WO2021184258A1 - 一种滑柱总成及应用其的车辆 - Google Patents

一种滑柱总成及应用其的车辆 Download PDF

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Publication number
WO2021184258A1
WO2021184258A1 PCT/CN2020/080021 CN2020080021W WO2021184258A1 WO 2021184258 A1 WO2021184258 A1 WO 2021184258A1 CN 2020080021 W CN2020080021 W CN 2020080021W WO 2021184258 A1 WO2021184258 A1 WO 2021184258A1
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WO
WIPO (PCT)
Prior art keywords
shock absorber
bearing
hole
upper support
spring
Prior art date
Application number
PCT/CN2020/080021
Other languages
English (en)
French (fr)
Inventor
贾威振
Original Assignee
宁波吉利汽车研究开发有限公司
浙江吉利控股集团有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
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Application filed by 宁波吉利汽车研究开发有限公司, 浙江吉利控股集团有限公司 filed Critical 宁波吉利汽车研究开发有限公司
Priority to CN202080097835.7A priority Critical patent/CN115315364A/zh
Priority to JP2022554636A priority patent/JP7471439B2/ja
Priority to US17/912,060 priority patent/US12023975B2/en
Priority to KR1020227033986A priority patent/KR20220148878A/ko
Priority to EP20925496.0A priority patent/EP4122725A4/en
Priority to PCT/CN2020/080021 priority patent/WO2021184258A1/zh
Publication of WO2021184258A1 publication Critical patent/WO2021184258A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G15/00—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type
    • B60G15/02—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring
    • B60G15/06—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring and fluid damper
    • B60G15/067—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring and fluid damper characterised by the mounting on the vehicle body or chassis of the spring and damper unit
    • B60G15/068—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring and fluid damper characterised by the mounting on the vehicle body or chassis of the spring and damper unit specially adapted for MacPherson strut-type suspension
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G15/00—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type
    • B60G15/02—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring
    • B60G15/06—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring and fluid damper
    • B60G15/067—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring and fluid damper characterised by the mounting on the vehicle body or chassis of the spring and damper unit
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G15/00—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type
    • B60G15/02—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring
    • B60G15/06—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring and fluid damper
    • B60G15/07—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring and fluid damper the damper being connected to the stub axle and the spring being arranged around the damper
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G13/00—Resilient suspensions characterised by arrangement, location or type of vibration dampers
    • B60G13/02—Resilient suspensions characterised by arrangement, location or type of vibration dampers having dampers dissipating energy, e.g. frictionally
    • B60G13/06—Resilient suspensions characterised by arrangement, location or type of vibration dampers having dampers dissipating energy, e.g. frictionally of fluid type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G15/00—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type
    • B60G15/02—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring
    • B60G15/06—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring and fluid damper
    • B60G15/062—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having mechanical spring and fluid damper the spring being arranged around the damper
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F13/00—Units comprising springs of the non-fluid type as well as vibration-dampers, shock-absorbers, or fluid springs
    • F16F13/005—Units comprising springs of the non-fluid type as well as vibration-dampers, shock-absorbers, or fluid springs comprising both a wound spring and a damper, e.g. a friction damper
    • F16F13/007—Units comprising springs of the non-fluid type as well as vibration-dampers, shock-absorbers, or fluid springs comprising both a wound spring and a damper, e.g. a friction damper the damper being a fluid damper
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F9/00—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium
    • F16F9/32—Details
    • F16F9/54—Arrangements for attachment
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/30—Spring/Damper and/or actuator Units
    • B60G2202/31—Spring/Damper and/or actuator Units with the spring arranged around the damper, e.g. MacPherson strut
    • B60G2202/312—The spring being a wound spring
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/10—Mounting of suspension elements
    • B60G2204/12—Mounting of springs or dampers
    • B60G2204/124—Mounting of coil springs
    • B60G2204/1242—Mounting of coil springs on a damper, e.g. MacPerson strut
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/10—Mounting of suspension elements
    • B60G2204/12—Mounting of springs or dampers
    • B60G2204/128—Damper mount on vehicle body or chassis
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
    • B60G2204/41—Elastic mounts, e.g. bushings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
    • B60G2204/41—Elastic mounts, e.g. bushings
    • B60G2204/4104—Bushings having modified rigidity in particular directions
    • B60G2204/41044—Bushings having modified rigidity in particular directions in a shell for being loaded mainly in axial direction, e.g. piston rod mounts, longitudinal push-pull rod mounts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
    • B60G2204/418—Bearings, e.g. ball or roller bearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
    • B60G2204/45—Stops limiting travel
    • B60G2204/4502—Stops limiting travel using resilient buffer
    • B60G2204/45021—Stops limiting travel using resilient buffer for limiting upper mount movement of a McPherson strut
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/16—Running
    • B60G2800/162—Reducing road induced vibrations
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/86—Suspension systems
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F1/00—Springs
    • F16F1/02—Springs made of steel or other material having low internal friction; Wound, torsion, leaf, cup, ring or the like springs, the material of the spring not being relevant
    • F16F1/04—Wound springs
    • F16F1/12—Attachments or mountings
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F2230/00—Purpose; Design features
    • F16F2230/28—Inclination of a suspension element

Definitions

  • the invention relates to the technical field of automobile parts manufacturing, in particular to a sliding column assembly and a vehicle using the same.
  • the sliding column assembly is the general term for all the force transmission connecting devices between the car frame (or body) and the axle (or wheels). Its function is to transmit the force and torque between the wheel and the frame, and buffer The impact force transmitted from the uneven road to the frame (or body) reduces the vibration caused thereby to ensure the smoothness of the car.
  • the sliding column assembly is mainly composed of elastic elements, shock absorbers, bearings, upper supports and other components, and some also include buffer blocks, transverse stabilizers and so on.
  • the elastic elements there are many options such as leaf springs, air springs, coil springs and torsion bar springs.
  • the shock absorber is the main component that generates the damping force.
  • the upper support is used to support and fix the elastic element, and at the same time provide a mounting structure for mounting to the frame (or body).
  • the bearing is arranged between the upper support and the shock absorber.
  • the front strut assembly transmits the impact load of the road surface to the vehicle body mainly in two ways: single-channel transmission and dual-channel transmission.
  • single-channel transmission refers to: the damping force generated by the shock absorber is sequentially transmitted to the car body through the bearing and upper support;
  • dual-channel transmission refers to: in addition to the damping force of the shock absorber being transmitted to the car body through the bearing and upper support, The combined force received by the elastic element and the buffer block is transmitted to the vehicle body through the bearing; thus forming a two-channel transmission path.
  • the single-channel transmission method is due to the large load on the bearing and the upper support, which is easy to damage, so the service life is short; and the single-channel transmission method cannot buffer the force received by the elastic element.
  • the lateral force of the elastic element causes friction loss on the shock absorber; dual-channel transmission has the disadvantage of higher bearing load, which is easy to cause bearing wear and even breakage, which will seriously reduce the service life of the bearing; if high-performance materials are used Into the bearing, it will cause too much cost.
  • the elastic mechanism and the bearing adopt a local contact method, which makes the bearing easy to receive uneven force, which not only causes the bearing life to be attenuated, but also the friction between the elastic mechanism and the bearing is prone to abnormal noise, which reduces the user's driving experience .
