WO2023070623A1 - 一种汽车避震用减震悬架结构 - Google Patents

一种汽车避震用减震悬架结构 Download PDF

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Publication number
WO2023070623A1
WO2023070623A1 PCT/CN2021/127766 CN2021127766W WO2023070623A1 WO 2023070623 A1 WO2023070623 A1 WO 2023070623A1 CN 2021127766 W CN2021127766 W CN 2021127766W WO 2023070623 A1 WO2023070623 A1 WO 2023070623A1
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Prior art keywords
shock
bracket
absorbing
hydraulic cylinder
shock absorbing
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PCT/CN2021/127766
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English (en)
French (fr)
Inventor
周宇
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苏州渭中科技发展有限公司
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Publication of WO2023070623A1 publication Critical patent/WO2023070623A1/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
    • 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
    • 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

Definitions

  • the invention relates to the technical field of automobile shock absorbing suspension, in particular to a shock absorbing suspension structure for automobile shock absorbing.
  • Suspension also known as suspension, refers to the entire support system composed of springs and shock absorbers between the vehicle body and tires. Its function is to transmit the force and torque acting between the wheel and the frame, and buffer the impact force transmitted from the uneven road to the frame or body, and reduce the vibration caused by it, so as to ensure that the car can run smoothly and support body while changing the driving experience.
  • a typical suspension is a McPherson suspension system, which mainly consists of shock absorbing components and steering components. It has a simple and compact structure and is widely used.
  • the shock absorber hardness of the suspension is one of the problems that people pay attention to.
  • the Chinese patent whose publication number is CN112109511A discloses a suspension device for automobile shock-absorbing chassis, including wheels, steering knuckles, springs, lower swing arms, cardan shafts and a stable support mechanism, which can increase the telescopic stability of the shock absorber and achieve In order to make the shock absorber support buffer stable and increase the driving experience;
  • the Chinese patent with the publication number CN205220265U discloses a car suspension with a multi-stage shock absorber, which has a simple structure, takes up little space and has a multi-stage shock absorber , suitable for passenger cars with load-bearing body structure.
  • the above-mentioned patents have all made technical improvements in the shock absorption effect, but the shock absorption hardness that can be achieved by the technical solutions provided by them cannot be adjusted, and cannot meet the driving requirements in different driving environments.
  • the Chinese patent that publication number is CN210363253U discloses a kind of shock-absorbing suspension that automobile shock-absorbing hardness is adjustable, comprises shock-absorbing damping mechanism, the first load-bearing beam, the second load-bearing beam, shock-absorbing hardness adjusting mechanism, its shock-absorbing hardness
  • the adjusting mechanism includes two adjusting rods, a shock absorbing beam positioned below the second load-bearing beam and a vertically arranged shock absorbing hydraulic cylinder.
  • the shock-absorbing hydraulic cylinder is located between the two adjusting rods.
  • the bottom of the shock-absorbing hydraulic cylinder is fixedly connected with the shock-absorbing beam.
  • the beam is fixedly connected, and a shock absorbing spring is set on the shock absorbing hydraulic cylinder.
  • the shock-absorbing hardness adjustment mechanism provided by this patent can perform shock-absorbing hardness adjustment processing, and a shock-absorbing damping mechanism is set to reduce the reciprocating shaking of the shock-absorbing suspension and improve the shock-absorbing stability.
  • this patent only adjusts the shock absorber hardness by changing the radian of the shock absorber beam, which has a limited adjustment effect and cannot truly adjust the shock absorber hardness. Therefore, the application aims to provide a shock-absorbing suspension structure for automobile shock absorbers that can overcome the above-mentioned defects.
  • the object of the present invention is to overcome the shortcomings of the prior art, and provide a shock-absorbing suspension structure for automobile shock-absorbing.
  • a car shock absorbing suspension comprising an upper bracket and a lower bracket, and a plurality of shock absorbing assemblies are arranged between the upper bracket and the lower bracket;
  • a shock absorbing assembly is movably connected to the lower bracket, and at least one shock absorbing assembly is connected to the upper bracket.
  • the support assembly includes a first damping hydraulic cylinder connected to the lower bracket, and the first shock absorber
  • the outer casing of the hydraulic cylinder is provided with a first spring, one end of the first spring is connected to the outer wall of the cylinder barrel of the first damping hydraulic cylinder, and the other end of the first spring is connected to the upper bracket.
  • the shock absorbing assembly includes a second shock absorbing hydraulic cylinder, the end of the cylinder barrel of the second shock absorbing hydraulic cylinder is equipped with a lower slider, and the outer end of the piston rod is equipped with an upper slider.
  • the shock absorbing hydraulic cylinder is provided with a second spring, and the second spring is distributed between the upper slider and the lower slider; the second shock absorbing hydraulic cylinder is connected to the upper bracket through the upper slider, And it is connected with the lower bracket through the lower slider.
