rolling stiffness of the racing car is realized.
An effective solution to the problems in the related art has not been proposed yet.
SUMMERY OF THE UTILITY MODEL
Problem to among the correlation technique, the utility model aims at providing a third shock absorber system based on equation motorcycle race, through horizontal compression bar, two connecting rods and middle buffer unit's cooperation, but make middle buffer unit keep independently adjusting the motorcycle race pitching rigidity when the same horizontal plane of left wheel shock absorber subassembly and right wheel shock absorber subassembly and not influence the heeling rigidity of motorcycle race, solved current third spring and all set up in the top of taking turns the spring, it is great to lead to the third spring to occupy the high space of frame, seriously influence the sight of racing driver, the air resistance's of motorcycle race technical problem has still been increased simultaneously.
The technical scheme of the utility model is realized like this:
a third shock absorbing system based on an equation car comprises a frame, wherein shock absorbing components are symmetrically arranged on two sides of the frame, and a buffer component is connected between the shock absorbing components, wherein the shock absorbing components are symmetrically arranged;
the shock absorption assembly comprises an upright post, the top end of the upright post is movably connected with exterior point lifting lugs, the exterior point lifting lugs are respectively connected with upper control arms which are symmetrically arranged, one end of each upper control arm is connected with the frame, and push rods are arranged between the exterior point lifting lugs and the upper control arms;
the buffer component comprises rocker arms symmetrically arranged at two sides and a horizontal pressure lever positioned between the rocker arms, one end of the push rod is connected with the front rocker arm, one side of the rocker arm is also provided with a pull rod and a connecting rod respectively,
the top end of the pull rod is provided with an adjusting block which is connected with an anti-roll rod,
the bottom end of the connecting rod is located, a spring shock absorber is arranged on the rocker arm, a spring assembly is arranged at the bottom end of the horizontal pressing rod, and the bottom end of the spring shock absorber and the bottom end of the spring assembly are respectively connected with the frame.
Further, a hub bearing is arranged in the upright post, and lower control arms which are symmetrically arranged are arranged at the bottom end of the upright post, wherein the lower control arms are symmetrically arranged;
one end of the upper control arm and one end of the lower control arm are respectively connected with the frame through inner point lifting lugs.
Furthermore, a push rod lifting lug is fixedly arranged on the outer point lifting lug, and the push rod is movably connected with the push rod lifting lug.
Further, the spring assembly comprises a telescopic cavity connected with the horizontal compression rod, a telescopic rod is inserted in the telescopic cavity, a shock absorber cushion block is sleeved on the telescopic rod and connected with a positioning rod, a limiting block is connected to the bottom end of the positioning rod, a spring is sleeved on the positioning rod, and the top end and the bottom end of the spring respectively abut against the shock absorber cushion block and the limiting block.
Furthermore, an aluminum joint is connected between the telescopic cavity and the telescopic rod.
Furthermore, the limiting block is connected with a shock absorber lifting lug, and the shock absorber lifting lug is connected with the frame.
Furthermore, the anti-roll bar is also provided with a mounting seat, and the mounting seat is connected with the frame.
The utility model has the advantages that:
the utility model discloses a realize the arrangement of three springs of three spring three damping suspension systems of rigidity complete decoupling zero, be different from traditional bisymmetry spring arrangement, line rigidity angle rigidity changes and can't reach the problem of expectation effect simultaneously when having solved traditional arrangement debugging suspension, realize line rigidity and angle rigidity complete decoupling, such setting can make independent timing line rigidity or angle rigidity become reality in vehicle suspension timing, the very big timing that has made things convenient for the suspension, can reduce the weight of whole car and the required space of arranging of spring damping when realizing line rigidity and angle rigidity decoupling, under the more and more lightweight design background of pursuit now, effectual approach is provided, be favorable to improving vehicle fuel economy.
Additional features and advantages of the invention will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. The objectives and other advantages of the invention will be realized and attained by the structure particularly pointed out in the written description and claims hereof as well as the appended drawings.