  • this application aims to provide a sliding column assembly and a vehicle using the same.
  • the object of the present invention is to provide a sliding column assembly and a vehicle using the same.
  • the present invention provides a sliding column assembly, including a shock absorber piston rod, a shock absorber upper support, a bearing, a spring, and a buffer block.
  • the shock absorber piston rod, the shock absorber upper support , The bearing and the buffer block are arranged coaxially;
  • the upper support of the shock absorber is provided with a first through hole
  • the bearing is provided with a second through hole
  • a part of the upper support of the shock absorber is provided in the second through hole
  • the buffer block is provided with
  • There is a third through hole, one end of the shock absorber piston rod is located in the first through hole, the other end of the shock absorber piston rod passes through the third through hole, and the buffer block is connected to the shock absorber.
  • the upper support of the shock absorber is connected, the spring is sleeved on the piston rod of the shock absorber, and the spring is connected with the bearing.
  • the shock absorber upper support includes an upper cover, a first recess, and a second recess that are connected in sequence, and the first through hole penetrates the upper cover, the first recess, and the second recess.
  • the buffer block is connected to the second concave portion, the upper cover is blocked from the second through hole, the first concave portion is located in the second through hole, and the second concave portion can be removed from the second through hole. Partially protrudes from the through hole.
  • the second concave portion is provided with a clamping portion
  • the buffer block is provided with a groove
  • the clamping portion cooperates with the groove so that the upper support of the shock absorber is connected with the buffer block .
  • a shock-absorbing rubber and a connecting piece are provided between the first recess and the upper cover, the connecting piece is arranged on the outer circumference of the shock absorber piston rod, and the connecting piece is located in the shock absorber. Between the upper and lower parts of the rubber.
  • the upper cover is provided with a plurality of first bosses, and the first bosses are provided with mounting holes.
  • a first buffer device is provided between the bearing and the spring, and the first buffer device is arranged coaxially with the bearing.
  • a second boss is provided on the side of the bearing away from the first buffer device, and the bearing is connected to the first recess of the upper support of the shock absorber through the second boss.
  • the height of the lowest point of the upper support of the shock absorber is lower than the height of the lowest point of the bearing, and the outer diameter of the lowest point of the upper support of the shock absorber is smaller than the outer diameter of the lowest point of the bearing.
  • the spring is a coil spring, and a side of the spring close to the bearing is provided with a horizontal portion.
  • Another aspect of the present invention protects a vehicle, including a vehicle body, a wheel hub, and the strut assembly described in the above technical features.
  • the strut assembly passes through the first boss of the upper support of the shock absorber and the body
  • the sliding column assembly is connected with the hub through the shock absorber piston rod.
  • the present invention has the following beneficial effects:
  • the force received by the shock absorber, the spring and the buffer block can reach the vehicle body through three different transmission paths, thereby reducing the bearing load and avoiding the bearing from breaking due to excessive load.
  • the bearing load is relatively small, the bearing does not need to be made of high-performance materials, which is beneficial to reduce costs.
  • the sliding column assembly provided by the present invention is provided with a first boss where the upper support of the shock absorber is in contact with the vehicle body, and the first boss forms a small surface contact with the vehicle body, which can prevent the shock absorber from supporting
  • the seat collides with the vehicle body to make an abnormal noise; and the first boss can be stamped and formed, and the cost is low.
  • a first buffer device is provided between the bearing and the spring.
  • the first buffer device can protect the bearing, improve the service life of the bearing, and can avoid abnormal noise caused by collision between the bearing and the spring .
  • a sliding column assembly provided by the present invention, the bearing is provided with a second boss, and the bearing forms a small surface contact with the upper bracket of the shock absorber through the second boss, which is beneficial to reduce or avoid the bearing and the reduction Abnormal noise caused by the collision of the upper support of the vibrator.
  • the load of the spring can be evenly distributed on the bearing, and the bearing will not be broken due to uneven force.
  • Fig. 1 is a schematic structural diagram of a sliding column assembly provided by an embodiment of the present invention
  • Figure 2 is a schematic structural view of the sliding column assembly when the shock absorber is in a rising compression state
  • Figure 3 is a schematic structural view of the sliding column assembly when the shock absorber is in an inclined compression state
  • Figure 4 is a schematic view of the structure of the upper support of the shock absorber
  • Figure 5 is a cross-sectional view of the upper support of the shock absorber
  • Figure 6 is a schematic view of the structure of the bearing
  • Figure 7 is a cross-sectional view of the bearing
  • FIG. 8 is a schematic diagram of the structure of the first buffer device
  • Figure 9 is a cross-sectional view of the first buffer device
  • FIG. 10 is a schematic diagram of the structure of the buffer block
  • Fig. 11 is a schematic diagram of the structure of the shock absorber.
  • H the height difference between the lowest point of the bearing and the lowest point of the upper support of the shock absorber
  • the embodiment of this specification provides a sliding column assembly, including a shock absorber 70, a shock absorber upper support 10, a bearing 20, a spring 40 and a buffer block 50, the shock absorber 70,
  • the upper support 10 of the shock absorber, the bearing 20, the spring 40 and the buffer block 50 are coaxially arranged;
  • the shock absorber 70 includes a shock absorber piston rod 71, the shock absorber piston rod 71 is arranged coaxially with the shock absorber upper support 10, and the shock absorber upper support 10 is provided with a first through hole 11 (As shown in Figure 4), the bearing 20 is provided with a second through hole 21 (as shown in Figure 6), a part of the upper support 10 of the shock absorber is arranged in the second through hole 21, so
  • the buffer block 50 is provided with a third through hole 51 (as shown in FIG. 10), one end of the shock absorber piston rod 71 is located in the first through hole 11, and the other end of the shock absorber piston rod 71 Pass through the third through hole 51;
  • the buffer block 50 is connected with the upper support 10 of the shock absorber, the spring 40 is sleeved outside the piston rod 71 of the shock absorber, and the spring 40 is connected with the bearing 20.
  • the shock absorber upper support 10 includes an upper cover 12, a first recess 13 that opens upward, and a second recess 14 that opens downward. 12.
  • the first recess 13 and the second recess 14 are sequentially connected, the first through hole 11 penetrates the upper cover 12, the first recess 13 and the second recess 14, and the buffer block 50 is connected to the The second recesses 14 are connected.
  • the size of the upper cover 12 is larger than the diameter of the second through hole 21, and the outer diameter of the first recess 13 and the outer diameter of the second recess 14 are smaller than the diameter of the second through hole 21 of the bearing 20, So that the first recess 13 is disposed in the second through hole 21 of the bearing 20, the second recess 14 can be partially extended from the second through hole 21, and the upper cover 12 is blocked by the second through hole 21.
  • the second through hole 21 is outside.
  • the bottom of the first recess 13 is fixedly connected to the top of the second recess 14 (as shown in FIG. 5), the bottom of the first recess 13 is provided with a first opening, and the top of the second recess 14 is provided with There is a second opening, and the first opening is adapted to the second opening and both are larger than the size of the shock absorber piston rod 71 so that the shock absorber piston rod 71 can pass through.
  • the first recess 13 is further provided with a flange 132, the flange 132 is used for fixed connection with the upper cover 12, the size of the flange 132 is smaller than the size of the upper cover 12, the flange 132 A vertical portion 133 is located between the bottom of the first recessed portion 13 and the bottom of the first recessed portion 13.
