CN221120739U - Air damping suspension structure and automobile - Google Patents

Abstract

The present application relates to an air damping suspension structure and a car. The air damping suspension structure includes an inner frame, an elastic damping ring, a first bracket and a second bracket. The elastic damping ring is sleeved on the outer peripheral side of the inner frame, the first bracket is sleeved on the outer peripheral side of the elastic damping ring, and the second bracket is connected to the end of the inner frame. The elastic damping ring is provided with an inner cavity, and the air damping suspension structure is provided with an exhaust hole connecting the inner cavity and the external space. When the inner frame and the first bracket move relatively eccentrically along the radial direction of the air damping suspension structure, the elastic damping ring can be compressed and deformed to compress the inner cavity, and the air in the inner cavity can be discharged to the external space through the exhaust hole. The flow area of the exhaust hole is smaller than the flow area of the inner cavity. The air damping suspension structure and the car provided by the present application solve the problem that the aftershock solution will worsen the NVH working condition of the whole vehicle or significantly increase the manufacturing and subsequent maintenance costs of electric vehicles.

Description

Air damping suspension structure and automobile

Technical Field

The present application relates to the technical field of suspension structures, and in particular to an air damping suspension structure and a car.

Background technique

The motor power and torque of electric vehicles are very large. Under the tip-in/out (quickly stepping on the accelerator/releasing the accelerator) condition, the transient impact on the suspension of the electric vehicle is very large, which can easily cause the motor to shake and produce a series of aftershock problems.

In the prior art, designers usually use high-rigidity mounts to suppress the aftershock of the motor. However, high-rigidity mounts will reduce the vibration isolation performance of the mounts and deteriorate the NVH (noise, vibration and harshness) conditions of the vehicle. In addition, hydraulic damping mounts have a good inhibitory effect on suppressing motor aftershocks. However, the damping system inside the hydraulic damping mount has a short lifespan and high cost, which greatly increases the manufacturing and subsequent maintenance costs of electric vehicles.

Utility Model Content

Based on this, it is necessary to provide an air damping suspension structure and a vehicle to solve the problem that existing aftershock solutions may worsen the NVH conditions of the entire vehicle or significantly increase the manufacturing and subsequent maintenance costs of electric vehicles.

The air damping suspension structure provided by the present application includes an inner frame, an elastic damping ring, a first bracket and a second bracket, wherein the elastic damping ring is sleeved on the outer peripheral side of the inner frame, the first bracket is sleeved on the outer peripheral side of the elastic damping ring, and the second bracket is connected to the end of the inner frame. The elastic damping ring is provided with an inner cavity, and the air damping suspension structure is provided with an exhaust hole connecting the inner cavity and the external space. When the inner frame and the first bracket move relatively eccentrically along the radial direction of the air damping suspension structure, the elastic damping ring can be compressed and deformed to compress the inner cavity, and the air in the inner cavity can be discharged to the external space through the exhaust hole, and the flow area of the exhaust hole is smaller than the flow area of the inner cavity.

In one embodiment, the air damping suspension structure further includes an outer frame, the outer frame is sleeved on the outer peripheral side of the elastic damping ring, and the first bracket is sleeved on the outer peripheral side of the outer frame.

In one of the embodiments, the elastic damping ring is provided with a groove opening toward the first bracket, the outer frame is provided with a through hole corresponding to the notch of the groove, the groove, the through hole and the inner wall of the first bracket are arranged to form an inner cavity, the exhaust hole is provided between the outer frame and the first bracket, and the exhaust hole is connected to the groove through the through hole.

In one of the embodiments, the inner cavity is provided with a limit block, which is arranged along the radial direction of the air damping suspension structure. When the compression amount of the inner cavity along the radial direction of the air damping suspension structure reaches a preset compression amount, the limit block can stop at both ends of the inner cavity along the radial direction of the air damping suspension structure to prevent the inner cavity from continuing to compress.

In one embodiment, one end of the limit block is connected to the elastic damping ring, and the other end extends toward a direction close to the first bracket.

