CN210363239U

CN210363239U - Multi-fulcrum trailing arm type independent suspension damping system

Info

Publication number: CN210363239U
Application number: CN201921154744.3U
Authority: CN
Inventors: 宋宗霖
Original assignee: Individual
Current assignee: Individual
Priority date: 2019-07-22
Filing date: 2019-07-22
Publication date: 2020-04-21
Anticipated expiration: 2029-07-22

Abstract

The utility model provides a multi-fulcrum trailing arm type independent suspension damping system, relates to the technical field of vehicle suspension, and solves the technical problems of poor stability and comfort of single trailing arm type independent suspension existing in the prior art, the multi-fulcrum trailing arm type independent suspension damping system comprises a left suspension main body and a right suspension main body, the left suspension main body and the right suspension main body are independently arranged, at least two first rotating pairs are arranged on the left suspension main body and the right suspension main body, and the left suspension main body and the right suspension main body are connected on a vehicle chassis through the multiple points of the first rotating pairs; the utility model discloses simple structure, it is reliable durable, through a plurality of the atress form can be optimized to the mode that first revolute pair and many fulcrums of vehicle chassis are connected, on guaranteeing the basis of certain bearing capacity, subtracts the vibrations of wheel to vehicle chassis through the rotation of many fulcrums, improves the stability and the travelling comfort of vehicle.

Description

Multi-fulcrum trailing arm type independent suspension damping system

Technical Field

The utility model relates to a vehicle suspension technical field, concretely relates to multiple fulcrum trailing arm type independent suspension shock mitigation system.

Background

In order to solve the problem of being suitable for different road surfaces in the running process of a vehicle, various vehicle suspension systems are developed, some existing vehicle suspension systems adopt non-independent suspensions, such as a plate spring suspension and a vehicle chassis, which are in hard connection, although the bearing capacity of the vehicle can be improved, the suspension is very sensitive to the feedback of the road surface, and the driving experience is greatly influenced, so that the suspension is mainly suitable for heavy-duty trucks; another type of existing vehicle suspension system employs an independent suspension or a semi-independent suspension to improve the comfort of the vehicle through the flexible connection of the suspension to the vehicle chassis.

In the existing single-trailing arm type independent suspension, when wheels move up and down in the running process of a vehicle, the caster angle of a main pin can change greatly, so that the single-trailing arm type independent suspension is usually suitable for a rear suspension, when the single-trailing arm type independent suspension is used as the rear suspension, the wheels on two sides are not respectively independent of a vehicle body and are in elastic connection but are connected through a rear axle assembly, and two single-trailing arms are in elastic connection with the rear axle assembly through left and right torsion bar springs; and the traditional single trailing arm type independent suspension has higher requirements on materials and higher adjustment difficulty.

SUMMERY OF THE UTILITY MODEL

The utility model aims at providing a multi-fulcrum trailing arm type independent suspension damping system to solve the technical problems of poor stability and comfort of a single trailing arm type independent suspension in the prior art; the utility model provides a plurality of technical effects that the preferred technical scheme in a plurality of technical schemes can produce (the first revolute pair is the sleeve, the buffer sleeve, the metal inner sleeve and the bolt from outside to inside in proper order, the bolt can rotate relative to the metal inner sleeve, on the basis of connection fastening, on one hand, the bolt has the buffer function, on the other hand, the bolt is wear-resistant and has long service cycle, the fisheye ball head connecting rod can be connected with the left suspension main body and the right suspension main body, the transverse strength is enhanced, meanwhile, the longitudinal excessive jumping of the unilateral wheel can be restricted, the stability is improved, the suspension main body is connected with the rear wheel through the goat's horn and is suitable for the rear suspension, the damping spring is arranged on the rear suspension main body, on the one hand, the shock can be reduced, the shock brought by the wheel is absorbed, on the other hand, the whole vehicle has the partial bearing function, the damping shock absorber, flattening the peak curve of the compression and the expansion of the damping spring; the double-adjusting bolt and the double-ball bolt are arranged on the rear suspension main body and are used for adjusting the verticality of the rear wheel and the road surface in the suspension system, the checking process is convenient and quick, the later maintenance is convenient, and the service life of the tire is prolonged; the suspension main body is connected with a front wheel through a steering knuckle and is suitable for a front suspension; the top of the steering knuckle is provided with a front damping assembly for damping the vehicle; a single ball nut is arranged on the front suspension main body, so that the degree of freedom is improved, the steering of a vehicle is facilitated, and the like); see below for details.