  • the second recess 14 is provided with a clamping portion 141
  • the buffer block 50 is provided with a groove 52
  • the clamping portion 141 cooperates with the groove 52 so that the upper support 10 of the shock absorber and the The buffer blocks 50 are connected.
  • the size of the second concave portion 14 is larger than the size of the end portion of the buffer block 50, so that the end portion of the buffer block 50 is accommodated in the second concave portion 14. Therefore, the force F 3 received by the buffer block 50 reaches the vehicle body 90 via the second concave portion 13, the vertical portion 133 and the upper cover 12 sequentially, that is, the transmission path of the force F 3 received by the buffer block 50 does not pass through the The transmission path of the bearing 20 and the force F 3 is shown in the third channel III in FIG. 1.
  • the upper cover 12 is provided with a plurality of first bosses 121, the first bosses 121 are provided with mounting holes, as shown in FIG. 4, the first bosses 121 are provided with three, and the three The first bosses 121 are evenly distributed on the surface of the upper cover 12. Of course, the first boss 121 can also be provided with other numbers.
  • the upper cover 12 is provided with the first boss 121, the upper surface of the upper cover 12 is not a horizontal plane, so the upper shock absorber support 10 is mounted to the vehicle body
  • the first boss 121 is in contact with the car body, the first boss 121 is in contact with the car body to form a small surface contact, which can prevent the upper support of the shock absorber from colliding with the car body and produce abnormal noise; and the first boss 121 can be stamped and formed, which is consistent with the prior art Compared with the method of arranging the vulcanized rubber layer for the contact between the upper support of the shock absorber and the vehicle body, the cost is lower.
  • the flange 132 is also provided with an opening corresponding to the position of the mounting hole, so that the spool provided in the embodiment of this specification is integrated by a fastener (such as a screw, etc.).
  • a fastener such as a screw, etc.
  • the fastener passes through the mounting hole of the upper cover 12 and the opening at the flange 132, which not only facilitates the realization of the upper support 10 of the shock absorber and the body
  • the fixed connection is also beneficial to ensure the structural stability of the upper support 10 of the shock absorber.
  • the first recess 13 is connected with the upper cover 12 to form a cavity, a shock-absorbing rubber 131 and a connecting piece 134 are arranged in the cavity, and one end of the shock absorber piston rod 71 passes through the shock-absorbing rubber 131 and the connecting piece 134.
  • FIG 11 is a schematic structural view of the shock absorber 70.
  • the shock absorber 70 includes a shock absorber piston rod 71 and a housing 72.
  • the shock absorber piston rod 71 includes a first rod 711 and a second rod.
  • the rod portion 712, the diameter of the first rod portion 711 is smaller than the diameter of the second rod portion 712.
  • the through hole of the connecting member 134 is larger than the diameter of the first rod portion 711 but smaller than the diameter of the second rod portion 712, so that the connecting member 134 can limit the upstroke of the shock absorber piston rod 71.
  • the shock absorber piston rod 71 swings around the center of the connecting member 134 when receiving a biasing force, and the center of the connecting member 134 is also the center of rotation of the shock absorber piston rod 71 as point A. Since the first boss 121 makes the upper cover non-planar, the distance H1 from the rotation center A to the top surface of the buffer block 50 is reduced.
  • the connecting member 134 is arranged between the upper and lower portions of the shock-absorbing rubber 131. Therefore, the damping force F 1 of the shock absorber 70 reaches the body 90 through the connecting piece 134, the shock absorbing rubber 131 and the upper cover 12 in turn, that is, the transmission path of the damping force F 1 of the shock absorber 70 is also not Through the bearing 20, the transmission path of the force F 1 is shown in the first channel I in FIG. 1.
  • the first recess 13 is provided with a bushing which is arranged coaxially with the first recess 13 and the size of the bush is slightly smaller than the vertical part of the first recess 13 With a size of 133, the bushing and the vertical portion 133 are in clearance fit.
  • the damping rubber 131 is connected to the bushing, and the upper end of the damping rubber 131 is in contact and matching with the upper cover 12, and the lower end of the damping rubber 131 is in contact and matching with the bottom of the first recess 13 .
  • a first buffer device 30 is provided between the bearing 20 and the spring 40, and the first buffer device 30 is arranged coaxially with the bearing 20. Therefore, the force F 2 received by the spring 40 reaches the body 90 through the first buffer device 30, the bearing 20, the first recess 13 of the upper support of the shock absorber, and the upper cover 12 in turn. The transmission of the force F 2 is shown in Fig. 1 Shown in the second channel II.
  • the first buffer device 30 can protect the bearing 20, improve the service life of the bearing 20, and can avoid abnormal noise caused by collision between the bearing 20 and the spring 40.
  • the upper surface of the first buffer device 30 is connected to the bearing 20, and the lower surface of the first buffer device 30 is connected to the spring 40.
  • a support frame 31 is provided inside the first buffer device 30, and the support frame 31 can improve the structural strength of the first buffer device 30.
  • the first buffer device 30 and the support frame 31 are both annular structures.
  • the support frame 31 includes a horizontal portion and a bending portion 311. The horizontal portion and the bending portion 311 are connected as a whole.
  • the bending portion 311 is provided on the inner ring edge of the support frame 31, the bending portion 311 has a smooth surface, and the bending portion 311 can prevent the end of the support frame 31 from piercing the first buffer device 30, It is beneficial to increase the service life of the first buffer device 30 and avoid damage to the shock absorber piston rod 71 arranged inside the first buffer device 30 after the support frame 31 pierces the first buffer device.
  • the inner side wall of the first buffer device 30 is provided with a plurality of first convex ribs 32, the plurality of first convex ribs 32 are evenly distributed, and the first convex ribs 32 are used for interference connection with the bearing 20.
  • the size of the first buffer device 30 can completely cover the contact area between the spring 40 and the bearing 20.
  • the bearing 20 is cylindrical, and the bearing 20 includes a first part 22, a second part 23 and a third part which are connected in sequence.
  • the second through hole 21 penetrates the first part 22, the second part 23 and the third part 24.
  • the first rib 32 and the second portion 23 are interference fit, so as to improve the assembly of the first buffer device 30 Firmness.
  • the upper surface of the first part 22 is provided with a second boss 221, the bearing 20 is connected to the shock absorber upper support 10 through the second boss 221, and the second boss 221 is connected to the shock absorber A small surface contact is formed between the upper support 10 of the shock absorber, which is beneficial to reduce or avoid abnormal noise caused by the collision between the bearing 20 and the upper support 10 of the shock absorber.
  • the second boss 221 includes a first rib ring 2211 and a second rib ring 2212.
  • the inner diameter of the first rib ring 2211 is larger than the inner diameter of the second rib ring 2212.
  • a rib ring and the second rib ring are concentric rings.
  • the second boss 221 further includes a plurality of reinforcing vertical ribs 2213.
  • the reinforcing vertical ribs 2213 connect the first rib ring 2211 and the second rib ring 2212, and the reinforcing vertical ribs 2213 extend along the radial direction. Evenly distributed.
  • the first rib ring, the second rib ring and the reinforcing vertical ribs form a plurality of "H"-shaped supporting structures with strong supporting force.