In one embodiment, the limit block and the elastic damping ring are an integrally formed structure.

In one embodiment, a plurality of inner cavities are provided in the circumference of the elastic damping ring, and the plurality of inner cavities are rotationally symmetric with respect to the axis of the elastic damping ring.

In one embodiment, the number of the inner cavities is two, the two inner cavities are distributed in 180° rotational symmetry, and the exhaust holes corresponding to the two inner cavities extend in opposite directions and are connected to the external spaces on both sides of the elastic damping ring.

In one embodiment, the elastic damping ring is made of rubber, silicone or elastic plastic.

The present application also provides a car, which includes the air damping suspension structure described in any one of the above embodiments.

Compared with the prior art, the air damping suspension structure and automobile provided by the present application have a larger flow area of the inner cavity. Therefore, the flow rate of air discharged from the inner cavity is greater than the flow rate in the exhaust hole. This will cause the flow of air into the exhaust hole to be obstructed. At this time, the rate at which air is discharged from the inner cavity is less than the rate at which the inner cavity is compressed. In this way, the air will in turn produce a certain damping force on the inner wall of the inner cavity to reduce the rate at which the inner cavity is compressed, thereby slowly releasing the instantaneous impact on the air damping suspension structure, thereby avoiding aftershocks caused by motor movement.

Furthermore, since the elastic damping ring has good elastic deformation capability, compared with the high-rigidity suspension, the air damping suspension structure provided with the elastic damping ring can significantly improve the NVH working condition of the whole vehicle.

Furthermore, compared with the hydraulic damping suspension, the solution of providing an elastic damping ring is obviously simpler, and therefore, the manufacturing and maintenance costs of the air damping suspension structure provided in the present application can be significantly reduced.

BRIEF DESCRIPTION OF THE DRAWINGS

In order to more clearly illustrate the embodiments of the present application or the technical solutions in the conventional technology, the drawings required for use in the embodiments or the conventional technology descriptions are briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

FIG1 is a schematic structural diagram of an air damping suspension structure according to an embodiment of the present application;

FIG2 is an exploded view of an air damping suspension structure according to an embodiment of the present application;

FIG. 3 is a cross-sectional view of an air damping suspension structure according to an embodiment of the present application.

Figure numerals: 100, inner skeleton; 200, elastic damping ring; 210, inner cavity; 220, groove; 230, limit block; 240, buffer hole; 250, limit groove; 300, first bracket; 400, second bracket; 500, outer skeleton; 510, exhaust hole; 520, through hole; 530, limit protrusion.

Detailed ways

In the description of the present application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present application.

In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In the description of this application, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

In this application, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements, unless otherwise clearly defined. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

In the present application, unless otherwise clearly specified and limited, a first feature being "above" or "below" a second feature may mean that the first and second features are in direct contact, or that the first and second features are in indirect contact through an intermediate medium. Moreover, a first feature being "above", "above" or "above" a second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. A first feature being "below", "below" or "below" a second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.

It should be noted that when an element is referred to as being "fixed to" or "disposed on" another element, it may be directly on the other element or there may be a central element. When an element is considered to be "connected to" another element, it may be directly connected to the other element or there may be a central element at the same time. The terms "vertical", "horizontal", "upper", "lower", "left", "right" and similar expressions used herein are for illustrative purposes only and are not intended to be the only implementation method.

Unless otherwise defined, all technical and scientific terms used herein have the same meaning as those commonly understood by those skilled in the art to which this application belongs. The terms used herein in the specification of this application are only for the purpose of describing specific embodiments and are not intended to limit this application. The term "and/or" used herein includes any and all combinations of one or more of the related listed items.

The motor power and torque of electric vehicles are very large. Under the tip-in/out (quickly stepping on the accelerator/releasing the accelerator) condition, the transient impact on the suspension of the electric vehicle is very large, which can easily cause the motor to shake and produce a series of aftershock problems.