  • the upper bracket includes a connecting portion and a mounting portion connected to each other, the connecting portion is used to cooperate with the shock absorbing assembly, and the mounting portion is used to connect the shock absorbing suspension with the chassis of the vehicle; the mounting portion Higher than the connecting part; the connecting part is in the shape of a rectangular plate, and the lower side of the connecting part is symmetrically provided with two limiting plates along its width direction, and the inner side of the limiting plate is equipped with an upper guide slide bar ; The side wall of the upper slider is provided with an upper chute that cooperates with the upper guide slider.
  • the lower bracket is in the shape of a cuboid, and its length direction is parallel to the length direction of the connecting portion; a guide groove is opened on the lower bracket, and the lower slider is embedded in the guide groove and It is slidingly connected with it; the extension direction of the guide groove is parallel to the length direction of the lower bracket.
  • an adjusting screw rod is rotatably installed in the guide groove, one end of the adjusting screw rod is hinged to the inner wall of the guide groove, and the other end passes through the side wall of the guide groove and is connected to the motor arranged on the outer wall of the lower bracket ;
  • the adjusting screw rod runs through the lower slider and is threadedly connected with it.
  • the inner wall of the guide groove is provided with a lower guide slide
  • the side wall of the lower slider is provided with a slide groove matched with the lower guide slide
  • the mounting portion is disposed at an end portion of the connecting portion in the longitudinal direction.
  • the lower bracket for supporting the wheel
  • the lower bracket is connected to the wheel bracket;
  • the wheel bracket is provided with a lower triangular swing arm and a steering push rod;
  • the lower bracket passes through
  • the strut is connected with the lower triangle swing arm.
  • the upper bracket is provided with an upper support plate
  • the lower bracket is provided with a lower support plate
  • the first spring is connected to the upper support plate
  • the first damping hydraulic cylinder is connected to The lower support plate.
  • the upper bracket provided in the present invention is used to connect the suspension to the chassis of the car, and the lower bracket is used to connect the suspension to the wheel.
  • the shock-absorbing suspension provided by the present invention can be connected with the upper bracket to realize the adjustment of the shock-absorbing hardness of the shock-absorbing suspension by moving the shock-absorbing assemblies with different shock-absorbing hardness arranged in the lower bracket during use
  • a multi-level shock-absorbing effect is produced, thereby providing better driving experience to users.
  • the upper guide slide provided by the present invention cooperates with the upper chute to facilitate the installation of the shock absorber assembly, and on the other hand, the shock absorber assembly can be fixedly connected to the upper bracket in the longitudinal direction, which can prevent it from appearing during the vehicle form process.
  • the phenomenon of disengagement is also convenient for quick replacement between different shock absorbing components.
  • the shock-absorbing suspension of the present invention can independently put in the number of shock-absorbing elements according to the bumpy situation of the car when in use, thereby realizing a multi-stage shock-absorbing scheme, and can avoid the car chassis from appearing due to transitional bumps on the basis of ensuring shock-absorbing comfort. Substantial displacement and deformation are beneficial to improve the service life of the car.
  • Fig. 1 is a schematic diagram of the preferred first three-dimensional structure of the present invention
  • Fig. 2 is a schematic diagram of a second preferred three-dimensional structure of the present invention.
  • Fig. 3 is the preferred left view structure schematic diagram of the present invention.
  • Figure 4 is a partially enlarged schematic diagram of the structure at A in Figure 3;
  • Fig. 5 is a schematic diagram of a preferred front view structure of the present invention.
  • Figure 6 is a partially enlarged schematic diagram of the structure at B in Figure 5;
  • Fig. 7 is a schematic diagram of the assembly structure of the second damping hydraulic cylinder and the lower bracket in the present invention.
  • Fig. 8 is a partially enlarged schematic diagram of the structure at C in Fig. 7;
  • Fig. 9 is a schematic perspective view of the upper bracket in the present invention.
  • the present application provides a kind of automobile shock-absorbing suspension, comprises upper bracket 2 and lower bracket 1, and a plurality of shock-absorbing assemblies are arranged between upper bracket 2 and lower bracket 1;
  • the shock component is movably connected to the lower bracket 1, and at least one shock-absorbing component is connected to the upper bracket 2.
  • the upper bracket 2 here is used to connect the suspension to the chassis of the car, and the lower bracket 1 is used to connect the suspension to the wheel.
  • the shock absorbing component is used to constitute the main shock absorbing element of the shock absorbing suspension, and its shock absorbing capacity determines the shock absorbing effect of the suspension, thereby fundamentally determining the driving experience of the car.
  • the shock absorbing suspension As shown in Figure 1 and Figure 5, it is an embodiment of the shock absorbing suspension, and the number of shock absorbing assemblies is set to three, wherein the number of shock absorbing assemblies connecting the upper bracket 2 and the lower bracket 1 at the same time is one , then the shock absorbing capacity of the suspension at this time will mainly depend on the shock absorbing assembly that connects the upper bracket 2 and the lower bracket 1 at the same time, so when in use, the three shock absorbing assemblies set on the lower bracket can be The shock absorbing ability is different.
  • the three shock absorbing assemblies are numbered from left to right as the first assembly, the second assembly and the third assembly.