  • the bearing 20 abuts against the flange 132 of the first recess of the shock absorber upper support 10 through the "H"-shaped supporting structure. Compared with the large-surface contact method adopted in the prior art, the bearing 20 can be reduced. Abnormal sound in contact with the upper support 10 of the shock absorber.
  • a second convex rib 2214 is provided along the reinforced vertical rib 2213 extending toward the center of the bearing 20.
  • the second convex rib 2214 is disposed at the inner side wall of the first part, and the second convex rib 2214 is connected to the inner wall of the first part.
  • the shock absorber piston rod 71 inserted into the bearing 20 forms a line-to-surface contact. Compared with the surface-to-surface contact method adopted in the prior art, it can reduce or even avoid the impact of the shock absorber piston rod 71 and the bearing 20 on the bearing caused by the collision. Damage, and avoid abnormal noise due to collision, improve vehicle NVH (Noise, Vibration, Harshness, noise, vibration and harshness) performance.
  • a hook is provided at the outer edge of the bottom of the third part 24.
  • the sliding column assembly provided by the embodiment of the present specification further includes a dust cover 60 which is sleeved outside the buffer block 50. Specifically, one end of the dust cover 60 is connected to the dust cover 60 through the hook. The bearing 20 is connected, and the other end of the dust cover 60 is connected to the housing 72 of the shock absorber 70, so that the dust cover 60 can shield the exposed part of the shock absorber piston rod 71 and the The buffer block 50 prevents impurities such as dust and sand from entering the interior of the spool assembly.
  • the hook includes a barbed hook 241 and a horizontal hook 242.
  • the barbed hook 241 forms an angle with the outer side wall of the bearing 20.
  • the included angle is an acute angle.
  • the barbed hook 241 can The clamping force to the dust cover 60 is increased, so that the dust cover 60 is not easy to fall off, and the horizontal hook 242 can facilitate the assembly and replacement of the dust cover 60.
  • the barbed hooks 241 and the horizontal hooks 242 are symmetrically distributed along the outer wall of the bearing 20.
  • an embodiment of the present specification provides a sliding column assembly, wherein the height of the lowest point of the upper support 10 of the shock absorber is lower than the height of the lowest point of the bearing 20, and the bearing
  • the height difference between the lowest point of 20 and the lowest point of the upper support 10 of the shock absorber is H; the outer diameter of the lowest point of the upper support 10 of the shock absorber is smaller than the outer diameter of the lowest point of the bearing 20, so
  • the difference in axial width between the lowest point of the bearing 20 and the lowest point of the upper support 10 of the shock absorber is L.
  • the shock absorber 70 presses the buffer block 50 upwards. If the buffer block 50 is compressed to the extreme position (as shown in Figure 2), the The shock absorber housing 72 can only touch the bottom of the shock absorber upper support 10 because of the height difference H between the bearing 20 and the shock absorber upper support 10. Therefore, in the extreme state, the shock absorber housing 72 can only touch the upper support 10 of the shock absorber, but cannot touch the bearing 20. The bearing 20 will not be damaged under strong impact, and the bearing 20 can be protected. protection of.
  • the swing amplitude of the shock absorber piston rod 71 is greatly restricted when the shock absorber piston rod 71 rotates, so that the shock absorber piston rod 71 and the buffer block 50 The amount of interference therebetween is reduced, which reduces the abnormal noise and at the same time reduces the hard damage to the buffer block 50.
  • the spring 40 is a coil spring, and a horizontal part is provided on one side where the spring 40 meets the bearing 20 (that is, as shown in FIG. 1, at the contact point with the first buffer device 30, the The spring 40 is in the same horizontal position) to avoid local contact between the spring 40 and the bearing 20, so that the force received by the spring 40 can be evenly transmitted to the bearing 20 through the first buffer device 30, and the bearing 20 will not Due to the uneven force, the bearing 20 is arranged symmetrically with the first part 22, which can also reduce the difficulty of manufacturing the bearing 20.
  • the sliding column assembly provided by the embodiment of this specification further includes a spring support frame, the spring support frame is arranged at the outer side wall of the shock absorber 70 housing, and the end of the spring 40 away from the bearing 20 passes through a second buffer
  • the device 80 is connected to the spring support frame.
  • the strut assembly provided in this manual can transmit the impact load of the road to the car body through three channels, namely:
  • the first passage I the damping force F 1 of the shock absorber 70 reaches the vehicle body through the connecting piece 134, the shock absorbing rubber 131 and the upper cover 12 in sequence;
  • Second channel II The force F 2 received by the spring 40 reaches the body 90 through the first buffer device 30, the bearing 20, the first recess 13 of the upper support of the shock absorber, and the upper cover 12 in turn;
  • Third channel III The force F 3 received by the buffer block 50 reaches the vehicle body 90 via the second concave portion 13, the vertical portion 133 and the upper cover 12 in sequence;
  • the first channel I and the third channel III do not pass through the bearing, and the force F 3 received by the buffer block is relatively large (approximately 43 KN), so the bearing will not be damaged due to excessive load; the bearing 20 does not need to use high-performance materials Manufactured, which is conducive to reducing costs.
  • a first boss is provided at the contact point between the upper support 10 of the shock absorber and the car body, and the first boss forms a small surface contact with the car body, which can prevent the upper support of the shock absorber from colliding with the car body and generating abnormal noise; and
  • a boss 121 can be stamped and formed, and the cost is low compared with the method of arranging a vulcanized rubber layer for the contact between the upper support of the shock absorber and the vehicle body adopted in the prior art.
  • a first buffer device 30 is provided between the bearing 20 and the spring 40.
  • the first buffer device 30 can protect the bearing 20, improve the service life of the bearing 20, and can avoid the bearing 20 and the spring 40. The abnormal noise caused by the collision between.
  • the contact between the bearing and the upper support of the shock absorber is provided with a second boss 221.
  • the second boss and the upper support 10 of the shock absorber form a small surface contact, which is beneficial to reduce or avoid the bearing 20 and the shock absorber. Abnormal noise caused by the collision of the upper support 10.
  • the first boss 121 reduces the distance H1 from the center of rotation A to the top surface of the buffer block 50, so that the swing amplitude of the shock absorber piston rod 71 around the center of rotation A is reduced, so that the shock absorber piston rod 71 and The amount of interference between the buffer blocks 50 is reduced, which reduces the abnormal noise and at the same time reduces the rigid damage to the buffer blocks 50.
  • the load of the spring 40 can be evenly distributed on the bearing 20, and the bearing 20 will not be broken due to uneven force.
  • an embodiment of the present specification provides a vehicle, including a body 90, a wheel hub, and the strut assembly as described in Embodiment 1, the strut assembly passes through the shock absorber upper support 10
  • the first boss 121 is connected to the body 90, and the sliding column assembly is connected to the hub through the shock absorber piston rod 71.