In order to make the aforementioned and other objects, features and advantages of the present invention comprehensible, preferred embodiments accompanied with figures are described in detail below.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required to be used in the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without creative efforts.
Fig. 1 is a first schematic structural diagram of a third shock absorbing system based on formula racing according to an embodiment of the present invention;
FIG. 2 is a schematic structural diagram of a second shock absorbing system based on formula racing according to an embodiment of the present invention;
fig. 3 is a third schematic structural diagram of a third shock absorbing system based on formula racing according to an embodiment of the present invention;
fig. 4 is a fourth schematic structural diagram of a third shock absorbing system based on formula racing according to an embodiment of the present invention;
fig. 5 is a schematic structural diagram of a third shock absorbing system based on formula racing according to an embodiment of the present invention.
In the figure:
1. a frame;
2. a suspension assembly; 21. a column; 22. an outer point lifting lug; 23. an upper control arm; 24. a push rod;
3. a buffer assembly; 31. a rocker arm; 32. a horizontal compression bar; 33. a connecting rod; 34. an adjusting block; 35. a spring damper; 37. a pull rod;
36. a spring assembly;
361. a telescoping chamber; 362. a telescopic rod; 363. a shock absorber pad; 364. positioning a rod; 365. a limiting block; 366. a spring.
Detailed Description
The technical solutions in the embodiments of the present invention will be described clearly and completely with reference to the accompanying drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art all belong to the protection scope of the present invention.
According to the utility model discloses an embodiment provides a third shock mitigation system based on equation motorcycle race.
As shown in fig. 1-5, a third suspension system based on formula racing comprises a frame 1, wherein suspension assemblies 2 are symmetrically arranged on two sides of the frame 1, and a buffer assembly 3 is connected between the suspension assemblies 2;
the shock absorbing assembly 2 comprises a vertical column 21, outer point lifting lugs 22 are movably connected to the top end of the vertical column 21, the outer point lifting lugs 22 are respectively connected with upper control arms 23 which are symmetrically arranged, one end of each upper control arm 23 is connected with the frame 1, and a push rod 24 is arranged between the outer point lifting lugs 22 and the upper control arms 23;
the buffer component 3 comprises rocker arms 31 arranged symmetrically at two sides and a horizontal pressure lever 32 positioned between the rocker arms 31, one end of the push rod 24 is connected with the front rocker arm 31, one side of the rocker arm 31 is also provided with a pull rod 37 and a connecting rod 33 respectively,
the top end of the pull rod 37 is provided with an adjusting block 34, the adjusting block 34 is connected with an anti-roll rod 35,
the bottom end of the connecting rod 33 is located on the rocker arm 31 and is provided with a spring damper 35, the bottom end of the horizontal compression bar 32 is provided with a spring assembly 36, and the bottom ends of the spring damper 35 and the spring assembly 36 are respectively connected with the frame 1.
Wherein, a hub bearing is arranged in the upright post 21, and the bottom end of the upright post 21 is provided with symmetrically arranged lower control arms, wherein;
one end of the upper control arm 23 and one end of the lower control arm are respectively connected with the frame 1 through inner point lifting lugs.
A push rod lifting lug is fixedly arranged on the outer point lifting lug 22, and the push rod 24 is movably connected with the push rod lifting lug.
The spring assembly 36 includes a telescopic cavity 361 connected to the horizontal compression bar 32, a telescopic rod 362 is inserted into the telescopic cavity 361, a shock absorber pad 363 is sleeved on the telescopic rod 362, the shock absorber pad 363 is connected with a positioning rod 364, the bottom end of the positioning rod 364 is connected with a limiting block 365, a spring 366 is sleeved on the positioning rod 364, and the top end and the bottom end of the spring 366 are respectively abutted to the shock absorber pad 363 and the limiting block 365.
Wherein, be connected with aluminium and connect between flexible chamber 361 and the telescopic link 362.
The limiting block 365 is connected with a shock absorber lifting lug, and the shock absorber lifting lug is connected with the frame 1.
The anti-roll bar 35 is further provided with a mounting seat, and the mounting seat is connected with the frame 1.