  • the hardnesses are respectively the first shock absorption hardness, the second shock absorption hardness and the third shock absorption hardness.
  • the shock absorbing capacity of the current suspension is the second shock absorber hardness provided by the second component, so when it is necessary to adjust the shock absorber hardness, the first component can be moved on the lower bracket 1 to make its upper end Form a connection with the upper bracket 2, and move the second component on the lower bracket 1 to disengage from the upper bracket 2 at the same time, then the shock-absorbing hardness of the suspension is the first shock-absorbing hardness at this time. In the same way, the shock absorber hardness of the suspension can be adjusted to the third shock absorber hardness.
  • the shock absorber assembly with various shock absorber hardness can be set to realize the adjustment of the suspension shock absorber hardness in different driving environments, which is conducive to improving the driving experience, and is easy to operate and easy to implement.
  • the longitudinal dimensions of the three shock absorbing assemblies here are the same when they are not under pressure, and the difference lies only in the shock absorbing capacity of the spring and the hydraulic cylinder.
  • a support assembly disposed between the upper bracket 2 and the lower bracket 1 is also included; the support assembly includes a first shock absorbing hydraulic cylinder 4 connected to the lower bracket 1 , the first shock absorbing hydraulic cylinder 4 is covered with a first spring 42 , one end of the first spring 42 is connected to the outer wall of the cylinder of the first shock absorbing hydraulic cylinder 4 , and the other end is connected to the upper bracket 2 .
  • a fixed ring 41 is provided on the cylinder outer wall of the first damping hydraulic cylinder 4 to support the first spring 42, and the first spring 42 and the fixed ring 41 Fixed connection.
  • the first spring 42 and the first damping hydraulic cylinder 4 can also provide damping for the suspension to a certain extent, but their main function is to assist the movement of the damping assembly to realize the adjustment of the damping hardness of the suspension. Specifically, take the adjustment of the above three shock absorbing components as an example.
  • the current suspension is the second shock absorber hardness, which is now adjusted to the first shock absorber hardness, and the shock absorber
  • first start the first damping hydraulic cylinder 4 to extend it and abut against the upper bracket 2, so that it forms a support for the upper bracket 2, so that when the second assembly is separated from the upper bracket 2, the upper bracket
  • the distance between the frame 2 and the lower bracket 1 is inconvenient, so that the first component that is consistent with the longitudinal dimension of the second component is connected and matched with the upper bracket 2.
  • Damping hydraulic cylinder 4 makes it shorten and resets.
  • the upper end of the first shock absorbing hydraulic cylinder 4 is lower than the upper bracket 2 .
  • the shock absorber assembly and the first spring 42 are compressed, the upper bracket 2 still descends and abuts against the first shock absorber hydraulic cylinder 4, at this time the first shock absorber hydraulic cylinder 4 also acts as a shock absorber. Shock effect.
  • the upper bracket 2 is provided with an upper support plate 43
  • the lower bracket 1 is provided with a lower support plate 44
  • the first spring 42 is connected to the upper support plate 43
  • the hydraulic cylinder 4 is connected to the lower strut 44 .
  • the shock absorbing assembly includes a second shock absorbing hydraulic cylinder 3, the end of the cylinder barrel of the second shock absorbing hydraulic cylinder 3 is equipped with a lower slider 33, and the outside of the piston rod
  • the upper end is equipped with an upper slider 32, and the second shock absorbing hydraulic cylinder 3 is covered with a second spring 31, and the second spring 31 is distributed between the upper slider 32 and the lower slider 33; the second shock absorbing hydraulic cylinder 3 passes through the upper
  • the slider 32 is connected with the upper bracket 2 and connected with the lower bracket 1 through the lower slider 33 .
  • the upper bracket 2 includes a connecting portion 21 and a mounting portion 22 connected to each other, the connecting portion 21 is used to cooperate with the shock absorbing assembly, and the mounting portion 22 is used to connect the shock absorbing suspension to the chassis of the vehicle
  • the mounting portion 22 is higher than the connecting portion 21;
  • the connecting portion 21 is in the shape of a rectangular plate, and the lower side of the connecting portion 21 is symmetrically provided with two limiting plates 211 along its width direction, and the inner surface of the limiting plate 211 is configured with an upper
  • the guide slide 2111; the side wall of the upper slide 32 is provided with an upper chute 321 matched with the upper guide slide 2111.
  • the connecting part 21 and the mounting part 22 are integrally formed.
  • the upper guide slide bar 2111 cooperates with the upper chute 321 to facilitate the installation of the shock absorber assembly; phenomenon, while facilitating quick replacement between different shock absorbers.
  • the mounting portion 22 is provided with a screw hole 221 through which it is used to fix the upper bracket 2 to the chassis of the vehicle through bolts.
  • the mounting portion 22 is disposed at an end portion of the connecting portion 21 in the longitudinal direction. The structure after matching and installation is shown in Figure 5.
  • the chassis of the car When the car bumps, the chassis of the car will drop through the height and act on the second shock absorbing hydraulic cylinder 3 through the upper bracket 2.