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  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
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  • Vehicle Body Suspensions (AREA)

Abstract

本发明提供一种滑柱总成，包括同轴设置的减震器活塞杆、减震器上支座、轴承、弹簧和缓冲块；所述减震器上支座设有第一通孔，所述轴承设有第二通孔，所述减震器上支座的一部分设置在所述第二通孔内，所述缓冲块设有第三通孔，所述减震器活塞杆一端位于所述第一通孔内，所述减震器活塞杆的另一端穿出所述第三通孔，所述缓冲块与所述减震器上支座相连接，所述弹簧套设在所述减震器活塞杆上，所述弹簧与所述轴承相连接；在此基础上，本发明还提供一种车辆；本发明提供的一种滑柱总成，减震器、弹簧和缓冲块受到的力能够经三个不同的传递路径到达车身，能够降低轴承载荷，避免轴承因载荷过大而碎裂。

Description

一种滑柱总成及应用其的车辆 技术领域
本发明涉及汽车零部件制造技术领域，特别涉及一种滑柱总成及应用其的车辆。
背景技术
滑柱总成是汽车的车架(或车身)与车桥(或车轮)之间的一切传力连接装置的总称，其作用是传递作用在车轮和车架之间的力和力扭，缓冲由不平路面传递给车架(或车身)的冲击力，减少由此引起的震动，以保证汽车行驶的平顺性。一般地，滑柱总成主要由弹性元件、减震器、轴承以及上支座等部件组成，有的还包括缓冲块、横向稳定杆等。其中弹性元件有钢板弹簧、空气弹簧、螺旋弹簧以及扭杆弹簧等多种选择。减振器是产生阻尼力的主要元件,其作用是迅速衰减汽车的振动,改善汽车的行驶平顺性,增强车轮和地面的附着力；另外,减振器能够降低车身部分的动载荷,延长汽车的使用寿命。上支座用于支撑和固定弹性元件，同时提供安装到车架(或车身)的安装结构。轴承则设置在上支座和减震器之间。
现有技术中，前滑柱总成将路面的冲击载荷传递到车身主要有单通道传递和双通道传递两种方式。具体地，单通道传递是指：减震器产生的阻尼力依次经轴承、上支座传递到车身；双通道传递是指：除减震器阻尼力经轴承、上支座传递到车身外，弹性元件和缓冲块受到的合力经轴承传递到车身；从而形成两通道传递路径。单通道传递方式由于轴承、上支座受到的载荷较大，易损坏、因此使用寿命短；且单通道传递方式无法对弹性元件所受到的力起到缓冲作用，除此之外，无法解决由于弹性原件受到的侧向力对减震器造成的摩擦损耗；双通道传递则存在着轴承载荷较高的缺点，易造成轴承磨损乃至碎裂，严重降低轴承的使用寿命；若采用高性能材料制成轴承，又会造成成本过高。且现有技术中，弹性机构与轴承之间采用局部接触的方式，导致轴承容易受力不均，不仅会造成轴承寿命衰减，而且弹性机构与轴承摩擦容易产生异响，降低用户的驾乘体验。
针对现有技术存在的上述缺陷，本申请旨在提供一种滑柱总成及应用其的车辆。
发明内容
针对现有技术的上述问题，本发明的目的在于提供一种滑柱总成及应用其的车辆。
为了解决上述问题，本发明提供一种滑柱总成，包括减震器活塞杆、减震器上支座、轴承、弹簧和缓冲块，所述减震器活塞杆、减震器上支座、轴承和所述缓冲块同轴设置；
所述减震器上支座设有第一通孔，所述轴承设有第二通孔，所述减震器上支座的一部分设置在所述第二通孔内，所述缓冲块设有第三通孔，所述减震器活塞杆一端位于所述第一通孔内，所述减震器活塞杆的另一端穿出所述第三通孔，所述缓冲块与所述减震器上支座相连接，所述弹簧套设在所述减震器活塞杆上，所述弹簧与所述轴承相连接。
具体地，所述减震器上支座包括依次连接的上盖、第一凹部和第二凹部，所述第一通孔贯穿所述上盖、第一凹部和所述第二凹部，所述缓冲块与所述第二凹部相连接，所述上盖阻挡在所述第二通孔外，所述第一凹部位于所述第二通孔内，所述第二凹部能够从所述第二通孔中部分地伸出。
具体地，所述第二凹部设有卡接部，所述缓冲块设有凹槽，所述卡接部与所述凹槽配合使得所述减震器上支座与所述缓冲块相连接。
进一步地，所述第一凹部与所述上盖之间还设有减震橡胶和连接件，所述连接件设置在所述减震器活塞杆的外周，所述连接件位于所述减震橡胶的上部和下部之间。
优选地，所述上盖设有多个第一凸台，所述第一凸台上设有安装孔。
进一步地，所述轴承与所述弹簧之间设有第一缓冲装置，所述第一缓冲装置与所述轴承同轴设置。
具体地，所述轴承远离所述第一缓冲装置的一侧设有第二凸台，所述轴承通过所述第二凸台与所述减震器上支座的第一凹部相连接。
进一步地，所述减震器上支座的最低点的高度低于所述轴承最低点的高度，所述减震器上支座的最低点的外径小于所述轴承最低点的外径。
优选地，所述弹簧为螺旋弹簧，所述弹簧靠近所述轴承的一侧设有水平部。
本发明另一方面保护一种车辆，包括车身、轮毂和上述技术特征所述的滑柱总成，所述滑柱总成通过所述减震器上支座的第一凸台与所述车身相连接，所述滑柱总成通过所述减震器活塞杆与所述轮毂相连接。
由于上述技术方案，本发明具有以下有益效果：
1)本发明提供的一种滑柱总成，减震器、弹簧和缓冲块受到的力能够经三个不同的传递路径到达车身，降低轴承载荷，避免轴承因载荷过大而碎裂。
2)本发明中，由于轴承载荷较小，因此轴承无需采用高性能材料制得，有利于降低成本。
3)本发明提供的一种滑柱总成，轴承与所述减震器上支座之间存在高度差H，使得所述减震器外壳在上升运动的极限位置处不会触及所述轴承，因而轴承不会在大力撞击下破损，实现了对轴承的保护。
4)轴承最低点处与所述减震器上支座最低点处之间存在轴向宽度差L，因此，当所述缓冲块随减震器活塞杆的转动被压缩至极限位置时，缓冲块也不会碰撞所述轴承对其造成损坏。
5)本发明提供的一种滑柱总成，减震器上支座与车身的接触处设有第一凸台，通过第一凸台与车身形成小面接触，能够防止减震器上支座与车身碰撞发出异响；且所述第一凸台能够冲压成型，成本低廉。
6)轴承与所述弹簧之间设有第一缓冲装置，第一缓冲装置能够对轴承进行保护，提高轴承的使用寿命，并且能够避免所述轴承与所述弹簧之间发生碰撞造成的异响。
7)本发明提供的一种滑柱总成，轴承设有第二凸台，轴承通过第二凸台与所述减震器上支架之间形成小面接触，有利于减少或避免轴承与减震器上支座碰撞产生的异响。
8)且第一凸台使得转动中心A到所述缓冲块顶面的距离H1减小，因此，减震器活塞杆绕转动中心A的摆动幅度减小，减震器活塞杆与缓冲块之间的干涉量减小，减小异响的同时降低了对缓冲块的硬性损伤。
9)本发明中，所述弹簧的载荷能够均匀的分布在轴承上，所述轴承不会因受力不均而碎裂。
附图说明
