CN216942577U

CN216942577U - Suspension system and formula car

Info

Publication number: CN216942577U
Application number: CN202220683749.0U
Authority: CN
Inventors: 王磊
Original assignee: Individual
Current assignee: Individual
Priority date: 2022-03-25
Filing date: 2022-03-25
Publication date: 2022-07-12
Anticipated expiration: 2032-03-25

Abstract

The utility model provides a suspension system and an equation racing car, relates to the technical field of racing cars, and solves the technical problem that a shock absorber of the suspension system is directly fixed on an upper cross arm, a lower cross arm or a pull rod and is exposed outside a car body, so that the wind resistance of the car body is large during movement; the suspension system comprises a cross arm component, a pull rod, a shock absorber and a commutator, wherein two ends of the cross arm component are connected with a wheel edge assembly and a frame, the commutator comprises a rotating end and a connecting end, the rotating end is rotationally connected with the frame, two ends of the pull rod are respectively rotationally connected with the cross arm component and one of the connecting ends, two ends of the shock absorber are respectively rotationally connected with the frame and the other connecting end, and the commutator can rotate by taking the rotating end as an axis so as to compress or stretch the shock absorber and absorb shock; the suspension system can well absorb shock and hide the shock absorber in the automobile body, so that wind resistance of the racing automobile during running is reduced.

Description

Suspension system and formula car

Technical Field

The utility model relates to the technical field of racing cars, in particular to a suspension system and an equation racing car.

Background

The electric formula car for the teenagers is a vehicle which is simple in structure, convenient to teach and easy to drive, and can support study and exploration of all processes from vehicle design, manufacturing and assembling to final debugging of a learner. Thereby greatly arousing the hobbies of the learners to the automobile and research and exploration.

The racing car mainly comprises a car frame body system, a suspension system, a steering system, a braking system and a power system. The suspension system mainly comprises an upper cross arm, a lower cross arm, a wheel edge, a shock absorber, a pull rod, a tire, a wheel rim and the like. The upper cross arm and the lower cross arm connect the wheel edge assembly with the frame, and the pull rod connects the upper cross arm and the lower cross arm with the frame.

The applicant has found that the prior art has at least the following technical problems: on the one hand, the prior art shock absorbers are generally directly fixed to the upper and lower cross arms or tie rods and exposed to the outside of the vehicle body, resulting in a large wind resistance of the vehicle body during movement. On the other hand, the upper cross arm and the frame in the prior art are fixedly connected, the length of the upper cross arm is fixed, the angles of parameters such as the camber angle of the wheel, the inner inclination angle of the king pin and the like cannot be effectively adjusted, and the adjustment of a suspension system is not facilitated.

SUMMERY OF THE UTILITY MODEL

The utility model aims to provide a suspension system and an equation racing car, which aim to solve the technical problem that the shock absorber of the suspension system is directly fixed on an upper cross arm, a lower cross arm or a pull rod and exposed outside a car body in the prior art, so that the wind resistance of the car body is large when the car body moves; the technical effects that can be produced by the preferred technical scheme in the technical schemes provided by the utility model are described in detail in the following.

In order to achieve the purpose, the utility model provides the following technical scheme:

the utility model provides a suspension system, which comprises a cross arm component, a pull rod, a shock absorber and a commutator, wherein:

the two ends of the cross arm component are connected with the wheel edge assembly and the frame, the commutator comprises a rotating end and a connecting end, the rotating end is rotatably connected with the frame, the two ends of the pull rod are respectively rotatably connected with the cross arm component and one of the connecting ends, the two ends of the shock absorber are respectively rotatably connected with the frame and the other connecting end, and the commutator can rotate by taking the rotating end as an axis so as to compress or stretch the shock absorber and absorb shock.

Preferably, the commutator is a triangular frame structure, and the rotating end and the two connecting ends are respectively located at three end angle positions of the triangular frame structure.

Preferably, the triangular frame structure comprises an upper plate body and a lower plate body, wherein:

the upper plate body and the lower plate body are triangular plate bodies, the three corresponding end corner positions of the upper plate body and the lower plate body are respectively connected through a rotating shaft, a first fixing rod and a second fixing rod, the rotating shaft is rotatably connected with the frame, one end of a pull rod is hinged with the first fixing rod and is limited between the upper plate body and the lower plate body, and one end of a shock absorber is hinged with the second fixing rod and is limited between the upper plate body and the lower plate body.