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

the utility model provides a pair of multiple fulcrum trailing arm type independent suspension shock mitigation system, including left suspension main part and right suspension main part, wherein: the left suspension main body and the right suspension main body are independently arranged, at least two first rotating pairs are arranged on the left suspension main body and the right suspension main body, and the left suspension main body and the right suspension main body are connected to a vehicle chassis through a plurality of points of the first rotating pairs.

Preferably, sleeves are fixedly arranged on the left suspension main body and the right suspension main body, a buffer sleeve is embedded in each sleeve, a metal inner sleeve is embedded in each buffer sleeve, an installation block is arranged on a vehicle chassis, an accommodating cavity is formed in each installation block, each sleeve is arranged in each accommodating cavity, and a bolt pin penetrates through each installation block and the metal inner sleeve to form the first rotating pair.

Preferably, a fisheye ball connecting rod is arranged between the left suspension main body and the right suspension main body, and two ends of the fisheye ball connecting rod are respectively connected with the left suspension main body and the right suspension main body through bolts.

Preferably, the left suspension main body is connected with a left goat's horn, the left goat's horn is connected with a left rear wheel, the right suspension main body is connected with a right goat's horn, the right goat's horn is connected with a right rear wheel, and the left suspension main body and the right suspension main body form a rear suspension of the vehicle.

Preferably, the left suspension body and the right suspension body are both provided with a shock absorption spring and a damping shock absorber, the top of the shock absorption spring is fixedly connected with a vehicle chassis, and the bottom of the shock absorption spring is connected with the left suspension body or the right suspension body; the bottom of the damping shock absorber is connected with the left suspension body or the right suspension body, a first rotating pair is arranged at the top of the damping shock absorber, and the damping shock absorber is connected with a vehicle chassis through the first rotating pair.

Preferably, the left suspension main body and the right suspension main body are both provided with an installation cavity, the left goat's horn and the right goat's horn are respectively connected and arranged in the corresponding installation cavities, two adjusting bolts are fixedly arranged on the inner top wall of the installation cavity, the top of the left goat's horn and the top of the right goat's horn are provided with strip holes corresponding to the positions of the adjusting bolts, and the adjusting bolts penetrate through the strip holes so that the left suspension main body and the right suspension main body are respectively connected with the top of the left goat's horn and the top of the right goat's horn.

Preferably, two ball studs are arranged on the inner bottom wall of the mounting chamber, and the left horn and the right horn are respectively connected with the bottom of the left suspension body and the bottom of the right suspension body through corresponding ball studs.

Preferably, the left suspension main body is provided with a left steering knuckle in a connected manner, the left steering knuckle is connected with a left front wheel, the right suspension main body is provided with a right steering knuckle in a connected manner, the right steering knuckle is connected with a right front wheel, and the left suspension main body and the right suspension main body form a front suspension of the vehicle.

Preferably, the top of the left steering knuckle and the top of the right steering knuckle are both provided with a front shock absorber assembly in a connected mode, and the top of the front shock absorber assembly is connected with a vehicle chassis.

Preferably, ball studs are disposed on the left and right suspension bodies, and the left and right suspension bodies are connected to the bottom of the left and right steering knuckles by corresponding ball studs.

The utility model provides a pair of many fulcrum trailing arm type independent suspension shock mitigation system has following beneficial effect at least:

the multi-fulcrum trailing arm type independent suspension damping system comprises a left suspension main body and a right suspension main body, wherein the left suspension main body and the right suspension main body are independently arranged, so that the mutual interference between the left suspension main body and the right suspension main body is reduced, and the comfort is improved; the left suspension main body and the right suspension main body are respectively provided with at least one first rotating pair, and the left suspension main body and the right suspension main body are connected to a vehicle chassis through a plurality of points of the first rotating pairs, so that the structure is simple, the device is reliable and durable, the wheel track of the utility model has small transverse change and strong road surface adaptability, and the adhesive force of the tire to the road surface can be fully improved; and through a plurality of the first revolute pairs are connected with a plurality of supporting points of the vehicle chassis, the stress form can be optimized, on the basis of ensuring certain bearing capacity, the vibration of wheels on the vehicle chassis is reduced through the rotation of the plurality of supporting points, and the stability and the comfort of the vehicle are improved.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without creative efforts.

Fig. 1 is a schematic diagram of the rear suspension structure of the present invention;

FIG. 2 is a schematic view of a first rotary pair of the present invention;

FIG. 3 is a schematic rear view of an adjusting bolt and ball stud of the present invention;

fig. 4 is a schematic diagram of the front suspension structure of the present invention.