为了更清楚地说明本发明的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作简单的介绍。显而易见地，下面描述中的附图仅仅是本发明的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其它附图。
图1是本发明实施例提供的一种滑柱总成的结构示意图；
图2是所述减震器处于上升压缩状态时的所述滑柱总成的结构示意图；
图3是所述减震器处于倾斜压缩状态时的所述滑柱总成的结构示意图；
图4是所述减震器上支座的结构示意图；
图5是所述减震器上支座的剖视图；
图6是所述轴承的结构示意图；
图7是所述轴承的剖视图；
图8是所述第一缓冲装置的结构示意图；
图9是所述第一缓冲装置的剖视图；
图10是所述缓冲块的结构示意图；
图11是所述减震器的结构示意图。
图中：10-减震器上支座，11-第一通孔，12-上盖，121-第一凸台，13-第一凹部，131-减震橡胶，132-翻边，133-竖直部，134-连接件，14-第二凹部，141-卡接部，20-轴承，21-第二通孔，22--第一部分，221-第二凸台，2211-第一凸筋环，2212-第二凸筋环，2213-加强竖筋，2214-第二凸筋，23第二部分，24-第三部分，241-倒刺挂钩，242-水平挂钩，30-第一缓冲装置，31-支撑架，311-弯折部，32-第一凸筋，40-弹簧，50-缓冲块，51-第三通孔，52-凹槽，60-防尘罩，70-减震器，71-减震器活塞杆，711-第一杆部，722-第二杆部，72-外壳，80-第二缓冲装置，90-车身；
Ⅰ-第一通道，Ⅱ-第二通道，Ⅲ-第三通道；
A-所述减震器活塞杆的转动中心；
h-所述缓冲块的高度；
H-所述轴承最低点与所述减震器上支座最低点之间的高度差；
H1-所述转动中心到所述缓冲块最高点之间的距离；
L-所述轴承最低点处与所述减震器上支座最低点处之间的轴向宽度差。
具体实施方式
下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本发明一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有做出创造性劳动的前提下所获得的所有其他实施例，都属于本发明保护的范围。
需要说明的是，本发明的说明书和权利要求书及上述附图中的术语“第一”、“第二”等是用于区别类似的对象，而不必用于描述特定的顺序或先后次序。应该理解这样使用的数据在适当情况下可以互换，以便这里描述的本发明的实施例能够以除了在这里图示或描述的那些以外的顺序实施。此外，术语“中部”、“上”、“下”、“内”、“外”等指示的方向或位置关系的术语是基于附图所示的方向或位置关系，这仅仅是为了便于描述，而不是指示或暗示所述装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本实用新型的限制；术语“包括”和“具有”以及他们的任何变形，意图在于覆盖不排他的包含。
实施例1
结合图1至图11，本说明书实施例提供一种滑柱总成，包括减震器70、减震器上支座10、轴承20、弹簧40和缓冲块50，所述减震器70、减震器上支座10、轴承20、弹簧40和所述缓冲块50同轴设置；
所述减震器70包括减震器活塞杆71，所述减震器活塞杆71与减震器上支座10同轴设置，所述减震器上支座10设有第一通孔11(如图4所示)，所述轴承20设有第二通孔21(如图6所示)，所述减震器上支座10的一部分设置在所述第二通孔21内，所述缓冲块50设有第三通孔51(如图10所示)，所述减震器活塞杆71的一端位于所述第一通孔11内，所述减震器活塞杆71的另一端穿出所述第三通孔51；
所述缓冲块50与所述减震器上支座10相连接，所述弹簧40套设在所述减震器活塞杆71外，且所述弹簧40与所述轴承20相连接。
如图4和图5所示，本说明书实施例中，所述减震器上支座10包括上盖12、向上开口的第一凹部13和向下开口的第二凹部14，所述上盖12、第一凹部13和所述第二凹部14依次连接，所述第一通孔11贯穿所述上盖12、第一凹部13 和所述第二凹部14，所述缓冲块50与所述第二凹部14相连接。
所述上盖12的尺寸大于所述第二通孔21的孔径，所述第一凹部13的外径和所述第二凹部14的外径小于所述轴承20第二通孔21的孔径，使得所述第一凹部13设置在所述轴承20的第二通孔21内，所述第二凹部14能够从所述第二通孔21部分地伸出，而所述上盖12阻挡在所述第二通孔21外。
所述第一凹部13的底部与所述第二凹部14的顶部固定连接(如图5所示)，所述第一凹部13的底部设有第一开口，所述第二凹部14的顶部设有第二开口，所述第一开口与所述第二开口相适配且均大于所述减震器活塞杆71的尺寸，以便于所述减震器活塞杆71穿过。
所述第一凹部13还设有翻边132，所述翻边132用于与所述上盖12固定连接，所述翻边132的尺寸小于所述上盖12的尺寸，所述翻边132和所述第一凹部13的底部之间为竖直部133。
所述第二凹部14设有卡接部141，所述缓冲块50设有凹槽52，所述卡接部141与所述凹槽52配合使得所述减震器上支座10与所述缓冲块50相连。
如图1至图3所示，所述第二凹部14的尺寸大于所述缓冲块50其端部的尺寸，使得将所述缓冲块50的端部容置在所述第二凹部14内。从而所述缓冲块50受到的力F 3依次经所述第二凹部13、竖直部133和上盖12到达车身90，即所述缓冲块50受到的力F 3的传递路径不经过所述轴承20，力F 3的传递路径如图1中第三通道Ⅲ所示。
所述上盖12设有多个第一凸台121，所述第一凸台121上设有安装孔，如图4所示，所述第一凸台121设有三个，且三个所述第一凸台121均匀分布在所述上盖12的表面。当然了，所述第一凸台121还可以设置有其他数量多个。
需要说明的是，由于所述上盖12设置有所述第一凸台121，因此所述上盖12的上表面并不为水平平面，因此将所述减震器上支座10安装至车身90上时，所述第一凸台121与车身接触形成小面接触，能够防止减震器上支座与车身碰撞发出异响；且所述第一凸台121能够冲压成型，与现有技术中采用的对减震器上支座与车身的接触设置硫化橡胶层的方式相比，成本低廉。
需要说明的是，本说明书实施例中，所述翻边132对应于所述安装孔的位置也设有开孔，从而通过紧固件(例如螺杆等)将本说明书实施例提供的滑柱总成连接到车身(或车架)上时，紧固件穿过所述上盖12的安装孔和所述翻边 132处的开孔，不仅便于实现所述减震器上支座10与车身的固定连接，还有利于保证所述减震器上支座10的结构稳定性。
所述第一凹部13与所述上盖12连接形成空腔，所述空腔内设有减震橡胶131和连接件134，所述减震器活塞杆71的一端穿过所述减震橡胶131和所述连接件134。
如图11所示为所述减震器70的结构示意图，所述减震器70包括减震器活塞杆71和外壳72，所述减震器活塞杆71包括第一杆部711和第二杆部712，所述第一杆部711的直径小于所述第二杆部712的直径。
