CN211364193U - Vehicle deflection stabilizing system and vehicle - Google Patents

Abstract

The utility model discloses a vehicle deflection stabilizing system, which comprises wheels, an axle, a shock absorber and a rocker arm, wherein the axle is connected with the rocker arm through the shock absorber, and two ends of the rocker arm are respectively hinged with the axle and the wheels; the top of the shock absorber is connected with the axle through a swing arm, a fixing part of the swing arm is hinged with the axle, and a swinging part of the swing arm is matched with a limiting structure on the axle to limit the rotation angle of the swing arm; the bottom of the shock absorber is provided with a ball head rod and a ball shell, the ball head rod is matched and connected with the ball shell, and the ball shell is fixedly connected with the rocker arm. The utility model discloses a swing arm, bumper shock absorber isotructure cooperation carry out the movement of leaning towards with both ends wheel, and it is great to heel when can avoiding the vehicle to turn to, and outside wheel breaks away from ground and the easy emergence that leads to skids and the phenomenon of turning on one's side appears, strengthens the security that the vehicle turned and drives.

Description

Vehicle deflection stabilizing system and vehicle

Technical Field

The utility model belongs to vehicle linkage field, concretely relates to vehicle deflection stable system and vehicle.

Background

The suspension is a general name of all force transmission connecting devices between an axle and the axle or wheels of a vehicle, and most vehicle deflection stabilizing systems comprise elastic elements, shock absorbers, guide mechanisms and the like, wherein the three parts respectively play roles in buffering, damping and force transmission. The suspension system can be divided into a non-independent suspension system and an independent suspension system according to different structures: the non-independent suspension system is characterized in that a rod piece is directly and rigidly connected to wheels on two sides, and the impact and vibration of the wheel on one side inevitably affect the wheel on the other side, so that the steering stability and the comfort are lower, and simultaneously, the stability of a vehicle body is easily affected due to the mutual influence of the wheels on the left side and the right side, and the vehicle body is easy to roll over when steering. The independent suspension system is characterized in that the wheels on the two sides of the vehicle are independently connected with the vehicle body, so that the wheels on one side can absorb impact force through the elastic elements after being impacted and vibrated, the impact force cannot affect the wheels on the other side, and the riding comfort, the stability and the operation stability of the vehicle are improved.

The existing functional vehicles such as a scooter, a beach vehicle and a kart have higher requirements on driving experience, most of the functional vehicles use an independent suspension system, and the MacPherson type independent suspension is widely used due to the fact that the MacPherson type independent suspension has the advantages of simple structure, small occupied space, fast response and low manufacturing cost, however, the MacPherson type independent suspension has the advantages of small transverse rigidity, poor stability and large turning heeling, and the defects reduce the safety of steering operation of the vehicle in the high-speed driving process to a certain extent. In general, when the axle deflects by about 5 degrees, the wheel lift-off phenomenon occurs, and a large potential safety hazard exists.

The double-fork-arm type suspension system can deflect the wheels and the vertical direction to a certain extent, and the wheels are kept in contact with the ground as far as possible, so that the driving stability of the automobile is enhanced, and the risks of skidding and side turning during turning are reduced to a certain extent. However, the double wishbone suspension system is costly, complex in construction and takes up a large amount of space when used on a small vehicle.

SUMMERY OF THE UTILITY MODEL

In order to solve the problem, the utility model provides a simple structure, small, can strengthen when vehicle turn or vehicle deflect with ground area of contact, reinforcing vehicle stability promotes the suspension of vehicle driving safety nature, specifically realizes through following technical scheme: a vehicle yaw stabilization system: the automobile wheel suspension device comprises wheels, an axle, a shock absorber and a rocker arm, wherein two ends of the rocker arm are respectively hinged with the axle and the wheels, the axle is also connected with the rocker arm through the shock absorber, and the automobile wheel suspension device further comprises a swing arm and a limiting structure which are arranged on the axle; the top of the shock absorber is connected with the axle through a swing arm, a fixing part of the swing arm is hinged with the axle, and a swinging part of the swing arm is matched with a limiting structure on the axle to limit the rotation angle of the swing arm; the bottom of the shock absorber is provided with a ball head rod, the ball head rod is matched and connected with a ball shell, and the ball shell is fixedly connected with the rocker arm.