In the prior art, designers usually use high-rigidity mounts to suppress the aftershock of the motor. However, high-rigidity mounts will reduce the vibration isolation performance of the mounts and deteriorate the NVH (noise, vibration and harshness) conditions of the vehicle. In addition, hydraulic damping mounts have a good inhibitory effect on suppressing motor aftershocks. However, the damping system inside the hydraulic damping mount has a short lifespan and high cost, which greatly increases the manufacturing and subsequent maintenance costs of electric vehicles.

Please refer to Figures 1 to 3. In order to solve the problem that the existing aftershock solution will worsen the NVH working condition of the whole vehicle or significantly increase the manufacturing and subsequent maintenance costs of the electric vehicle, the present application provides an air damping suspension structure and a car. The air damping suspension structure is used to connect the motor (not shown) and the subframe (not shown). The air damping suspension structure includes an inner frame 100, an elastic damping ring 200, a first bracket 300 and a second bracket 400. The elastic damping ring 200 is sleeved on the outer peripheral side of the inner frame 100, the first bracket 300 is sleeved on the outer peripheral side of the elastic damping ring 200, and the second bracket 400 is connected to the end of the inner frame 100. In this embodiment, the first bracket 300 is used to connect the motor, and the second bracket 400 is used to connect the subframe, but it is not limited to this. In other embodiments, the first bracket 300 can also be used to connect the subframe, and the second bracket 400 can be used to connect the motor.

Furthermore, the elastic damping ring 200 is provided with an inner cavity 210, and the air damping suspension structure is provided with an exhaust hole 510 connecting the inner cavity 210 and the external space, and when the inner frame 100 and the first bracket 300 move relatively eccentrically along the radial direction of the air damping suspension structure, the elastic damping ring 200 can be deformed under pressure to compress the inner cavity 210, and the air in the inner cavity 210 can be discharged to the external space through the exhaust hole 510. In addition, the flow area of the exhaust hole 510 is smaller than the flow area of the inner cavity 210.

Since the flow area of the inner cavity 210 is larger, the flow rate of air discharged from the inner cavity 210 is greater than the flow rate in the exhaust hole 510. This will cause the flow of air into the exhaust hole 510 to be obstructed. At this time, the rate at which air is discharged from the inner cavity 210 is lower than the rate at which the inner cavity 210 is compressed. In this way, the air will in turn produce a certain damping force on the inner wall of the inner cavity 210 to reduce the rate at which the inner cavity 210 is compressed, thereby slowly releasing the instantaneous impact on the air damping suspension structure, thereby avoiding aftershocks caused by the motor moving.

Furthermore, since the elastic damping ring 200 has good elastic deformation capability, compared with a high-rigidity suspension, the air damping suspension structure provided with the elastic damping ring 200 can significantly improve the NVH working condition of the entire vehicle.

Furthermore, compared with the hydraulic damping suspension, the solution of providing the elastic damping ring 200 is obviously simpler, and therefore, the manufacturing and maintenance costs of the air damping suspension structure provided in the present application can be significantly reduced.

In one embodiment, the elastic damping ring 200 is made of rubber, but is not limited thereto. In other embodiments, the elastic damping ring 200 may also be made of silicone, elastic plastic or other high molecular elastic materials.

In this way, the processing cost of the elastic damping ring 200 can be greatly reduced.

In one embodiment, a plurality of inner cavities 210 are disposed in the circumference of the elastic damping ring 200 , and the plurality of inner cavities 210 are rotationally symmetric with respect to the axis of the elastic damping ring 200 .

This is beneficial for the elastic damping ring 200 to produce damping effect after being subjected to force at various locations.

Specifically, in one embodiment, the number of the inner cavities 210 is two, the two inner cavities 210 are distributed in 180° rotational symmetry, and the two exhaust holes 510 extend in opposite directions and are connected to the external spaces on both sides of the elastic damping ring 200 .

This is beneficial to balancing the forces at various locations of the elastic damping ring 200 , and preventing one side of the elastic damping ring 200 from being subjected to excessive damping force, which would cause the elastic damping ring 200 to be offset.