Preferably, rod end bearings are arranged at two ends of the pull rod, and the rod end bearings at the two ends are respectively and rotatably connected with the connecting end and the cross arm component.

Preferably, the cross arm component comprises an upper cross arm component and a lower cross arm component, the upper cross arm component connects the upper part of the wheel edge assembly with the upper part of the frame, and the lower cross arm component connects the lower part of the wheel edge assembly with the lower part of the frame; the upper cross arm component is provided with a hanging lug, and the hanging lug is hinged with one end of the pull rod.

Preferably, the upper cross arm assembly and the lower cross arm assembly both comprise cross arms and adjusting mechanisms, the adjusting mechanisms are arranged at least at one end of each cross arm, and the adjusting mechanisms can adjust the length of the corresponding upper cross arm assembly and the length of the corresponding lower cross arm assembly.

Preferably, the adjustment mechanism comprises a spherical plain bearing and a positioning nut, wherein:

the joint bearing is rotatably connected with the frame, an external thread is arranged on a rod body of the joint bearing and is in threaded connection with the end part of the cross arm, and the positioning nut is in threaded connection with the rod body of the joint bearing and abuts against the end part of the cross arm.

Preferably, the frame is provided with two lugs, two lugs are arranged oppositely, a locking rod penetrates through and is connected with the two lugs oppositely arranged, and one of the knuckle bearings is located between the two lugs oppositely arranged and is rotatably connected with the locking rod.

Preferably, the locking pole is further provided with two limiting parts, the limiting parts are sleeved on the locking pole, and the two limiting parts abut against the two connecting lugs respectively and correspond to the knuckle bearing clamped between the two limiting parts, so as to prevent the knuckle bearing from moving up and down.

The utility model also provides an equation racing car which comprises a car frame and the suspension system.

Compared with the prior art, the suspension system and the formula car provided by the utility model have the following beneficial effects: the pull rod, the frame and the shock absorber are connected through the commutator, so that the shock absorber can be fixed on the frame, the shock absorber is hidden in the vehicle body, wind resistance of the vehicle body during running is reduced, and the speed of the vehicle is increased. The shaking of the running wheels is transmitted to the commutator through the pull rod, and when the wheels vibrate, external force can drive the commutator to rotate by taking the rotating end as an axis, so that the shock absorber is compressed or stretched and the shock is absorbed. The formula racing car has the suspension system, so that the shock absorber can be hidden in the car body while good shock absorption is realized, and the wind resistance of the racing car during running is reduced.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, 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 the drawings without creative efforts.

FIG. 1 is a schematic view of the overall structure of an equation racing car;

FIG. 2 is a schematic structural view of the suspension system;

fig. 3 is a schematic view of the structure of the shock absorber, commutator, tie rod and cross arm assembly.

In the figure 100, the frame; 200. a suspension system; 300. a wheel; 301. a column; 21. a cross arm; 211. a knuckle bearing; 212. positioning a nut; 213. hanging a lug; 22. a pull rod; 221. a rod end bearing; 23. a commutator; 231. a rotating end; 232. a connecting end; 233. an upper plate body; 234. a lower plate body; 24. a shock absorber; 4. connecting lugs; 5. a lock lever; 6. a limiting member; 7. a rotating shaft; 8. a first fixing lever; 9. and a second fixing rod.

Detailed Description

In order to make the objects, technical solutions and advantages of the present invention more apparent, the technical solutions of the present invention will be described in detail below. It is to be understood that the described embodiments are merely exemplary of the utility model, and not restrictive of the full scope of the utility model. All other embodiments, which can be derived by a person skilled in the art from the examples given herein without any inventive step, are within the scope of the present invention.

In the description of the present invention, it is to be understood that the terms "center", "length", "width", "height", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "side", and the like, indicate orientations and positional relationships based on the orientations and positional relationships shown in the drawings, and are used merely for convenience of description and for simplicity of description, and do not indicate or imply that the equipment or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, are not to be construed as limiting the present invention. In the description of the present invention, "a plurality" means two or more unless otherwise specified.