  • the second shock absorbing hydraulic cylinder 3 is compressed, and at the same time the second spring 31 is compressed, and the first spring 42 is also compressed under the action of the upper bracket 2, so that the shock-absorbing suspension realizes the shock absorption of the automobile through the joint action of the second shock-absorbing hydraulic cylinder 3, the second spring 31 and the first spring 42, which is The first-level shock absorption scheme after the general bumps are generated; secondly, when the bumps are too large, so that after the second shock-absorbing hydraulic cylinder 3, the second spring 31 and the first spring 42 are compressed, the bottom plate of the car is still falling and passes through the installation part.
  • the vehicle chassis continues to drop , causing the upper support plate 43 to compress the first shock absorbing hydraulic cylinder 4, thereby adding the first shock absorbing hydraulic cylinder 4 as a shock absorbing element on the basis of the two-stage shock absorbing scheme, thereby more preferably improving the shock absorbing force of the suspension.
  • This is a three-level shock-absorbing scheme.
  • the shock absorbing suspension of the present invention can independently input the number of shock absorbing elements according to the bumpy situation of the car during use, so as to realize a multi-stage shock absorbing scheme, and can avoid the car chassis from appearing due to transitional bumps on the basis of ensuring shock absorbing comfort. Substantial displacement and deformation are beneficial to improve the service life of the car.
  • the lower bracket 1 is in the shape of a cuboid, and its length direction is parallel to the length direction of the connecting part 21; the lower bracket 1 is provided with a guide groove 101, and the lower slider 33 is embedded in the The guiding groove 101 is in and slidingly connected with it; the extending direction of the guiding groove 101 is parallel to the length direction of the lower bracket 1 .
  • an adjusting screw 102 is rotatably installed in the guide groove 101, one end of the adjusting screw 102 is hinged to the inner wall of the guide groove 101, and the other end penetrates
  • the side wall of the guide groove 101 is connected to the motor 103 arranged on the outer wall of the lower bracket 1 ; the adjusting screw 102 passes through the lower block 33 and is screwed to it.
  • the inner wall of the guide groove 101 is provided with a lower guide slide 104
  • the side wall of the lower slider 33 is provided with a slide groove 331 matched with the lower guide slide 104 .
  • the lower guide slide bar 104 is matched with the sliding groove 331, which can prevent the longitudinal height of the lower surface of the lower slider 33 from being raised due to assembly and wear, thereby causing the problem of compression deformation of the adjusting screw rod 102.
  • the wheel bracket 6 for supporting the wheels
  • the lower bracket 1 is connected to the wheel bracket 6; the lower triangular swing arm 8 and the steering push rod 9 are arranged on the wheel bracket 6; the lower bracket 1 passes through the support
  • the rod 81 is connected with the lower triangle swing arm 8 .
  • a square hole 62 is provided through on the wheel bracket 6, and the lower triangular swing arm 8 is rotated and installed in the square hole 62 through the mounting pin 63, and the upper and lower sides of the lower triangular swing arm 8 are equipped with
  • the third spring 631, the third spring 631 is sheathed outside the mounting pin 63, so as to support and buffer the lower bracket 1 and the components arranged on it.
  • a column sleeve 61 is disposed on the wheel bracket 6 , and the drive shaft 7 passes through the column sleeve 61 and is rotatably connected to it.
  • the outer end of the drive shaft 7 is equipped with a hub 5 for installing automobile tires.
  • the damping suspension provided by the present invention can be connected with the upper bracket 2 by moving the damping components with different damping hardness arranged in the lower bracket 1 to realize the shock absorption of the damping suspension.
  • the adjustment of the hardness at the same time through the mutual cooperation between the first shock-absorbing hydraulic cylinder 4, the first spring 42, the second shock-absorbing hydraulic cylinder 3, the second shock-absorbing spring and the third spring 631, produces a multi-stage shock-absorbing effect, thereby To provide better driving experience to users.