More specifically, in one embodiment, the exhaust holes 510 extend along the radial direction of the air damping suspension structure.

However, it is not limited thereto. In other embodiments, the exhaust hole 510 may also be arranged at an angle relative to the radial direction of the air damping suspension structure, which are not listed here one by one.

In one embodiment, as shown in FIG. 2 and FIG. 3 , the air damping suspension structure further includes an outer frame 500 , which is sleeved on the outer circumference of the elastic damping ring 200 , and the first bracket 300 is sleeved on the outer circumference of the outer frame 500 .

It should be noted that the outer frame 500 is made of a rigid material. Therefore, by providing the outer frame 500 , the elastic damping ring 200 can be subjected to stress as a whole, thereby improving the anti-deformation capability of the elastic damping ring 200 .

Furthermore, in one embodiment, the exoskeleton 500 and the first bracket 300 are interference fit, so that the connection strength between the exoskeleton 500 and the first bracket 300 can be significantly improved.

In one embodiment, as shown in FIG. 2 and FIG. 3 , the elastic damping ring 200 is provided with a groove 220 opening toward the first bracket 300, and the outer frame 500 is provided with a through hole 520 corresponding to the notch of the groove 220, and the groove 220, the through hole 520 and the inner wall of the first bracket 300 are surrounded to form an inner cavity 210. The exhaust hole 510 is provided between the outer frame 500 and the first bracket 300, and the exhaust hole 510 is connected to the groove 220 through the through hole 520.

In this way, during the deformation of the elastic damping ring 200, the exhaust hole 510 will not shrink due to the deformation of the elastic damping ring 200. That is, the exhaust hole 510 is arranged between the outer skeleton 500 and the first bracket 300, which is conducive to avoiding the exhaust hole 510 from being compressed and causing the air to be unable to be discharged from the inner cavity 210 normally.

Specifically, the exhaust hole 510 is in a groove shape, and the exhaust hole 510 is disposed on the outer frame 500 , and the groove of the exhaust hole 510 faces the first bracket 300 .

But not limited to this, in other embodiments, the exhaust hole 510 can also be set on the first bracket 300 and the outer frame 500, and the notch of the exhaust hole 510 faces the elastic damping ring 200, which are not listed here one by one.

In order to prevent the elastic damping ring 200 from being over-compressed, in one embodiment, as shown in Figures 2 and 3, the inner cavity 210 is provided with a limit block 230, and the limit block 230 is arranged along the radial direction of the air damping suspension structure. When the compression amount of the inner cavity 210 along the radial direction of the air damping suspension structure reaches a preset compression amount, the limit block 230 can stop at both ends of the inner cavity 210 along the radial direction of the air damping suspension structure to prevent the inner cavity 210 from continuing to compress.

In one embodiment, the preset compression amount ranges from 5% to 70%. Preferably, the preset compression amount ranges from 20% to 50%.

Specifically, in one embodiment, one end of the limiting block 230 is connected to the elastic damping ring 200 , and the other end extends toward a direction close to the first bracket 300 .

But not limited thereto, in other embodiments, the limiting block 230 may also be connected to the first bracket 300 .

Furthermore, in one embodiment, the limiting block 230 and the elastic damping ring 200 are an integrally formed structure.

In this way, the difficulty of processing the limit block 230 is greatly reduced.

In one embodiment, as shown in FIG. 2 and FIG. 3 , the elastic damping ring 200 is further provided with a buffer hole 240 penetrating the elastic damping ring 200 in a radial direction, so that when the elastic damping ring 200 is squeezed, the buffer hole 240 can also absorb kinetic energy through its own deformation.

Furthermore, in one embodiment, as shown in Figures 2 and 3, a limiting groove 250 is provided on the outer side surface of the elastic damping ring 200 located at the buffer hole 240, and a limiting protrusion 530 is provided on the inner wall of the exoskeleton 500 corresponding to the limiting groove 250. The limiting protrusion 530 can be clamped in the limiting groove 250 to prevent the exoskeleton 500 from rotating relative to the elastic damping ring 200.