In the description of the present invention, it should also be noted that, unless otherwise explicitly specified or limited, the terms "disposed," "mounted," "connected," and "connected" are to be construed broadly and may, for example, be 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 meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.

The embodiment of the utility model provides a suspension system and an equation racing car, which can hide a shock absorber in a car body while achieving good shock absorption, and reduce wind resistance when the racing car runs.

The technical solution provided by the present invention is explained in more detail below with reference to fig. 1 to 3.

Example one

As shown in fig. 1-3, the present embodiment provides a suspension system 200 including a cross arm assembly, a tie rod 22, a shock absorber 24, and a commutator 23, wherein: the two ends of the cross arm component are connected with the wheel edge assembly and the frame 100, the commutator 23 comprises a rotating end 231 and a connecting end 232, the rotating end 231 is rotatably connected with the frame 100, the two ends of the pull rod 22 are respectively rotatably connected with the cross arm component and one of the connecting ends 232, the two ends of the shock absorber 24 are respectively rotatably connected with the frame 100 and the other connecting end 232, and the commutator 23 can rotate by taking the rotating end 231 as an axis so as to compress or stretch the shock absorber 24 and absorb shock.

The damper 24 is a well-known technique in the art, and may be a conventional damper 24 on an equation car, and the structure thereof will not be described herein.

Specifically, the suspension system 200 can be applied to formula racing teenagers, and the formula racing teenagers are applied to vehicle teaching, so that a learner can deeply research and explore the vehicle through complete process links of design, manufacture, assembly and debugging; the method is applied to entertainment driving, and can be applied to the fields of racing competition, vehicle driving and the like.

In the suspension system 200 of the embodiment, the commutator 23 is arranged to connect the tie rod 22, the frame 100 and the damper 24, so that the damper 24 can be fixed on the frame 100, and after the shell of the vehicle is mounted on the frame 100, the damper 24 can be hidden in the vehicle body, thereby reducing the wind resistance of the vehicle body during running and improving the vehicle speed. The shaking of the wheel 300 during driving is transmitted to the commutator 23 through the tie rod 22, and during vibration, the commutator 23 is driven by external force to rotate around the rotating end 231, thereby compressing or stretching the damper 24 for damping.

As an alternative embodiment, referring to fig. 2 and 3, the commutator 23 of the present embodiment is a triangular frame structure, and the rotating end 231 and the two connecting ends 232 are respectively located at three end corner positions of the triangular frame structure.

The commutator 23 with the structure is convenient for shaking of the wheel 300 during running to pull or push the commutator 23 to rotate through the pull rod 22, and the commutator 23 is convenient for stretching or compressing the shock absorber 24.

In the present embodiment, which provides a specific embodiment of the commutator 23, referring to fig. 2 and 3, the triangular frame structure includes an upper plate 233 and a lower plate 234, wherein: the upper plate body 233 and the lower plate body 234 are triangular plate bodies, three corresponding end corner positions of the upper plate body 233 and the lower plate body 234 are respectively connected through a rotating shaft 7, a first fixing rod 8 and a second fixing rod 9, the rotating shaft 7 is rotatably connected with the frame 100, one end of the pull rod 22 is hinged to the first fixing rod 8 and is limited between the upper plate body 233 and the lower plate body 234, and one end of the shock absorber 24 is hinged to the second fixing rod 9 and is limited between the upper plate body 233 and the lower plate body 234.

The upper plate 233 and the lower plate 234 are connected at corresponding end corners, and one end of the tie rod 22 is limited between the upper plate 233 and the lower plate 234, so that the play of the tie rod 22 in the vertical direction can be limited. The vibration generated when the wheel 300 moves is transmitted to the commutator 23 through the pull rod 22, the pull rod 22 pulls or pushes the first fixing rod 8, the first fixing rod 8 drives the whole commutator 23 to rotate around the rotating shaft 7, and the second fixing rod 9 stretches or compresses the damper 24, so as to damp the vibration.