  • multiple shock absorbing components are linked by adjusting the screw rod 102 so that they move synchronously, while in other embodiments, multiple shock absorbing components can be provided with independent drives to achieve independent movement of the shock absorbing components , so that multiple adjacent shock absorbing components can be connected to the upper bracket 2 at the same time, so that the suspension can adjust more shock absorbing hardness.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Fluid-Damping Devices (AREA)

Abstract

一种汽车减震悬架，包括上托架（2）和下托架（3），于上托架（2）和下托架（3）之间配置有多个减震组件；减震组件与下托架（3）可移动连接，至少一个减震组件连接至上托架（2）。在使用时可通过移动设置在下托架（3）内的不同减震硬度的减震组件，使其与上托架（2）连接以实现减震悬架减震硬度的调节，以提供更好地驾驶体验给用户。

Description

一种汽车避震用减震悬架结构 技术领域
本发明涉及汽车减震悬架技术领域，尤其涉及一种汽车避震用减震悬架结构。
背景技术
悬架又称悬挂，是指由车身与轮胎间的弹簧和避震器组成的整个支持系统，是汽车的车架或承载式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，并且缓冲由不平路面传给车架或车身的冲击力，并减少由此引起的震动，以保证汽车能平顺地行驶，支持车身的同时改变驾驶体验。典型的悬架为麦弗逊式悬架系统，主要有减震组件和转向组件组成，结构简单紧凑，应用普遍。但是随着汽车行业的不断发展，人们对悬架的要求也越来越高，其中悬架的避震硬度便是人们关注的问题之一。
公开号为CN112109511A的中国专利公开了一种汽车减震底盘悬架装置，包括车轮、转向节、弹簧、下摆臂、万向传动轴和稳固支撑机构，能够增加减振器伸缩的稳定性，达到了使减振器支撑缓冲稳固，增加驾驶体验感；公开号为CN205220265U的中国专利公开了一种具有多级减震装置的汽车悬架，其结构简单、占用空间小且具有多级减震装置，适用于承载式车身结构的乘用汽车。上述专利在减震效果上均作出了技术改进，但是其提供的技术方案所能达到的避震硬度却是无法调节的，不能满足在不同驾驶环境的驾驶要求。而公开号为CN210363253U的中国专利公开了一种汽车避震硬度可调的减震悬架，包括减震阻尼机构、第一承重梁、第二承重梁、避震硬度调节机构，其避震硬度调节机构包括两调节杆、位于第二承重梁下方的减震梁和竖直设置的减震液压缸，两调节杆的底部分别与减震梁的两端连接，两调节杆的顶部穿过第二承重梁且调节杆可上下往复移动，减震液压缸位于两调节杆之间，减震液压缸底部与减震梁固定连接，减震液压缸的顶部穿过第二承重梁与第一承重梁固定连接，且减震液压缸上套设有减震弹簧。该专利提供的避震硬度调节机构可进行避震硬度调节处理，设置减震阻尼机构减低减震悬架的往复晃动，提高减震稳定性。但是该专利仅通过改变减震梁弧度的方式进行避震硬度调节，其调节效果有限，无法真正意义上实现避震硬度的调节。因此，申请旨在提供一种能够克服上述缺陷的汽车避震用减震悬架结构。
发明内容
本发明的目的在于克服现有技术的缺点，提供一种汽车避震用减震悬架结构。
本发明的目的通过以下技术方案来实现：一种汽车减震悬架，包括上托架和下托架，于 所述上托架和下托架之间配置有多个减震组件；所述减震组件与所述下托架可移动连接，至少一个减震组件连接至所述上托架。
优选的，还包括设置于所述上托架和所述下托架之间的支撑组件；所述支撑组件包括连接至所述下托架的第一减震液压缸，所述第一减震液压缸外套设有第一弹簧，所述第一弹簧的一端连接至所述第一减震液压缸的缸筒外壁，其另一端连接至所述上托架。
优选的，所述减震组件包括第二减震液压缸，所述第二减震液压缸的缸筒端部配置有下滑块，其活塞杆外端配置有上滑块，所述第二减震液压缸外套设有第二弹簧，所述第二弹簧分布于所述上滑块与所述下滑块之间；所述第二减震液压缸通过上滑块与上托架连接，并且通过下滑块与下托架连接。
优选的，所述上托架包括彼此连接的连接部和安装部，所述连接部用于配合减震组件，所述安装部用于将该减震悬架与汽车底盘连接；所述安装部高于所述连接部；所述连接部呈长方形板状，该连接部的下侧面以沿其宽度方向对称设置有两个限位板，所述限位板的内侧面配置有上导向滑条；所述上滑块的侧壁开设有与所述上导向滑条配合的上滑槽。