Optionally, the damper is one of a spring damper, a rubber damper, a hydraulic damper, an inflatable damper or a resistance-adjustable damper.

Optionally, the swing portion is a limiting rod, the limiting structure is a limiting hole, and the limiting rod is inserted into the limiting hole to limit the angle of the swing arm.

Optionally, the swing portion is a limiting hole, the limiting structure is a limiting rod, and the limiting rod is inserted into the limiting hole to limit the angle of the swing arm.

Optionally, the swinging part and the limiting structure are in limiting connection by adopting a gear. Utilize the gear to carry out spacing, strengthen the mechanical strength of swing arm.

Optionally, the swing part and the limiting structure are in limiting connection through a rotating shaft.

Optionally, a buffer structure is arranged at the joint of the swing part and/or the limit structure in the limit connection manner. The service life of the swinging part and/or the limiting structure is prevented from being influenced by strong collision during deflection, and the generation of large noise can be avoided.

Optionally, the buffering structure is one of a spring and rubber.

Optionally, an angle of the swing arm deviating from two sides in the vertical direction during movement is less than or equal to 30 degrees. If the deflection is too large, the gravity center offset angle of the vehicle is too large, and the stability of the vehicle body is influenced. Such as some stunt vehicles, may employ larger yaw angles.

Optionally, an angle of the swing arm deviating from two sides in the vertical direction during movement is less than or equal to 20 °. The ordinary person drives more stably with a smaller deflection angle.

Optionally, the top of the shock absorber is movably connected with the swing arm.

Optionally, a ball rod and a ball shell structure can be adopted between the top of the shock absorber and the swing arm, if the swing arm is provided with the ball shell, the top of the corresponding shock absorber is provided with the ball rod, or the swing arm is provided with the ball rod, and the top of the corresponding shock absorber is provided with the ball shell. The swing arm is more convenient to deflect, and the deflection transmission effect is better.

Optionally, the shock absorber is a spring shock absorber, a coil spring is arranged on the shock absorber, spring caps are arranged at two ends of the coil spring respectively, the spring caps are arranged at two ends of the coil spring on the shock absorber respectively, the spring caps are movably connected with the shock absorber, and a cap-shaped nut is arranged at the top of the shock absorber. The spiral spring is simpler in structure and not easy to age, and the model and the parameter of the spiral spring are selected more widely and conveniently.

Optionally, two ends of the swing arm are sleeved between the spring cap and the cap nut on the top of the elastic element.

The utility model also provides a vehicle that includes at least one aforementioned vehicle stable system that deflects. Two front wheels may be used, two rear wheels may be used, or both front and rear wheels may be used.

Optionally, when the vehicle adopts the vehicle yaw stabilizing system for both the front wheel and the rear wheel, the yaw angle of the front wheel suspension system may be the same as or different from the yaw angle of the rear wheel suspension system, for example, the front wheel suspension system may deviate from 10 ° to the left, 10 ° to the right, and the rear wheel suspension system may deviate from 20 ° to the left, and 20 ° to the right.

Optionally, the vehicle yaw stabilization system is applied to a rear wheel of a vehicle. The existing vehicles are driven by front wheels in many cases, the structure is complex, and the modification steps are complex. When the vehicle is steered, the adhesive force between the outer rear wheel and the ground is easy to reduce and even suspend, so that the effect of applying the vehicle to the rear wheel is more obvious.

Optionally, the vehicle yaw stabilizing system is used for a driven wheel of a vehicle. The complexity of driving wheel modification can be reduced.

