RU2356750C1 - Wheel suspension - Google Patents

Abstract

FIELD: automobile production.

SUBSTANCE: invention deals with wheel suspension of sport radio-controlled cars and may be used as wheel suspension for motor cars. Suspension includes lower and upper levers attached to the frame (body) by means of joints and axes. Steering knuckle is connected with wheel axis and connected with lower and upper levers by means of joints. Damper is fixed on the frame (body). One end of the spring is attached to the damper. Also, there is subsidiary lever for transmitting wheel vibration to damper. Note that damper represents rotation damper, and subsidiary lever has variable length. One end of this lever is connected with damper input shaft via connection capable to transmit rotational vibrations of the lever to damper shaft. The other end of this lever is joint with lower or upper suspension lever or with steering knuckle in maximum possible wheel proximity. Moving end of the spring presses this lever from above.

EFFECT: improvement of damping effect quality, and increase of service life.

2 cl, 3 dwg

Description

Application area

The device relates to wheel suspensions of sports radio-controlled car models and can also be used as suspensions for cars.

State of the art

Spring suspensions are widely known in the art that dampen vibrations by damping the spring itself (see patents JP 3271015 A, JP 3227714 A, JP 3186424 A, RU 2232683, RU 2258616), when the spring is fixed rigidly to the spring strut, the shock absorber is oriented up , or by means of a hydraulic damper (see DE 10042607 A1, RU 2297561).

These types of pendants have a complex structure, and therefore, roads, heavy, because suspension strength and reliability require the use of large diameter springs. In addition, this arrangement of the shock absorber leads to increased load on the internal ball bearings or the axis of the lower arm. In this connection, additional friction occurs in these bearings / axles, leading to a deterioration in the quality of damping and accelerated wear.

Another disadvantage of the known types of suspensions is that they do not allow sufficient changes in the damping / damping characteristics without replacing the springs and the use of complex dampers with adjustable hydraulic resistance, and the position of the general center of gravity is increased due to the high location of the damper / shock absorber.

The technical result of this invention is that the suspension allows it to make a quick and convenient change in the damping / damping characteristics, has a low center of gravity, it reduces harmful friction in the damper and in the hinges (axes) of the lower arms, the service life is increased, and improved damping quality.

Brief Description of the Drawings

Figure 1 shows a structural suspension device, where 1 is the lower arm, 2 is the lower inner hinge, 3 is the front link of the upper arm, 4 is the rear link of the upper arm, 5 is the upper external hinge, 6 is the upper internal hinge, 7 is the pivot fist, 8 - rotation damper body, 9 - curved spring, 10 - rotation damper shaft, 11 - damper lever, 12 - link, 13 - frame, 14 - lower outer hinge, 15 - guide, 16 - wheel axle.

Figure 2 shows the suspension device with a damper as close as possible to the lower outer hinge 14, and the stiffness of the damper / shock absorber is maximum, where 17 is the direction of displacement of the damper body along the guide 15.

Figure 3 shows the suspension device with a damper as far as possible from the lower outer hinge 14, and the rigidity of the damper / shock absorber is minimal.

Device essence

The claimed technical result is achieved due to the fact that the suspension of the wheels, including the lower and upper levers mounted on the frame (body) by means of hinges or axles, a knuckle connected to the axis of the wheel and pivotally connected to the lower and upper levers, containing a damper mounted on frame (body), a spring fixed at one end to the damper, and an additional lever for transmitting wheel vibrations to the damper, characterized in that the damper is a rotation damper, and the additional lever has a variable length moreover, one end of this lever is connected to the input shaft of the damper by a connection capable of transmitting rotational vibrations of the lever to the shaft of the damper, and the other end of this lever is pivotally connected either to the lower or upper levers of the suspension, or to the steering knuckle as close to the wheel as possible, and the movable end of the spring presses on this lever from above.

The damper can also be made with the possibility of displacement relative to the frame (body) along the guide in the direction of the lower outer hinge. The damper can be made in the form of a rotation damper of any type, for example a cylinder, an ellipsoid or any other body of revolution.

The entire suspension is mounted on the supporting frame 13. The well-known used part of the suspension consists of a lower arm 1 connected to the frame 13 by means of lower inner hinges 2 and through a lower outer hinge 14 with a rotary fist 7, which in turn is connected with the axis of the wheel 16.

In the upper part of the knuckle 7, the upper external hinge 5 is fixed, which is connected with the front link of the upper arm 3 and the rear link of the upper arm 4. The following additions are new to the invention.

The lever of the damper 11 (see figure 1) is pivotally connected to the shaft of the damper of rotation 10 and through the movable link 12 with the lower lever 1 near the lower outer hinge 14. The link 12 is connected to the lever of the damper 11 with a telescopic sliding connection.

The spring 9 is fixed with its fixed end to the damper body 8, and the movable end presses on top of the damper lever 11, providing cushioning. A synchronous change in damping / damping characteristics is realized by making the damper movable relative to the frame. The displacement of the damper housing 8 relative to the frame 13 is carried out along the guide 15 in the direction 17 (see FIG. 2) and leads to a change in the distance between the shaft (axis) of the rotation damper and the hinge connecting the link 12 with the lower arm 1 (FIGS. 2 and 3) .

In addition to the ability to quickly and conveniently change the damping / damping characteristics, the additional advantages of such a damping / damping system are also a decrease in the overall center of gravity due to the low location of the damper / shock absorber, a decrease in the radial load on the damper shaft, which reduces harmful friction in the damper and in the lower link joints, as well as increasing its durability. Improving the quality of damping is achieved due to the closest possible proximity of the point of application of the damping forces to the wheel of the vehicle.

Claims (2)

1. Wheel suspension, including the lower and upper levers mounted on the frame (body) by means of hinges or axles, a knuckle associated with the axis of the wheel and pivotally connected to the lower and upper levers, containing a damper mounted on the frame (body), a spring, fixed at one end on the damper, and an additional lever for transmitting wheel vibrations to the damper, characterized in that the damper is a rotation damper, and the additional lever has a variable length, with one end of this lever connected to the input shaft of the damper EPA compound capable of transmitting rotational oscillations of the lever to the shaft of the damper and the other end of this lever is connected pivotally with either the lower or the upper suspension arms or to the knuckle possible proximity of the wheel, and the movable end of the spring presses on the lever above. 2. The wheel suspension according to claim 1, characterized in that the damper is made with the possibility of displacement relative to the frame along the guide in the direction to the lower outer hinge.

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