CN216467234U

CN216467234U - Novel automobile shock absorption suspension structure

Info

Publication number: CN216467234U
Application number: CN202123061548.1U
Authority: CN
Inventors: 封如兵; 文平
Original assignee: Anhui Rem Industrial System Co ltd
Current assignee: Anhui Rem Industrial System Co ltd
Priority date: 2021-12-08
Filing date: 2021-12-08
Publication date: 2022-05-10
Anticipated expiration: 2031-12-08

Abstract

The utility model discloses a novel automobile shock attenuation suspension structure, including the main suspension, the one end that the underarm was kept away from mutually all is connected with the knuckle through the second connecting piece, the close one end of knuckle upside all is connected with first bumper shock absorber through the third connecting piece, upper portion periphery is provided with coil spring in the first bumper shock absorber, the equal fixedly connected with second bumper shock absorber in the close one end middle part of knuckle. The utility model discloses in, can drive the knuckle when the wheel jolts and rise, transmit for an ascending power of first bumper shock absorber through the third connecting piece, first bumper shock absorber will drive coil spring and produce deformation, thereby further reach the absorbing effect of buffering, and the knuckle rises and can rise through underarm pulling primary suspension, and underarm makes primary suspension only can fluctuate from top to bottom, make the frame of connecting through the mount pad only can fluctuate on the vertical direction, and the automobile body amplitude reduces along with the cycle fast, user experience has been improved.

Description

Novel automobile shock absorption suspension structure

Technical Field

The utility model relates to an automotive suspension technical field especially relates to a novel automobile shock attenuation suspension structure.

Background

Automotive suspensions are devices that elastically couple the frame to the axle of an automobile. The automobile shock absorber is generally composed of elastic elements, a guide mechanism, a shock absorber and other parts, and has the functions of transmitting force and torsion acting between wheels and a frame, buffering impact force transmitted to the frame or an automobile body from an uneven road surface, and reducing vibration caused by the impact force, so that the automobile can run smoothly, and the comfort level of a user is improved.

Chinese patent document CN212194985U discloses a suspension structure of a shock absorbing chassis for an automobile, which includes a chassis body, a suspension beam and a stabilizer bar, wherein a connection post is disposed at the bottom of the chassis body, a mounting seat is connected below the connection post, a first elastic spring is disposed at the outer side of the connection post, the suspension beam is disposed at the left and right sides of the mounting seat, a connection member is mounted on the outer wall of the support rod, a pull rod is mounted on the connection member, the bottom of the pull rod is connected to a bottom plate, and the stabilizer bar is welded to the left and right ends of the suspension beam, the suspension structure of the shock absorbing chassis for an automobile has a connection post at the bottom of the chassis body, a first elastic spring is disposed on the outer wall of the connection post, and a telescopic structure is formed between the connection post and the mounting seat by the first elastic spring, but the shock absorbing effect of the suspension structure is not good, and a vehicle can fluctuate up and down on a flat road surface, affecting the user experience.

SUMMERY OF THE UTILITY MODEL

The utility model aims at solving the defects existing in the prior art and providing a novel automobile shock absorption suspension structure.

In order to achieve the above purpose, the utility model adopts the following technical scheme: the utility model provides a novel automobile shock attenuation suspension structure, includes the primary suspension, the primary suspension both ends all are connected with the underarm through first connecting piece, the one end that the underarm was kept away from mutually all is connected with the knuckle through the second connecting piece, the one end that the knuckle upside is close all is connected with first bumper shock absorber through the third connecting piece, upper portion periphery is provided with coil spring in the first bumper shock absorber, first bumper shock absorber all is connected with reset spring through the fourth connecting piece, reset spring keeps away from the one end of fourth connecting piece and is connected with the primary suspension through the fifth connecting piece respectively, the equal fixedly connected with second bumper shock absorber in the one end middle part that the knuckle is close, the one end difference fixed connection that the second bumper shock absorber is close is at torsion beam both ends middle part.

As a further description of the above technical solution:

and the first connecting pieces are respectively and fixedly connected to the middle parts of the two ends of the main suspension.

As a further description of the above technical solution:

the second connecting pieces are respectively and fixedly connected to the lower ends of the adjacent sides of the steering knuckles.

As a further description of the above technical solution:

and the third connecting pieces are respectively and fixedly connected with the lower part of one side, far away from the first shock absorber.

As a further description of the above technical solution:

and a dust cover is arranged on the periphery of the middle upper part of the first shock absorber on the inner side of the spiral spring.