Reference numerals

1-left suspension body; 11-mounting a chamber; 12-adjusting the bolt; 13-ball stud; 14-hanging a lug; 2-a first revolute pair; 21-a sleeve; 22-buffer sleeve; 23-a metal inner sleeve; 3-right suspension body; 4-a damping spring; 51-right rear wheel; 52-left rear wheel; 53-the right front wheel; 54-left front wheel; 61-right cavel; 62-left cavel; 63-right knuckle; 64-left knuckle; 65-elongated holes; 7-damping shock absorbers; 8-fisheye ball head connecting rod; 9-front shock absorber assembly.

Detailed Description

In order to make the objects, technical solutions and advantages of the present invention clearer, the technical solutions of the present invention will be described in detail below. It is to be understood that the embodiments described are only some embodiments of the invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by a person skilled in the art without creative efforts belong to the protection scope of the present invention.

Example 1:

the utility model provides a many fulcrums trailing arm type independent suspension shock mitigation system, as figure 1 the utility model discloses back suspension structure schematic diagram is shown, many fulcrums trailing arm type independent suspension shock mitigation system includes left suspension main part 1 and right suspension main part 3, wherein: the left suspension main body 1 and the right suspension main body 3 are independently arranged, at least two first rotating pairs 2 are arranged on the left suspension main body 1 and the right suspension main body 3 respectively, a proper number of first rotating pairs 2 can be selected according to light load or heavy load of a vehicle, and the left suspension main body 1 and the right suspension main body 3 are connected to a vehicle chassis through a plurality of supporting points of the first rotating pairs 2; the left suspension main body 1 and the right suspension main body 3 are both formed by adopting a stamping process or welding tubular components, the requirement on construction materials is low, and the rapid production is easy.

As shown in fig. 1, the left suspension body 1 and the right suspension body 3 are independent of each other, the front end of the left suspension body 1 is provided with three first rotating pairs 2, the front end of the right suspension body 3 is provided with three first rotating pairs 2, the left suspension body 1 and the right suspension body 3 are connected to a vehicle chassis through corresponding first rotating pairs 2 respectively, in the running process of a vehicle, the mutually independent left suspension body 1 and the right suspension body 3 can reduce mutual interference between wheels on two sides, the stress form can be optimized through the connection mode of multiple points of the multiple first rotating pairs 2, on the basis of ensuring a certain bearing capacity, the vibration of the wheels to the vehicle chassis is reduced through the rotation of multiple points, and the comfort of the vehicle is improved.

As an optional implementation manner, as shown in fig. 2, the first revolute pair structure schematic diagram of the present invention is that a sleeve 21 is fixedly disposed on each of the left suspension main body 1 and the right suspension main body 3, a buffer sleeve 22 is disposed in the sleeve 21 in an embedded manner, the buffer sleeve 22 is configured as a nylon buffer sleeve, a metal inner sleeve 23 is disposed in the buffer sleeve 22 in an embedded manner, the metal inner sleeve 3 contains oil to enhance lubrication, a mounting block is disposed on the vehicle chassis, an accommodating cavity is disposed on the mounting block, the sleeve 21 is disposed in the accommodating cavity, a bolt passes through the mounting block and the metal inner sleeve 23 to form the first revolute pair 2, the sleeve 21, the buffer sleeve 22 and the metal inner sleeve 23 are sequentially and fixedly disposed from outside to inside, and the formed first revolute pair 2 has a buffering function, is wear-resistant, and has a long service life; alternatively, each adjacent group of the sleeves 21, the buffer sleeve 22 and the metal inner sleeve 23 extend synchronously along the axial direction and are connected to form an elongated sleeve group; the long-strip sleeve group is arranged at the front ends of the left suspension main body 1 and the right suspension main body 3.

As an alternative embodiment, as shown in fig. 1, a fisheye ball connecting rod 8 is arranged between the left suspension body 1 and the right suspension body 3, and two ends of the fisheye ball connecting rod 8 are respectively connected with the left suspension body 1 and the right suspension body 3 through bolts; the fisheye ball head connecting rod 8 can effectively restrict the longitudinal excessive jumping of the wheel on one side when the damping shock absorber 7 suddenly fails, so that the stability of the vehicle is ensured.

As an alternative embodiment, as shown in fig. 1, a shock absorbing spring 4 and a damping shock absorber 7 are arranged on each of the left suspension body 1 and the right suspension body 3, the top of the shock absorbing spring 4 is fixedly connected with a vehicle chassis, and the bottom of the shock absorbing spring 4 is connected with the left suspension body 1 or the right suspension body 3; spring fixing seats are arranged on the left suspension main body 1 and the right suspension main body 3, and damping springs 4 are respectively arranged on the spring fixing seats; the bottom of the damping shock absorber 7 is connected with the left suspension body 1 or the right suspension body 3, the top of the damping shock absorber 7 is provided with a first revolute pair 2, the damping shock absorber 7 is connected with a vehicle chassis through the first revolute pair 2, the left suspension body 1 and the right suspension body 3 are both provided with lugs 14, and the bottom of the damping shock absorber 7 is connected with the lugs 14 through bolts; the damping shock absorber 7 and the shock absorption spring 4 are arranged in a split mode and are matched with each other for shock absorption of the vehicle.