优选的，所述下托架呈长方体状，其长度方向与所述连接部的长度方向平行；所述下托架上开设有导向槽，所述下滑块嵌设于所述导向槽内并与其滑动连接；所述导向槽的延伸方向与所述下托架的长度方向平行。
优选的，所述导向槽内转动安装有调节丝杆，该调节丝杆的一端铰接至导向槽的内壁，其另一端贯穿导向槽的侧壁并连接至设置于所述下托架外壁的电机；所述调节丝杆贯穿所述下滑块并与其螺纹连接。
优选的，所述导向槽的内壁配置有下导向滑条，所述下滑块的侧壁开设有与所述下导向滑条配合的下滑槽。
优选的，所述安装部设置于所述连接部长度方向的端部。
优选的，还包括用于支撑车轮是车轮托架，所述下托架连接至所述车轮托架；所述车轮托架上设置有下三角摆臂和转向推杆；所述下托架通过支杆与下三角摆臂连接。
优选的，所述上托架上配置有上支板，所述下托架上设置有下支板；所述第一弹簧连接至所述上支板，所述第一减震液压缸连接至所述下支板。
本发明具有以下优点：
(1)本发明设置的上托架用于将悬架连接至汽车底盘，下托架用于将悬架连接至车轮部位。
(2)本发明提供的减震悬架，在使用时可通过移动设置在下托架内的不同减震硬度的减震组件，使其与上托架连接以实现减震悬架减震硬度的调节，同时通过第一减震液压缸、第 一弹簧、第二减震液压缸、第二减震弹簧以及第三弹簧之间的相互配合产生多级减震效果，从而给提供更好地驾驶体验给用户。
(3)本发明设置的上导向滑条配合上滑槽一方面便于减震组件的安装，另一方面可在纵向将减震组件与上托架固定连接，在汽车形式过程中可防止其出现脱离的现象，同时便于不同减震组件之间的快速替换。
(4)本发明的减震悬架在使用时可自主根据汽车颠簸情况投入减震元件数量，从而实现多级减震方案，在保证减震舒适度的基础上可避免汽车底盘因过渡颠簸出现大幅度位移变形，有利于提高汽车使用寿命。
附图说明
图1为本发明优选的第一立体结构示意图；
图2为本发明优选的第二立体结构示意图；
图3为本发明优选的左视结构示意图；
图4为图3中A处结构的局部放大示意图；
图5为本发明优选的正视结构示意图；
图6为图5中B处结构的局部放大示意图；
图7为本发明中第二减震液压缸与下托架的装配结构示意图；
图8为图7中C处结构的局部放大示意图；
图9为本发明中上托架的立体结构示意图。
图中，1-下托架、101-导向槽、102-调节丝杆、103-电机、104-下导向滑条、2-上托架、21-连接部、211-限位板、2111-上导向滑条、22-安装部、221-螺孔、3-第二减震液压缸、31-第二弹簧、32-上滑块、321-上滑槽、33-下滑块、331-下滑槽、4-第一减震液压缸、41-固定环、42-第一弹簧、43-上支板、44-下支板、5-轮毂、6-车轮托架、61-柱套、62-方孔、63-安装销、631-第三弹簧、7-驱动轴、8-下三角摆臂、81-支杆、9-转向推杆。
具体实施方式
下面结合附图对本发明做进一步的描述，本发明的保护范围不局限于以下所述：
如图1至图9，本申请提供一种汽车减震悬架，包括上托架2和下托架1，于上托架2和下托架1之间配置有多个减震组件；减震组件与下托架1可移动连接，至少一个减震组件连接至上托架2。这里的上托架2用于将悬架连接至汽车底盘，下托架1用于将悬架连接至车轮部位。优选的，减震组件用于构成该减震悬架的主要减震元件，其减震能力决定了该悬架的减震效果，从而从根本上决定了汽车的驾驶体验。如图1和图5所示，为本减震悬架的 一种实施方式，其设置减震组件数量为三个，其中同时连接上托架2和下托架1的减震组件数量为一个，那么此时该悬架的减震能力将主要取决于同时连接上托架2和下托架1的这一个减震组件，因此在使用时，可以将设置在下托上的三个减震组件的减震能力有所区别。为了便于说明，这里按照图5所示，将这三个减震组件按照从左到右依次编号为第一组件、第二组件和第三组件，对应地，它们的减震能力，即避震硬度分别为第一避震硬度、第二避震硬度和第三避震硬度。按照图5所示，当前该悬架的减震能力为第二组件提供的第二避震硬度，那么在需要调节避震硬度是，可将第一组件在下托架1上移动，使其上端与上托架2形成连接，同时将第二组件在下托架1移动使其与上托架2脱离，那么此时该悬架的避震硬度为第一避震硬度。同理，可将悬架的避震硬度调节为第三避震硬度。在使用时，可通过设置多种避震硬度的减震组件，从而实现不同驾驶环境的悬架避震硬度调节，有利于提升驾驶体验，并且操作简便，便于实施。需要说明的是，为了便于装配使用，这里的三个减震组件在不受压的情况下其纵向尺寸一致，其区别仅在于弹簧和液压缸的减震能力。