As a further description of the above technical solution:

the top end of the first shock absorber is fixedly connected with a mounting seat.

As a further description of the above technical solution:

and the fourth connecting piece is respectively and fixedly connected to the middle part of the bottom end of the first shock absorber.

As a further description of the above technical solution:

and the fifth connecting pieces are respectively and fixedly connected to the two ends of the upper side of the main suspension.

The utility model discloses following beneficial effect has:

the wheel hub of the vehicle is connected through the steering knuckle, when the vehicle runs, the wheel jolts, the steering knuckle is driven to rise, when the steering knuckle rises, an upward force is transmitted to the first shock absorber through the third connecting piece, the lower part of the first shock absorber drives the spiral spring to deform when the first shock absorber rises, so that the effect of buffering and shock absorption is further achieved, the steering knuckle rises, the main suspension is pulled to rise through the lower arm, the main suspension only fluctuates through the lower arm, so that the vehicle frame connected through the mounting seat only fluctuates in the vertical direction, the amplitude of the vehicle body is rapidly reduced along with the period, meanwhile, the first shock absorber gives an upward force to the return spring when the steering knuckle rises, the lower end of the return spring generates a downward force under the inertia effect of the main suspension, the return springs generate deformation and are mutually transmitted and offset, and the amplitude period of the vehicle body is reduced more rapidly, the user experience is improved.

Drawings

Fig. 1 is a front view of a novel automobile shock-absorbing suspension structure provided by the present invention;

FIG. 2 is an enlarged view taken at A in FIG. 1;

fig. 3 is the utility model provides a first bumper shock absorber connection diagram of novel automobile shock absorption suspension structure.

Illustration of the drawings:

1. a main suspension; 2. a first connecting member; 3. a lower arm; 4. a second connecting member; 5. a knuckle; 6. a third connecting member; 7. a first shock absorber; 8. a dust cover; 9. a coil spring; 10. a mounting seat; 11. a fourth connecting member; 12. a return spring; 13. a fifth connecting member; 14. a second shock absorber; 15. a torsion beam.

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 without creative work belong to the protection scope of the present invention.

In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplification of description, but do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus, should not be construed as limiting the present invention; the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance, and furthermore, unless otherwise explicitly stated or limited, the terms "mounted," "connected," and "connected" are to be construed broadly and may be, for example, fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present invention can be understood in specific cases to those skilled in the art.

Referring to fig. 1-3, the present invention provides an embodiment: a novel automobile shock absorption suspension structure comprises a main suspension 1, wherein both ends of the main suspension 1 are connected with a lower arm 3 through first connecting pieces 2, one end, far away from the lower arm 3, of the main suspension is connected with a steering knuckle 5 through second connecting pieces 4, one end, close to the upper side of the steering knuckle 5, of the main suspension is connected with a first shock absorber 7 through a third connecting piece 6, a spiral spring 9 is arranged on the periphery of the middle upper part of the first shock absorber 7, the middle upper part of the first shock absorber 7 is connected with a hub of a vehicle through the steering knuckle 5, the steering knuckle 5 is driven to ascend when the wheel jolts during driving of the vehicle, an upward force is transmitted to the first shock absorber 7 through the third connecting piece 6 when the steering knuckle 5 ascends, the lower part of the first shock absorber 7 drives the spiral spring 9 to deform when ascending, and therefore the effect of buffering and shock absorption is further achieved, the steering knuckle 5 ascends and can drive the main suspension 1 to ascend through the lower arm 3, and the lower arm 3 enables the main suspension 1 to ascend and descend, the frame connected through the mounting seat 10 only fluctuates in the vertical direction, the amplitude of the vehicle body is rapidly reduced along with the period, the first shock absorbers 7 are all connected with the return springs 12 through the fourth connecting pieces 11, one ends, far away from the fourth connecting pieces 11, of the return springs 12 are respectively connected with the main suspension 1 through the fifth connecting pieces 13, meanwhile, the first shock absorbers 7 can provide upward force for the return springs 12 when ascending, the lower ends of the return springs 12 can generate downward force under the action of the inertia of the main suspension 1, so that the return springs 12 are deformed and mutually transferred and offset, namely, the amplitude period of the vehicle body is reduced more rapidly, the user experience is improved, the second shock absorbers 14 are fixedly connected in the middle parts of the ends, close to each other, of the steering knuckles 5, the buffering of the vehicle during side bumping is improved through the second shock absorbers 14, the ends, close to each second shock absorbers 14, are respectively and fixedly connected in the middle parts of the two ends of the torsion beams 15, the strength of the chassis of the vehicle is improved.