As an alternative embodiment, referring to fig. 3, rod end bearings 221 are disposed at two ends of the pull rod 22, and the rod end bearings 221 at the two ends are respectively rotatably connected to the connecting end 232 and the crossbar assembly. The structure is convenient for the pull rod 22 to be rotatably connected with the connecting end 232 of the commutator 23 and the cross arm assembly, so that vibration is transmitted and damped.

As an alternative embodiment, referring to fig. 1 and 2, the cross arm assembly of the present embodiment includes an upper cross arm assembly connecting the upper portion of the wheel side assembly with the upper portion of the frame 100, and a lower cross arm assembly connecting the lower portion of the wheel side assembly with the lower portion of the frame 100; the upper horizontal arm component is provided with a hanging lug 213, and the hanging lug 213 is hinged with one end of the pull rod 22, as shown in fig. 2.

Specifically, the hanging lug 213 and the rod end bearing 221 of the pull rod 22 are hinged to each other, and if a positioning pin is used to connect the two, the angle between the pull rod 22 and the upper cross arm assembly can be changed adaptively, so as to facilitate the pull rod 22 to pull or push the connecting end 232 of the commutator 23.

Example two

In the prior art, the upper cross arm 21 is fixedly connected with the frame 100, and the length of the upper cross arm 21 is fixed, so that the parameter angles such as the camber angle and the kingpin inclination angle of the wheel 300 cannot be effectively adjusted, and the adjustment of the suspension system 200 is not facilitated.

In view of the above problems, the present embodiment is an improvement on the first embodiment, and as an alternative embodiment, referring to fig. 2 and 3, each of the upper horizontal arm assembly and the lower horizontal arm assembly includes a horizontal arm 21 and an adjusting mechanism, the adjusting mechanism is disposed at least one end of the horizontal arm 21, and the adjusting mechanism can adjust the length of the corresponding upper horizontal arm assembly and the corresponding lower horizontal arm assembly.

The length of the corresponding upper cross arm assembly and the lower cross arm assembly can be adjusted through the adjusting mechanism, so that the parameter angles such as the camber angle and the kingpin inclination angle of the wheel 300 of the suspension system 200 can be effectively adjusted, and the toe angle of the wheel 300 of the rear wheel suspension is changed. The adjustment of the angle plays an important role in debugging the suspension system 200 and optimizing the vehicle in the later period of racing.

A specific implementation of an adjusting mechanism is provided in this embodiment, and as shown in fig. 2 and fig. 3, the adjusting mechanism of this embodiment includes a knuckle bearing 211 and a positioning nut 212, where: the knuckle bearing 211 is rotatably connected with the frame 100, a rod body of the knuckle bearing 211 is provided with an external thread and is in threaded connection with the end part of the cross arm 21, and the positioning nut 212 is in threaded connection with the rod body of the knuckle bearing 211 and abuts against the end part of the cross arm 21.

Because the rod body of the knuckle bearing 211 is in threaded connection with the end part of the cross arm 21, the knuckle bearing 211 is screwed, the length of the knuckle bearing 211 outside the cross arm 21 can be adjusted, namely the extension length of the whole upper cross arm assembly or the lower cross arm assembly is adjusted, so that the camber angle, the kingpin camber angle and other parameter angles of the wheel 300 of the suspension system 200 can be effectively adjusted, and the toe angle of the wheel 300 of the rear wheel suspension is changed. The structure is simple and compact, and the adjustment is convenient.

As an alternative embodiment, referring to fig. 2, the frame 100 is provided with two connecting lugs 4, there are two connecting lugs 4 arranged oppositely, a lock rod 5 passes through and connects the two connecting lugs 4 arranged oppositely, and a joint bearing 211 is located between the two connecting lugs 4 arranged oppositely and is rotatably connected with the lock rod 5.

The structure realizes the rotary connection between the end part of the cross arm 21 and the frame 100, the locking rod 5 sequentially passes through the connecting lug 4, the joint bearing 211 at one end of the cross arm 21 and the other connecting lug 4, when the upper cross arm assembly and the lower cross arm assembly vibrate or the lengths of the upper cross arm assembly and the lower cross arm assembly are adjusted, the joint bearing 211 at one end of the cross arm 21 can rotate by taking the corresponding locking rod 5 as an axis, and then the camber angle, the kingpin inclination angle and other parameter angles of the wheel 300 are adjusted, or the toe angle of the wheel 300 of a rear wheel suspension is changed. The other end of the crossbar 21 may also be pivotally connected to the upright 301 of the wheel-side assembly by means of the locking lever 5.