As an alternative embodiment, as shown in fig. 1, the left suspension body 1 is provided with a left horn 62 in a connected manner, the left horn 62 is connected with the left rear wheel 52, the right suspension body 3 is provided with a right horn 61 in a connected manner, the right horn 61 is connected with the right rear wheel 51, and the left suspension body 1 and the right suspension body 3 form a rear suspension of the vehicle.

As an alternative embodiment, as shown in fig. 3, the rear view structure of the adjusting bolt and the ball stud of the present invention is schematically illustrated, a mounting chamber 11 is disposed on each of the left suspension body 1 and the right suspension body 3, a C-shaped connecting arm is disposed at the rear end of each of the left suspension body 1 and the right suspension body 3, a cavity inside the C-shaped connecting arm forms the mounting chamber 11, the left knuckle 62 and the right knuckle 61 are respectively disposed in the corresponding mounting chambers 11, two adjusting bolts 12 are fixedly disposed on the inner top wall of the mounting chamber 11, a fastening nut is disposed on the top of each of the left suspension body 1 and the right suspension body 3, the adjusting bolts 12 are threadedly connected with the fastening nut to fix the adjusting bolts 12 on the inner top wall of the mounting chamber 11, the two adjusting bolts 12 are sequentially disposed along the longitudinal direction of the vehicle, a long hole 65 is disposed on the top of each of the left knuckle 62 and the top of the right knuckle 61 corresponding adjusting bolt, the adjusting bolt 12 penetrates through the long hole 65, so that the left suspension body 1 and the right suspension body 3 are respectively connected with the top of the left claw 62 and the top of the right claw 61, and the adjusting bolt 12 can slide along the long hole 65 and can lock the relative positions of the left claw and the right claw, so that the perpendicularity of the rear wheel relative to the ground in the suspension system is adjusted.

As an alternative embodiment, as shown in fig. 3, two ball studs 13 are arranged on the inner bottom wall of the mounting chamber 11, the two ball studs 13 are arranged in sequence along the longitudinal direction of the vehicle, the ball studs 13 and the adjusting bolts 12 are arranged oppositely, and the left horn 62 and the right horn 61 are connected with the bottom of the left suspension body 1 and the bottom of the right suspension body 3 through the corresponding ball studs 13 respectively; the bottom wall of rear wheel goat's horn can be fixed in ball stud 13's setting, makes the rear wheel goat's horn can realize horizontal regulation on guaranteeing vertical firm basis, and ball stud 13 and adjusting bolt 12 mutually support and are convenient for adjust the straightness that hangs down of rear wheel for ground to effectively increase the life of tire.

Example 2:

the difference between example 1 and example 2 is that: as shown in fig. 4, the front suspension structure of the present invention is schematically illustrated, a left knuckle 64 is connected to the left suspension body 1, the left knuckle 64 is connected to the left front wheel 54, a right knuckle 63 is connected to the right suspension body 3, the right knuckle 63 is connected to the right front wheel 53, and the left suspension body 1 and the right suspension body 3 form a front suspension of the vehicle; the two ends of the steering gear are respectively connected with a left steering knuckle 64 and a right steering knuckle 63.

As an alternative embodiment, as shown in fig. 4, a front shock absorber assembly 9 is connected and arranged on the top of the left steering knuckle 64 and the top of the right steering knuckle 63, and the top of the front shock absorber assembly 9 is connected with the vehicle chassis; the front shock absorption assembly 9 comprises a front shock absorption spring and a front damping shock absorber, wherein a spring fixing seat is arranged on the outer wall of the front damping shock absorber, and the front shock absorption spring is arranged on the spring fixing seat and sleeved on the front damping shock absorber; preferably, the top of the front shock absorber assembly 9 is provided with a first revolute pair 2, and the top of the front shock absorber assembly 9 is connected with the vehicle chassis through the first revolute pair 2.