In addition, specifically, the spring dampers 35 on both sides respectively include a first stiffness spring and a second stiffness spring, and the spring 366 is a third stiffness spring, wherein the spring stiffnesses of the first stiffness spring, the second stiffness spring and the third stiffness spring are different, so that the first stiffness spring, the second stiffness spring and the third stiffness spring have the capability of sequentially providing deformation.
In addition, the spring stiffness of the first stiffness spring is greater than that of the second stiffness spring, the spring stiffness of the second stiffness spring is greater than that of the third stiffness spring, when vibration damping is performed, damping is provided by the deformation of the third stiffness spring, when the third stiffness spring is elastically deformed, the telescopic rod 362 contracts towards the positioning rod 364, when the generated damping is insufficient to counteract the road impact, the telescopic rod 362 further contracts towards the positioning rod 364, at the moment, the second stiffness spring is elastically deformed, and at the moment, the second stiffness spring and the third stiffness spring are elastically deformed at the same time, so that greater damping is provided to perform vibration damping; can generate different-size damping to deal with different road surface impact, and has stronger applicability. When providing different magnitudes of damping, the first stiffness spring, the second stiffness spring and the third stiffness spring are sequentially and elastically deformed, so that the buffer effect is achieved, the amplitude of oscillation in the vibration reduction process is effectively reduced, and the vibration reduction effect is better.
By means of the technical scheme, the arrangement mode of the three springs of the three-spring three-damping suspension system for realizing rigidity complete decoupling is different from the traditional double-symmetrical spring arrangement mode, the problem that the expected effect cannot be achieved due to the fact that the linear rigidity and the angular rigidity are changed simultaneously when the traditional arrangement mode is used for debugging the suspension is solved, and the complete decoupling of the linear rigidity and the angular rigidity is realized.
In addition, when the formula racing car brakes, the racing car pitches, the car body makes pitching motion, the left wheel and the right wheel simultaneously jump upwards, and the push rod 24 and the rocker arm 31 rotate reversely, so that the shock absorbing components 2 on the two sides are compressed, the two connecting rods 33 are driven to move forwards, the two connecting rods 33 drive the horizontal pressure rod 32 to move, the horizontal pressure rod 32 moves forwards and compresses the middle buffer component 3, therefore, if the pitching stiffness of the car body needs to be adjusted, only the middle buffer component 3 needs to be adjusted, and if the racing car turns, the car body makes rolling motion, the left wheel and the right wheel jump in opposite directions, the two connecting rods 33 move in opposite directions and drive the horizontal pressure rod 32 to rotate around the middle point, because the tail end of the middle buffer component 3 is rotatably arranged at the middle point of the horizontal pressure rod 32, the middle buffer component 3 cannot be compressed, and the rolling stiffness of the racing car cannot be influenced,
in addition, through the cooperation of horizontal depression bar 32, two connecting rods 33 and middle buffer module 3, but make middle buffer module 3 keep independently adjusting the car racing pitch rate rigidity when lieing in left wheel shock absorber subassembly 2 and the same horizontal plane of right wheel shock absorber subassembly 2 and do not influence the roll rate rigidity of car racing, solved current third spring and all set up in the top of taking turns the spring, it is great to lead to the third spring to occupy the high space of frame, seriously influence the sight of race driver, the air resistance's of car racing technical problem has still been increased simultaneously.
The system is not limited to formula racers for college students, and can also be applied to other sports cars, and vehicles using the system can adjust and calibrate the chassis better and faster during development, and meanwhile, the light-weight design requirement is met.
To sum up, with the aid of the above technical scheme of the utility model, can realize following effect:
the three-spring three-damping suspension system is different from the traditional double-symmetrical spring arrangement mode, the problem that the linear stiffness and the angular stiffness cannot achieve the expected effect due to the fact that the linear stiffness and the angular stiffness are changed simultaneously when the traditional arrangement mode is used for debugging the suspension is solved, the linear stiffness and the angular stiffness are completely decoupled, the fact that the linear stiffness or the angular stiffness can be independently adjusted in the adjustment of the vehicle suspension is achieved, the adjustment of the suspension is greatly facilitated, the weight of a whole vehicle and the arrangement space required by spring damping can be reduced while the decoupling of the linear stiffness and the angular stiffness is achieved, an effective way is provided under the design background that the light weight is increasingly pursued nowadays, and the improvement of the fuel economy of the vehicle is facilitated.