所述连接件134的通孔大于所述第一杆部711的直径但小于所述第二杆部712的直径，从而所述连接件134能够限制所述减震器活塞杆71的上行程。且使得减震器活塞杆71在受到偏向力时绕所述连接件134的中心摆动，记所述连接件134的中心同时为减震器活塞杆71的转动中心为点A。由于所述第一凸台121使得所述上盖为非平面，因此降低了转动中心A到所述缓冲块50顶面的距离H1。
所述连接件134设置在所述减震橡胶131的上部和下部之间。从而所述减震器70的阻尼力F 1依次经所述连接件134、减震橡胶131和上盖12到达车身90，即所述减震器70的阻尼力F 1的传递路径同样不会经过所述轴承20，力F 1的传递路径如图1中第一通道Ⅰ所示。
本说明书实施例中，所述第一凹部13内设有衬套，所述衬套与所述第一凹部13同轴设置，所述衬套的尺寸略小于所述第一凹部13竖直部133的尺寸，所述衬套与所述竖直部133间隙配合。所述减震橡胶131与所述衬套相连，且所述减震橡胶131的上端与所述上盖12接触匹配，所述减震橡胶131的下端与所述第一凹部13的底部接触匹配。
所述轴承20与所述弹簧40之间设有第一缓冲装置30，所述第一缓冲装置30与所述轴承20同轴设置。从而所述弹簧40受到的力F 2依次经所述第一缓冲装置30、轴承20、减震器上支座的第一凹部13及上盖12到达车身90，力F 2的传递如图1中第二通道Ⅱ所示。所述第一缓冲装置30能够对轴承20进行保护，提高轴承20的使用寿命，并且能够避免所述轴承20与所述弹簧40之间发生碰撞造成的异响。所述第一缓冲装置30的上表面与所述轴承20相接，所述第一缓冲装置30的下表面与所述弹簧40相接。
如图8和图9所示，所述第一缓冲装置30内部设有支撑架31，所述支撑架31能够提高所述第一缓冲装置30的结构强度。所述第一缓冲装置30及所述支撑架31均为环形结构，所述支撑架31包括水平部和弯折部311，所述水平部和所述弯折部311连成一体，所述弯折部311设置于所述支撑架31的内环边缘，所述弯折部311具有平滑表面，所述弯折部311能够避免所述支撑架31端部刺穿所述第一缓冲装置30，有利于提高所述第一缓冲装置30的使用寿命，以及避免支撑架31刺穿第一缓冲装置后对设置在所述第一缓冲装置30内部的减震器活塞杆71造成的损坏。
所述第一缓冲装置30内侧壁上设有多个第一凸筋32，多个所述第一凸筋32均匀分布，所述第一凸筋32用于与所述轴承20过盈连接。
较优地，所述第一缓冲装置30的尺寸能够完成覆盖到所述弹簧40与所述轴承20的接触区域。
如图6和图7所示，本说明书实施例提供的滑柱总成中，所述轴承20为圆筒装，所述轴承20包括顺次连接的第一部分22、第二部分23和第三部分24，所述第二通孔21贯穿所述第一部分22、第二部分23和所述第三部分24。所述第一缓冲装置30的上表面与所述第一部分22的底面相接处，所述第一凸筋32与所述第二部分23过盈配合，从而能够提高第一缓冲装置30装配的牢固性。
所述第一部分22的上表面设有第二凸台221，所述轴承20通过所述第二凸台221与所述减震器上支座10相连接，第二凸台221与所述减震器上支架10之间形成小面接触，有利于减少或避免轴承20与减震器上支座10碰撞产生的异响。
优选地，所述第二凸台221包括第一凸筋环2211和第二凸筋环2212，所述第一凸筋环2211的内径大于所述第二凸筋环2212的内径，所述第一凸筋环与所述第二凸筋环为同圆心圆环。
所述第二凸台221还包括多条加强竖筋2213，所述加强竖筋2213连接所述第一凸筋环2211和所述第二凸筋环2212，所述加强竖筋2213沿径向均匀分布。
所述第一凸筋环、第二凸筋环与所述加强竖筋形成多个支撑力强的“H”型支撑结构。所述轴承20通过该“H”型支撑结构与所述减震器上支座10第一凹部的翻边132相抵接，与现有技术中采用的大面接触方式相比，能够减少轴承20与减震器上支座10之间的接触异响。
沿所述加强竖筋2213向所述轴承20中心延伸的处设有第二凸筋2214，所述第二凸筋2214设置在所述第一部分的内侧壁处，所述第二凸筋2214与插入该轴承20的减震器活塞杆71形成线面接触，与现有技术中采用的面面接触的方式相比，能够减少甚至避免减震器活塞杆71与轴承20发生碰撞对轴承造成的损伤，并且避免由于碰撞产生的异响，提高车辆NVH(Noise、Vibration、Harshness，噪声、振动与声振粗糙度)性能。
所述第三部分24底部外边缘处设有挂钩。
本说明书实施例提供的滑柱总成还包括防尘罩60，所述防尘罩60套设在所述缓冲块50外，具体地，所述防尘罩60的一端通过所述挂钩与所述轴承20相连接，所述防尘罩60的另一端设置与所述减震器70外壳72相连接，从而所述防尘罩60能够遮蔽减震器活塞杆71裸露在外的部分以及所述缓冲块50，起到阻止灰尘、泥沙等杂质进入到滑柱总成的内部。
如图7所示，所述挂钩包括倒刺挂钩241和水平挂钩242，所述倒刺挂钩241与所述轴承20外侧壁形成有夹角，该夹角为锐角，所述倒刺挂钩241能够增加对所述防尘罩60的卡接力，使得所述防尘罩60不易脱落，所述水平挂钩242能够便于所述防尘罩60的装配及更换。
可选地，所述倒刺挂钩241与所述水平挂钩242沿轴承20的外壁对称分布。
所述倒刺挂钩241与所述水平挂钩242均可设有多个。
即如图2所示，本说明书实施例提供的一种滑柱总成，其中所述减震器上支座10的最低点的高度低于所述轴承20最低点的高度，且所述轴承20最低点与所述减震器上支座10最低点之间的高度差为H；所述减震器上支座10的最低点的外径小于所述轴承20最低点的外径，所述轴承20最低点处与所述减震器上支座10最低点处之间的轴向宽度差为L。
由于车辆在经过起伏不平的路面时，且车轮处于垂向运动的上极限时，减震器70向上挤压缓冲块50，若缓冲块50被压缩至极限位置(如图2所示)，减震器外壳72仅能触碰到所述减震器上支座10的底部，这是由于轴承20与所述减震器上支座10之间存在高度差H。因此极限状态下，所述减震器外壳72仅能触碰到所述减震器上支座10，而无法触及所述轴承20，轴承20不会在大力撞击下破损，实现了对轴承20的保护。
车辆拐弯时，车轮行驶方向的变化会对滑柱总成施加一个力扭，使得减震 器活塞杆71绕其转动中心A发生角度转变(如图3所示)。减震器活塞杆71转动时，若所述缓冲块50被压缩发生形变至极限位置，但由于存在轴向宽度差L，因此所述缓冲块50也不会碰撞所述轴承20对其造成损坏。
同时，由于转动中心A到所述缓冲块50顶面的距离H1得到了降低，因此，减震器活塞杆71转动时摆动幅度被极大地限制了，从而减震器活塞杆71与缓冲块50之间的干涉量减小，减小异响的同时降低了对缓冲块50的硬性损伤。