As an alternative embodiment, as shown in fig. 4, ball studs 13 are provided on the left suspension body 1 and the right suspension body 3, and the left suspension body 1 and the right suspension body 3 are connected to the bottom of the left knuckle 64 and the bottom of the right knuckle 63 by the corresponding ball studs 13; the number of the ball stud 13 is one, so that the freedom degree is high, and the vehicle can be conveniently steered;

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

Claims

1. A multi-fulcrum trailing arm type independent suspension damping system, characterized by comprising a left suspension main body (1) and a right suspension main body (3), wherein:

the left suspension main body (1) and the right suspension main body (3) are independently arranged, at least two first rotating pairs (2) are arranged on the left suspension main body (1) and the right suspension main body (3), and the left suspension main body (1) and the right suspension main body (3) are connected to a vehicle chassis through multiple support points of the first rotating pairs (2).

2. The multi-fulcrum trailing-arm type independent suspension damping system according to claim 1, wherein a sleeve (21) is fixedly arranged on each of the left suspension main body (1) and the right suspension main body (3), a buffer sleeve (22) is embedded in the sleeve (21), a metal inner sleeve (23) is embedded in the buffer sleeve (22), a mounting block is arranged on a vehicle chassis, a receiving cavity is arranged on the mounting block, the sleeve (21) is arranged in the receiving cavity, and a bolt penetrates through the mounting block and the metal inner sleeve (23) to form the first rotating pair (2).

3. The multi-fulcrum trailing arm type independent suspension damping system according to claim 1, wherein a fisheye ball-head link (8) is provided between the left suspension body (1) and the right suspension body (3), and both ends of the fisheye ball-head link (8) are connected to the left suspension body (1) and the right suspension body (3) through bolts, respectively.

4. The multi-fulcrum trailing arm type independent suspension damping system according to claim 1, wherein the left suspension body (1) is provided with a left horn-shaped section (62) in connection, the left horn-shaped section (62) is connected to a left rear wheel (52), the right suspension body (3) is provided with a right horn-shaped section (61) in connection, the right horn-shaped section (61) is connected to a right rear wheel (51), and the left suspension body (1) and the right suspension body (3) form a vehicle rear suspension.

5. The multi-fulcrum trailing-arm type independent suspension damping system according to claim 4, wherein a damping spring (4) and a damping shock absorber (7) are provided on each of the left suspension body (1) and the right suspension body (3), wherein:

the top of the damping spring (4) is fixedly connected with a vehicle chassis, and the bottom of the damping spring (4) is connected with the left suspension main body (1) or the right suspension main body (3);

the bottom of the damping shock absorber (7) is connected with the left suspension body (1) or the right suspension body (3), a first rotating pair (2) is arranged at the top of the damping shock absorber (7), and the damping shock absorber (7) is connected with a vehicle chassis through the first rotating pair (2).

6. The multi-fulcrum trailing arm type independent suspension damping system according to claim 4, wherein each of the left suspension body (1) and the right suspension body (3) is provided with a mounting chamber (11), the left horn of goat (62) and the right horn of goat (61) are respectively connected and arranged in the corresponding mounting chamber (11), two adjusting bolts (12) are fixedly arranged on the inner top wall of the mounting chamber (11), the top of the left horn of goat (62) and the top of the right horn of goat (61) are provided with a strip hole (65) corresponding to the position of the adjusting bolt (12), and the adjusting bolt (12) passes through the strip hole (65), so that the left suspension body (1) and the right suspension body (3) are respectively connected with the top of the left horn of goat (62) and the top of the right horn of goat (61).

7. The multi-fulcrum trailing-arm type independent suspension damping system according to claim 6, wherein two ball studs (13) are disposed on an inner bottom wall of the mounting chamber (11), and the left horn (62) and the right horn (61) are connected to a bottom of the left suspension body (1) and a bottom of the right suspension body (3) through corresponding ball studs (13), respectively.

8. The multi-fulcrum trailing arm type independent suspension damping system according to claim 1, characterized in that a left knuckle (64) is connected to the left suspension body (1), the left knuckle (64) is connected to a left front wheel (54), a right knuckle (63) is connected to the right suspension body (3), the right knuckle (63) is connected to a right front wheel (53), and the left suspension body (1) and the right suspension body (3) form a vehicle front suspension.

9. The multi-fulcrum trailing arm type independent suspension damping system according to claim 8, wherein a front damper assembly (9) is attached to each of the top of the left knuckle (64) and the top of the right knuckle (63), and the top of the front damper assembly (9) is attached to a vehicle chassis.

10. The multi-fulcrum trailing arm type independent suspension damping system according to claim 8, wherein ball studs (13) are provided on both the left suspension body (1) and the right suspension body (3), and the left suspension body (1) and the right suspension body (3) are connected to the bottom of the left knuckle (64) and the bottom of the right knuckle (63) by corresponding to the ball studs (13), respectively.