The above description is only a preferred embodiment of the present invention, and should not be taken as limiting the invention, and any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (7)
1. A third shock absorbing system based on an equation car comprises a frame (1) and is characterized in that shock absorbing components (2) are symmetrically arranged on two sides of the frame (1), and a buffer component (3) is connected between the shock absorbing components (2), wherein;
the shock absorption assembly (2) comprises an upright post (21), the top end of the upright post (21) is movably connected with outer point lifting lugs (22), the outer point lifting lugs (22) are respectively connected with upper control arms (23) which are symmetrically arranged, one end of each upper control arm (23) is connected with the frame (1), and a push rod (24) is arranged between the outer point lifting lugs (22) and the upper control arms (23);
the buffer component (3) comprises rocker arms (31) which are symmetrically arranged at two sides and a horizontal pressure rod (32) which is positioned between the rocker arms (31), one end of the push rod (24) is connected with the rocker arms (31), one side of each rocker arm (31) is also provided with a pull rod (37) and a connecting rod (33) respectively,
the top end of the pull rod (37) is provided with an adjusting block (34), the bottom end of the connecting rod (33) is located on the rocker arm (31) and is provided with a spring shock absorber (35), the bottom end of the horizontal pressing rod (32) is provided with a spring assembly (36), and the bottom end of the spring shock absorber (35) and the bottom end of the spring assembly (36) are respectively connected with the frame (1).
2. The third suspension system based on formula racing according to claim 1, wherein a hub bearing is provided in the upright (21), and the bottom end of the upright (21) is provided with symmetrically arranged lower control arms, wherein;
one end of the upper control arm (23) and one end of the lower control arm are respectively connected with the frame (1) through inner point lifting lugs.
3. The third suspension system based on formula racing according to claim 2, wherein a push rod lifting lug is fixedly arranged on the outer point lifting lug (22), and the push rod (24) is movably connected with the push rod lifting lug.
4. The third shock absorbing system based on the formula racer as claimed in claim 2, wherein the spring assembly (36) comprises a telescopic cavity (361) connected to the horizontal compression rod (32), a telescopic rod (362) is inserted into the telescopic cavity (361), a shock absorber pad (363) is sleeved on the telescopic rod (362), the shock absorber pad (363) is connected with a positioning rod (364), a limiting block (365) is connected to the bottom end of the positioning rod (364), a spring (366) is sleeved on the positioning rod (364), and the top end and the bottom end of the spring (366) respectively abut against the shock absorber pad (363) and the limiting block (365).
5. A third suspension system based on formula racing according to claim 4, characterized in that an aluminum joint is connected between the telescopic cavity (361) and the telescopic rod (362).
6. The third suspension system based on formula racing car as claimed in claim 5, wherein the stopper (365) is connected with a damper lifting lug, and the damper lifting lug is connected with the frame (1).
7. A third suspension system based on formula racing according to claim 1, characterized in that the spring damper (35) is further provided with a mounting seat, and the mounting seat is connected with the frame (1).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202120794092.0U CN214822434U (en) | 2021-04-16 | 2021-04-16 | Third shock absorption system based on formula car |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202120794092.0U CN214822434U (en) | 2021-04-16 | 2021-04-16 | Third shock absorption system based on formula car |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN214822434U true CN214822434U (en) | 2021-11-23 |
Family
ID=78764313
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202120794092.0U Expired - Fee Related CN214822434U (en) | 2021-04-16 | 2021-04-16 | Third shock absorption system based on formula car |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN214822434U (en) |
-
2021
- 2021-04-16 CN CN202120794092.0U patent/CN214822434U/en not_active Expired - Fee Related
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| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant | ||
| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20211123 |
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| CF01 | Termination of patent right due to non-payment of annual fee |