所述弹簧40为螺旋弹簧，所述弹簧40与所述轴承20相接处的一侧设有水平部(即如图1所示，在与所述第一缓冲装置30的接触处，所述弹簧40处于同一水平位置)，避免弹簧40与所述轴承20的局部接触，使得弹簧40受到的力能够均匀地经所述第一缓冲装置30传递给所述轴承20，所述轴承20不会因受力不均而碎裂，相应地，所述轴承20在与所述第一部分22处对称设置，还能够降低生成制造轴承20的工艺难度。
本说明书实施例提供的滑柱总成还包括弹簧支撑架，所述弹簧支撑架设置在所述减震器70外壳的外侧壁处，所述弹簧40远离所述轴承20的一端通过第二缓冲装置80与弹簧支撑架相连接。
本说明书提供的滑柱总成，能够将路面的冲击载荷通过三个通道传递到车身，分别为：
第一通道Ⅰ：减震器70的阻尼力F 1依次经所述连接件134、减震橡胶131和上盖12到达车身；
第二通道Ⅱ：弹簧40受到的力F 2依次经所述第一缓冲装置30、轴承20、减震器上支座的第一凹部13及上盖12到达车身90；
第三通道Ⅲ：所述缓冲块50受到的力F 3依次经所述第二凹部13、竖直部133和上盖12到达车身90；
第一通道Ⅰ和第三通道Ⅲ均不经过轴承，且缓冲块受到的力F 3较大(大约在43KN)，因此轴承不会因受到的载荷过大受损；轴承20无需采用高性能材料制得，有利于降低成本。
本说明书实施例提供的滑柱总成，其中轴承20与所述减震器上支座10之间存在高度差H，使得所述减震器外壳72在上升运动的极限位置处也仅会触碰到所述减震器上支座10，而无法触及所述轴承20，轴承20不会在大力撞击下破损，实现了对轴承20的保护。
同时，轴承20最低点处与所述减震器上支座10最低点处之间存在轴向宽度差L，因此，当所述缓冲块50随减震器活塞杆71的转动被压缩至极限位置时，缓冲块50也不会碰撞所述轴承20对其造成损坏。
减震器上支座10与车身的接触处设有第一凸台，通过第一凸台与车身形成小面接触，能够防止减震器上支座与车身碰撞发出异响；且所述第一凸台121能够冲压成型，与现有技术中所采用的对减震器上支座与车身的接触设置硫化橡胶层的方式相比，成本低廉。
所述轴承20与所述弹簧40之间设有第一缓冲装置30，第一缓冲装置30能够对轴承20进行保护，提高轴承20的使用寿命，并且能够避免所述轴承20与所述弹簧40之间发生碰撞造成的异响。
轴承与减震器上支座的接触处设有第二凸台221，第二凸台与所述减震器上支架10之间形成小面接触，有利于减少或避免轴承20与减震器上支座10碰撞产生的异响。
所述第一凸台121使得转动中心A到所述缓冲块50顶面的距离H1减小，因此减震器活塞杆71绕转动中心A的摆动幅度减小，从而减震器活塞杆71与缓冲块50之间的干涉量减小，减小异响的同时降低了对缓冲块50的硬性损伤。
所述弹簧40的载荷能够均匀的分布在轴承20上，所述轴承20不会因受力不均而碎裂。
实施例2
结合图1至图11，本说明书实施例提供一种车辆，包括车身90、轮毂和如实施例1所述的滑柱总成，所述滑柱总成通过所述减震器上支座10的第一凸台121与所述车身90相连接，所述滑柱总成通过所述减震器活塞杆71与所述轮毂相连接。
以上所述仅为本发明的较佳实施例，并不用以限制本发明，对于本领域技术人员而言，显然本发明不限于上述示范性实施例的细节，而且在不背离本发明的精神或基本特征的情况下，能够以其他的具体形式实现本发明。因此，无论从哪一点来看，均应将实施例看作是示范性的，而且是非限制性的，本发明的范围由所附权利要求而不是上述说明限定，因此旨在将落在权利要求的等同 要件的含义和范围内的所有变化囊括在本发明内。不应将权利要求中的任何附图标记视为限制所涉及的权利要求。

Claims (10)

  1. 一种滑柱总成，其特征在于，包括同轴设置的减震器活塞杆(71)、减震器上支座(10)、轴承(20)、弹簧(40)和缓冲块(50)；
    所述减震器上支座(10)设有第一通孔(11)，所述轴承(20)设有第二通孔(21)，所述减震器上支座(10)的一部分设置在所述第二通孔(21)内，所述缓冲块(50)设有第三通孔(51)，所述减震器活塞杆(71)一端位于所述第一通孔(11)内，所述减震器活塞杆(71)的另一端穿出所述第三通孔(51)，所述缓冲块(50)与所述减震器上支座(10)相连接，所述弹簧(40)套设在所述减震器活塞杆(71)上，所述弹簧(40)与所述轴承(20)相连接。
  2. 根据权利要求1所述的一种滑柱总成，其特征在于，所述减震器上支座(10)包括依次连接的上盖(12)、第一凹部(13)和第二凹部(14)，所述第一通孔(11)贯穿所述上盖(12)、第一凹部(13)和所述第二凹部(14)，所述缓冲块(50)与所述第二凹部(14)相连接，所述上盖(12)阻挡在所述第二通孔(21)外，所述第一凹部(13)位于所述第二通孔(21)内，所述第二凹部(14)能够从所述第二通孔(21)中部分地伸出。
  3. 根据权利要求2所述的一种滑柱总成，其特征在于，所述第二凹部(14)设有卡接部(141)，所述缓冲块(50)设有凹槽(52)，所述卡接部(141)与所述凹槽(52)配合使得所述减震器上支座(10)与所述缓冲块(50)相连接。
  4. 根据权利要求2所述的一种滑柱总成，其特征在于，所述第一凹部(13)与所述上盖(12)之间还设有减震橡胶(131)和连接件，所述连接件设置在所述减震器活塞杆(71)的外周，所述连接件位于所述减震橡胶(131)的上部和下部之间。
  5. 根据权利要求2所述的一种滑柱总成，其特征在于，所述上盖(12)设有多个第一凸台(121)，所述第一凸台(121)上设有安装孔。
  6. 根据权利要求2所述的一种滑柱总成，其特征在于，所述轴承(20)与所述弹簧(40)之间设有第一缓冲装置(30)，所述第一缓冲装置(30)与所述轴承(20)同轴设置。
  7. 根据权利要求6所述的一种滑柱总成，其特征在于，所述轴承(20)远离所述第一缓冲装置(30)的一侧设有第二凸台(22)，所述轴承(20)通过所述第二凸台(22)与所述减震器上支座(10)的第一凹部(13)相连接。
  8. 根据权利要求1所述的一种滑柱总成，其特征在于，所述减震器上支座(10)的最低点的高度低于所述轴承(20)最低点的高度，所述减震器上支座(10)的最低点的外径小于所述轴承(20)最低点的外径。
  9. 根据权利要求1所述的一种滑柱总成，其特征在于，所述弹簧(40)为螺旋弹簧，所述弹簧(40)靠近所述轴承(20)的一侧设有水平部。
  10. 一种车辆，其特征在于，包括车身(90)、轮毂和如权利要求1至9任意一项所述的滑柱总成，所述滑柱总成通过所述减震器上支座(10)的第一凸台(121)与所述车身(90)相连接，所述滑柱总成通过所述减震器活塞杆(71)与所述轮毂相连接。
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