Furthermore, the limiting protrusion 530 is provided with a plurality of hollow holes to reduce the weight of the entire outer frame 500 .

The present application also provides a car, which includes the air damping suspension structure described in any one of the above embodiments.

The technical features of the above-described embodiments may be arbitrarily combined. To make the description concise, not all possible combinations of the technical features in the above-described embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

The above-described embodiments only express several implementation methods of the present application, and the descriptions thereof are relatively specific and detailed, but they cannot be construed as limiting the scope of the patent application. It should be pointed out that, for a person of ordinary skill in the art, several variations and improvements can be made without departing from the concept of the present application, and these all belong to the protection scope of the present application. Therefore, the scope of patent protection of the present application shall be subject to the attached claims.

Claims (10)

1. An air damping suspension structure, characterized in that it comprises an inner frame (100), an elastic damping ring (200), a first bracket (300) and a second bracket (400), wherein the elastic damping ring (200) is sleeved on the outer peripheral side of the inner frame (100), the first bracket (300) is sleeved on the outer peripheral side of the elastic damping ring (200), and the second bracket (400) is connected to the end of the inner frame (100); The elastic damping ring (200) is provided with an inner cavity (210), and the air damping suspension structure is provided with an exhaust hole (510) connecting the inner cavity (210) and the external space. When the inner skeleton (100) and the first bracket (300) move relatively eccentrically along the radial direction of the air damping suspension structure, the elastic damping ring (200) can be compressed and deformed to compress the inner cavity (210) and enable the air in the inner cavity (210) to be discharged to the external space through the exhaust hole (510), and the flow area of the exhaust hole (510) is smaller than the flow area of the inner cavity (210). 2. The air damping suspension structure according to claim 1 is characterized in that it also includes an exoskeleton (500), wherein the exoskeleton (500) is sleeved on the outer peripheral side of the elastic damping ring (200), and the first bracket (300) is sleeved on the outer peripheral side of the exoskeleton (500). 3. The air damping suspension structure according to claim 2 is characterized in that the elastic damping ring (200) is provided with a groove (220) opening toward the first bracket (300), the outer skeleton (500) is provided with a through hole (520) corresponding to the notch of the groove (220), the inner wall of the groove (220), the through hole (520) and the first bracket (300) are arranged to form the inner cavity (210), the exhaust hole (510) is provided between the outer skeleton (500) and the first bracket (300), and the exhaust hole (510) is connected to the groove (220) through the through hole (520). 4. The air damping suspension structure according to claim 1 is characterized in that the inner cavity (210) is provided with a limit block (230), and the limit block (230) is arranged along the radial direction of the air damping suspension structure. When the compression amount of the inner cavity (210) along the radial direction of the air damping suspension structure reaches a preset compression amount, the limit block (230) can stop at both ends of the inner cavity (210) along the radial direction of the air damping suspension structure to prevent the inner cavity (210) from continuing to compress. 5. The air damping suspension structure according to claim 4 is characterized in that one end of the limit block (230) is connected to the elastic damping ring (200), and the other end extends in a direction close to the first bracket (300). 6. The air damping suspension structure according to claim 5, characterized in that the limit block (230) and the elastic damping ring (200) are an integrally formed structure. 7. The air damping suspension structure according to claim 1 is characterized in that a plurality of inner cavities (210) are provided in the circumference of the elastic damping ring (200), and the plurality of inner cavities (210) are rotationally symmetric about the axis of the elastic damping ring (200). 8. The air damping suspension structure according to claim 7 is characterized in that the number of the inner cavities (210) is two, the two inner cavities (210) are distributed in 180° rotational symmetry, and the exhaust holes (510) corresponding to the two inner cavities (210) extend in opposite directions and are respectively connected to the external spaces on both sides of the elastic damping ring (200). 9. The air damping suspension structure according to claim 1, characterized in that the elastic damping ring (200) is made of rubber, silicone or elastic plastic. 10. An automobile, characterized by comprising the air damping suspension structure according to any one of claims 1 to 9.