As an optional embodiment, referring to fig. 3, two limiting members 6 are further disposed on the locking rod 5, the limiting members 6 are sleeved on the locking rod 5, the two limiting members 6 respectively abut against the two connecting lugs 4, and the corresponding joint bearing 211 is clamped between the two limiting members 6 to prevent the joint bearing 211 from moving up and down. Above-mentioned locating part 6 can be gasket or cushion isotructure, and above-mentioned locating part 6 has effectively guaranteed that last horizontal arm subassembly, lower xarm subassembly beat from top to bottom the effective swing space of joint bearing 211, prevents to interfere with other spare parts each other.

EXAMPLE III

Referring to fig. 1, the present embodiment provides an equation racing car including a frame 100 and the suspension system 200 described above.

Since the formula car is provided with the suspension system 200, the damper 24 can be hidden in the car body while achieving good damping, and wind resistance during running of the car can be reduced.

The vehicle frame 100 is provided with main components such as a roll cage, a floor, a firewall, a headrest, an instrument panel, and the like. The position of the driving cab of the frame 100 effectively reduces the mass center position of the whole vehicle and improves the control stability of the whole vehicle by reasonably designing the sitting posture of a driver on the premise of ensuring that the vehicle passes through a road obstacle.

The particular features, structures, or characteristics may be combined in any suitable manner in any one or more embodiments or examples.

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 utility model. 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 above description is only for the specific embodiments of the present invention, but the scope of the present invention is not limited thereto, and any person skilled in the art can easily think of the changes or substitutions within the technical scope of the present invention, and shall cover the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the appended claims.

Claims

1. A suspension system comprising a cross arm assembly, a tie rod, a shock absorber and a commutator, wherein:

2. The suspension system of claim 1 wherein said commutator is a triangular frame structure, said pivot end and said two link ends being located at three corner positions of said triangular frame structure.

3. The suspension system of claim 2, wherein the triangular frame structure includes an upper plate and a lower plate, wherein:

the upper plate body and the lower plate body are triangular plate bodies, the three corresponding end angle positions of the upper plate body and the lower plate body are connected through a rotating shaft, a first fixing rod and a second fixing rod respectively, the rotating shaft is connected with the frame in a rotating mode, one end of a pull rod is hinged to the first fixing rod and limited between the upper plate body and the lower plate body, and one end of a shock absorber is hinged to the second fixing rod and limited between the upper plate body and the lower plate body.

4. The suspension system of claim 1 wherein rod end bearings are provided at each end of the tie rod, the rod end bearings at each end being pivotally connected to the link end and the cross arm assembly, respectively.

5. The suspension system of claim 1 wherein said cross arm assembly includes an upper cross arm assembly connecting an upper portion of said wheel side assembly with an upper portion of said frame and a lower cross arm assembly connecting a lower portion of said wheel side assembly with a lower portion of said frame; the upper cross arm component is provided with a hanging lug, and the hanging lug is hinged with one end of the pull rod.

6. The suspension system of claim 5 wherein each of said upper and lower cross arm assemblies includes a cross arm and an adjustment mechanism disposed at least one end of said cross arm, said adjustment mechanism being capable of adjusting the length of the corresponding upper and lower cross arm assemblies.

7. The suspension system of claim 6, wherein the adjustment mechanism includes a knuckle bearing and a positioning nut, wherein:

8. The suspension system of claim 7 wherein said frame is provided with lugs, there being two of said lugs disposed in opposition, a lock rod passing through and connecting two of said lugs disposed in opposition, and wherein a knuckle bearing is disposed between and rotationally coupled to said lock rod.

9. The suspension system according to claim 8 wherein the locking bar further comprises two position-limiting members, the position-limiting members are disposed on the locking bar, and the two position-limiting members are respectively abutted against the two engaging lugs, and are clamped between the two position-limiting members corresponding to the knuckle bearing, so as to prevent the knuckle bearing from moving up and down.

10. An equation racer comprising a vehicle frame and the suspension system of any one of claims 1-9.