First connecting piece 2 is fixed connection respectively at the both ends middle part of main suspension 1, second connecting piece 4 is the lower extreme of one side is close at knuckle 5 respectively fixed connection, third connecting piece 6 is the lower part of one side is kept away from mutually at first bumper shock absorber 7 respectively fixed connection, be used for connecting each structure, and reasonable in design, and make the atress on car chassis even, upper portion periphery is provided with dust cover 8 at coil spring 9 inboard in first bumper shock absorber 7, avoid the normal work of the flexible end of first bumper shock absorber 7, the service life is prolonged, 7 top fixedly connected with mount pad 10 of first bumper shock absorber, be used for connecting the frame, fourth connecting piece 11 is fixed connection respectively at the bottom middle part of first bumper shock absorber 7, fifth connecting piece 13 is fixed connection respectively at 1 upside both ends of main suspension, be used for connecting reset spring 12.

The working principle is as follows: firstly, a wheel hub of a vehicle is connected through a steering knuckle 5, when a vehicle runs, a wheel jolts, the steering knuckle 5 is driven to rise, when the steering knuckle 5 rises, an upward force is transmitted to a first shock absorber 7 through a third connecting piece 6, the lower part of the first shock absorber 7 drives a spiral spring 9 to generate deformation when the lower part of the first shock absorber 7 rises, so that the effect of buffering and shock absorption is further achieved, the main suspension 1 is pulled to rise through a lower arm 3 when the steering knuckle 5 rises, the main suspension 1 only fluctuates through the lower arm 3, so that a vehicle frame connected through a mounting seat 10 only fluctuates in the vertical direction, the amplitude of a vehicle body is rapidly reduced along with the period, meanwhile, when the first shock absorber 7 rises, an upward force is provided for a return spring 12, and the lower end of the return spring 12 generates a downward force due to the inertia effect of the main suspension 1, so that the deformation of the return spring 12 is mutually counteracted, the amplitude period of the car body is reduced more quickly, and the user experience is improved.

Finally, it should be noted that: although the present invention has been described in detail with reference to the foregoing embodiments, it will be apparent to those skilled in the art that modifications and variations can be made in the embodiments or in part of the technical features of the embodiments without departing from the spirit and the scope of the invention.

Claims

1. The utility model provides a novel automobile shock attenuation suspension structure, includes main suspension (1), its characterized in that: both ends of the main suspension (1) are connected with a lower arm (3) through a first connecting piece (2), one end of the lower arm (3) far away from the other end is connected with a steering knuckle (5) through a second connecting piece (4), one end close to the upper side of the steering knuckle (5) is connected with a first shock absorber (7) through a third connecting piece (6), a spiral spring (9) is arranged on the periphery of the middle upper part of the first shock absorber (7), the first shock absorbers (7) are connected with a return spring (12) through fourth connecting pieces (11), one end of the return spring (12) far away from the fourth connecting piece (11) is respectively connected with the main suspension (1) through a fifth connecting piece (13), the middle part of one end close to the steering knuckle (5) is fixedly connected with a second shock absorber (14), one end of the second shock absorber (14) close to the other end is fixedly connected to the middle of the two ends of the torsion beam (15) respectively.

2. The novel automobile shock-absorbing suspension structure according to claim 1, characterized in that: the first connecting pieces (2) are respectively and fixedly connected to the middle parts of the two ends of the main suspension (1).

3. The novel automobile shock-absorbing suspension structure according to claim 1, characterized in that: the second connecting pieces (4) are respectively and fixedly connected to the lower ends of the adjacent sides of the steering knuckles (5).

4. The novel automobile shock-absorbing suspension structure according to claim 1, characterized in that: and the third connecting pieces (6) are respectively and fixedly connected with the lower part of one side, far away from the first shock absorber (7).

5. The novel automobile shock-absorbing suspension structure according to claim 1, characterized in that: the periphery of the middle upper part of the first shock absorber (7) is provided with a dust cover (8) at the inner side of the spiral spring (9).

6. The novel automobile shock-absorbing suspension structure according to claim 1, characterized in that: the top end of the first shock absorber (7) is fixedly connected with a mounting seat (10).

7. The novel automobile shock-absorbing suspension structure according to claim 1, characterized in that: and the fourth connecting piece (11) is respectively and fixedly connected to the middle part of the bottom end of the first shock absorber (7).

8. The novel automobile shock-absorbing suspension structure according to claim 1, characterized in that: and the fifth connecting pieces (13) are respectively and fixedly connected to the two ends of the upper side of the main suspension (1).