优选的，为了顺利进行减震组件移动，优选的，还包括设置于上托架2和下托架1之间的支撑组件；支撑组件包括连接至下托架1的第一减震液压缸4，第一减震液压缸4外套设有第一弹簧42，第一弹簧42的一端连接至第一减震液压缸4的缸筒外壁，其另一端连接至上托架2。如图3所示，为了便于第一弹簧42安装固定，于第一减震液压缸4的缸筒外壁设置有固定环41，用于支撑第一弹簧42，并且第一弹簧42与固定环41固定连接。这里的第一弹簧42和第一减震液压缸4也可在一定程度上为悬架提供减震，但是其主要作用为辅助减震组件移动以实现悬架避震硬度的调节。具体的，以上述三个减震组件调节为例说明，如图3和图5所示，当前悬架的为第二避震硬度，现将其调节为第一避震硬度，在将减震组件移动之前，首先启动第一减震液压缸4使其伸长并抵靠至上托架2，以使其对上托架2形成支撑，从而使得第二组件脱离上托架2时，上托架2和下托架1之间的距离不便，从而便于与第二组件纵向尺寸一致的第一组件与上托架2连接配合，待第一组件与上托架2连接后，再次启动第一减震液压缸4使其缩短复位即可。需要说明的是，在车辆处于平稳状态时，任意一个减震组件连接上托架2压缩后，第一减震液压缸4的上端均低于上托架2。当出现大幅度颠簸时，减震组件与第一弹簧42被压缩后，上托架2仍然下降并抵靠至第一减震液压缸4时，此时第一减震液压缸4也起减震作用。
如图1和图2所示，优选地，上托架2上配置有上支板43，下托架1上设置有下支板44；第一弹簧42连接至上支板43，第一减震液压缸4连接至下支板44。
优选的，如图4、图7和图8所示，减震组件包括第二减震液压缸3，第二减震液压缸3的缸筒端部配置有下滑块33，其活塞杆外端配置有上滑块32，第二减震液压缸3外套设有第 二弹簧31，第二弹簧31分布于上滑块32与下滑块33之间；第二减震液压缸3通过上滑块32与上托架2连接，并且通过下滑块33与下托架1连接。优选的，如图9所示，上托架2包括彼此连接的连接部21和安装部22，连接部21用于配合减震组件，安装部22用于将该减震悬架与汽车底盘连接；安装部22高于连接部21；连接部21呈长方形板状，该连接部21的下侧面以沿其宽度方向对称设置有两个限位板211，限位板211的内侧面配置有上导向滑条2111；上滑块32的侧壁开设有与上导向滑条2111配合的上滑槽321。优选的，连接部21与安装部22一体成型。这里的上导向滑条2111配合上滑槽321一方面便于减震组件的安装，另一方面可在纵向将减震组件与上托架2固定连接，在汽车形式过程中可防止其出现脱离的现象，同时便于不同减震组件之间的快速替换。优选的，安装部22贯穿设置有螺孔221，用于通过螺栓将上托架2与汽车底盘固定连接。优选的，安装部22设置于连接部21长度方向的端部。配合安装后的结构如图5所示。
当汽车出现颠簸时，汽车底盘通过高度下降，并通过上托架2作用于第二减震液压缸3，此时第二减震液压缸3压缩，同时第二弹簧31压缩，并且第一弹簧42也在上托架2的作用下受力压缩，从而使得该减震悬架通过第二减震液压缸3、第二弹簧31和第一弹簧42的共同作用实现汽车的减震，此为在一般颠簸产生后的一级减震方案；其次，当颠簸过大，以至于当第二减震液压缸3、第二弹簧31和第一弹簧42压缩后汽车底板还在下降并通过安装部22抵靠至处于该安装部22下方的减震组件，即抵靠至上滑块32，此时除了与连接部21固定的减震组件参与减震外，处于安装部22下方且不与连接部21连接的减震组件同样也参与减震，从而更好地实现减震效果，同时减缓汽车底板下降的程度，避免损坏，此为在较大颠簸产生后的二级减震方案；最后，当二级减震方案作用下还无法阻止汽车底盘下降时，即上支板43压缩第二弹簧31后继续下降至其抵靠至第一减震液压缸4上端，此时随着汽车底盘继续下降，导致上支板43压缩第一减震液压缸4，从而在二级减震方案的基础上增加了第一减震液压缸4这一减震元件，从而更优选的提升了悬架的减震能力，此为三级减震方案。综上，本发明的减震悬架在使用时可自主根据汽车颠簸情况投入减震元件数量，从而实现多级减震方案，在保证减震舒适度的基础上可避免汽车底盘因过渡颠簸出现大幅度位移变形，有利于提高汽车使用寿命。
如图1、图7和图8所示，下托架1呈长方体状，其长度方向与连接部21的长度方向平行；下托架1上开设有导向槽101，下滑块33嵌设于导向槽101内并与其滑动连接；导向槽101的延伸方向与下托架1的长度方向平行。优选的，为了驱动减震组件在下托架1上的移动，优选的，导向槽101内转动安装有调节丝杆102，该调节丝杆102的一端铰接至导向槽101的内壁，其另一端贯穿导向槽101的侧壁并连接至设置于下托架1外壁的电机103；调节 丝杆102贯穿下滑块33并与其螺纹连接。在使用时，通过控制电机103的转动通过调节丝杆102驱动下滑块33在导向槽101内滑动即可。
优选的，导向槽101的内壁配置有下导向滑条104，下滑块33的侧壁开设有与下导向滑条104配合的下滑槽331。这里的下导向滑条104配和下滑槽331，可防止因装配和磨损导致下滑块33的下表面的纵向高度提升，从而导致调节丝杆102受压变形的问题产生。
优选的，还包括用于支撑车轮是车轮托架6，下托架1连接至车轮托架6；车轮托架6上设置有下三角摆臂8和转向推杆9；下托架1通过支杆81与下三角摆臂8连接。如图5和图6所示，车轮托架6上贯穿设置有方孔62，下三角摆臂8通过安装销63转动安装在方孔62内，并且在下三角摆臂8上下两侧均配置有第三弹簧631，第三弹簧631套设在安装销63外，从而对下托架1及其上设置的部件形成支撑和缓冲。
优选的，如图3所示，车轮托架6上配置有柱套61，驱动轴7贯穿柱套61并与其转动连接。驱动轴7的外端配置有轮毂5，用于安装汽车轮胎。
综上，本发明提供的减震悬架，在使用时可通过移动设置在下托架1内的不同减震硬度的减震组件，使其与上托架2连接以实现减震悬架减震硬度的调节，同时通过第一减震液压缸4、第一弹簧42、第二减震液压缸3、第二减震弹簧以及第三弹簧631之间的相互配合产生多级减震效果，从而给提供更好地驾驶体验给用户。
需要强调的是，多个减震组件通过调节丝杆102联动以至于其同步移动，而在其他实施例中，可以将多个减震组件对应设置独立的驱动，从而实现减震组件的独立移动，从而可实现相邻多个减震组件同时与上托架2的连接，以使得悬架能够调节出更多的避震硬度。
最后应说明的是：以上所述仅为本发明的优选实施例而已，并不用于限制本发明，尽管参照前述实施例对本发明进行了详细的说明，对于本领域的技术人员来说，其依然可以对前述各实施例所记载的技术方案进行修改，或者对其中部分技术特征进行等同替换。凡在本发明的精神和原则之内，所作的任何修改、等同替换、改进等，均应包含在本发明的保护范围之内。

Claims (10)

  1. 一种汽车减震悬架，其特征在于，包括上托架(2)和下托架(1)，于所述上托架(2)和下托架(1)之间配置有多个减震组件；所述减震组件与所述下托架(1)可移动连接，至少一个减震组件连接至所述上托架(2)。
  2. 根据权利要求1所述的汽车减震悬架，其特征在于：还包括设置于所述上托架(2)和所述下托架(1)之间的支撑组件；所述支撑组件包括连接至所述下托架(1)的第一减震液压缸(4)，所述第一减震液压缸(4)外套设有第一弹簧(42)，所述第一弹簧(42)的一端连接至所述第一减震液压缸(4)的缸筒外壁，其另一端连接至所述上托架(2)。
  3. 根据权利要求1或2所述的汽车减震悬架，其特征在于，所述减震组件包括第二减震液压缸(3)，所述第二减震液压缸(3)的缸筒端部配置有下滑块(33)，其活塞杆外端配置有上滑块(32)，所述第二减震液压缸(3)外套设有第二弹簧(31)，所述第二弹簧(31)分布于所述上滑块(32)与所述下滑块(33)之间；所述第二减震液压缸(3)通过上滑块(32)与上托架(2)连接，并且通过下滑块(33)与下托架(1)连接。
  4. 根据权利要求3所述的汽车减震悬架，其特征在于，所述上托架(2)包括彼此连接的连接部(21)和安装部(22)，所述连接部(21)用于配合减震组件，所述安装部(22)用于将该减震悬架与汽车底盘连接；所述安装部(22)高于所述连接部(21)；所述连接部(21)呈长方形板状，该连接部(21)的下侧面以沿其宽度方向对称设置有两个限位板(211)，所述限位板(211)的内侧面配置有上导向滑条(2111)；所述上滑块(32)的侧壁开设有与所述上导向滑条(2111)配合的上滑槽(321)。
  5. 根据权利要求4所述的汽车减震悬架，其特征在于，所述下托架(1)呈长方体状，其长度方向与所述连接部(21)的长度方向平行；所述下托架(1)上开设有导向槽(101)，所述下滑块(33)嵌设于所述导向槽(101)内并与其滑动连接；所述导向槽(101)的延伸方向与所述下托架(1)的长度方向平行。
  6. 根据权利要求5所述的汽车减震悬架，其特征在于，所述导向槽(101)内转动安装有调节丝杆(102)，该调节丝杆(102)的一端铰接至导向槽(101)的内壁，其另一端贯穿导向槽(101)的侧壁并连接至设置于所述下托架(1)外壁的电机(103)；所述调节丝杆(102)贯穿所述下滑块(33)并与其螺纹连接。
  7. 根据权利要求5或6所述的汽车减震悬架，其特征在于，所述导向槽(101)的内壁配置有下导向滑条(104)，所述下滑块(33)的侧壁开设有与所述下导向滑条(104)配合的下滑槽(331)。
  8. 根据权利要求4所述的汽车减震悬架，其特征在于，所述安装部(22)设置于所述连接部(21)长度方向的端部。
  9. 根据权利要求1所述的汽车减震悬架，其特征在于，还包括用于支撑车轮是车轮托架(6)，所述下托架(1)连接至所述车轮托架(6)；所述车轮托架(6)上设置有下三角摆臂(8)和转向推杆(9)；所述下托架(1)通过支杆(81)与下三角摆臂(8)连接。
  10. 根据权利要求2所述的汽车减震悬架，其特征在于，所述上托架(2)上配置有上支板(43)，所述下托架(1)上设置有下支板(44)；所述第一弹簧(42)连接至所述上支板(43)，所述第一减震液压缸(4)连接至所述下支板(44)。
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