Compared with the prior art, the utility model discloses a swing arm is connected the partial motion state of both ends wheel, and it is great to heel when turning to that can avoid hanging in as McPherson, and outside wheel breaks away from ground, and the easy emergence that leads to skids and the phenomenon of turning on one's side appears, increases the security that the vehicle turned and drives. Through the cooperation of bulb pole and spherical shell for the swing arm on the axle is better transmitted to the deflection force when wheel one side deflects to change the deflection state of opposite side wheel through the rotation of swing arm, and sticis the wheel on ground through the spring effort, ensure to operate steadily. In the suspension system of the prior art, the bottom of the shock absorber is directly fixed on the swing arm by bolts or other similar methods, so that the shock absorption of the shock absorber can only move in the axial direction and up and down direction of the shock absorber. And use ball head pole and spherical shell structure to cooperate for the bumper shock absorber not only can be at its axis direction motion, can let the bumper shock absorber play the cushioning effect in a plurality of directions of about in addition with certain angle rotation. The ball head rod and the ball shell are matched for use, so that the two sides of the swing arm can swing up and down without being limited by an axle structure.

The utility model discloses also can improve in the structure that is similar to McPherson hangs, simple structure, it is small, compare in the two fork arm-types and hang, more be applicable to the small-size vehicle, and the cost is lower relatively.

Drawings

Fig. 1 is a schematic perspective view of a vehicle yaw stabilizing system according to embodiment 1 of the present invention;

fig. 2 is a schematic side view of a vehicle yaw stabilizing system according to embodiment 1 of the present invention;

fig. 3 is a schematic structural diagram of a swing arm of a vehicle yaw stabilizing system according to embodiment 1 of the present invention;

fig. 4 is a schematic view of a limited structure of a deflection angle of a vehicle deflection stabilizing system according to embodiment 1 of the present invention;

fig. 5 is a schematic view of a state of the vehicle yaw stabilizing system according to embodiment 1 of the present invention when the vehicle yaw stabilizing system is deflected to the left;

fig. 6 is a schematic structural view of the scooter according to embodiment 2 of the present invention;

fig. 7 is a schematic view of a state of the scooter of embodiment 2 after being folded.

In the figures, the reference numbers are: 1-axle, 11-swing arm fixing hole, 12-limiting hole, 13-front fork arm, 14-empennage, 15-tail lamp, 16-latch hook, 2-shock absorber, 21-coil spring, 22-spring cap, 23-cap nut, 24-ball rod, 25-ball shell, 3-wheel, 31-disc brake structure, 4-swing arm, 41-fixing part, 42-limiting rod, 43-perforation, 5-swing arm, 6-pedal, 61-power module, 7-drive assembly, 8-handle assembly, 81-brake handle and 82-latch structure.

Detailed Description

The following embodiments are specifically described in conjunction with the following embodiments, and it should be noted that the scope of the present invention is not limited to the following embodiments:

example 1

As shown in fig. 1 to 5, the vehicle deflection stabilizing system comprises an axle 1, a shock absorber 2, wheels 3, a swing arm 4 and a rocker arm 5, wherein the axle 1 is hinged to the rocker arm 5, the rocker arm 5 is hinged to the wheels, the axle 1 is provided with a fin-shaped swing arm 4, and the wing-shaped swing arm 4 is movably connected with the top of the shock absorber 2 through the swing arm 4; be equipped with swing arm fixed orifices 11 and spacing hole 12 on the axle 1, be equipped with coil spring 21 on the bumper shock absorber 2, coil spring 21 both ends are equipped with spring cap 22, and 2 tops of bumper shock absorber are equipped with cap type nut 23, and the bumper shock absorber bottom is equipped with bulb pole 24 and the spherical shell 25 that matches with bulb pole 24, and swing arm 4 includes the perforation 43 at fixed part 41, gag lever post 42 and both ends.

The swing arm 4 is fixed on the axle 1 in a hinged manner through the matching of a fixing part 41 and a swing arm fixing hole 11, the fixing part 41 is a hinged shaft, and the limiting rod 42 is installed in the limiting hole 12; the swing arm 4 is movably connected between the spring cap 22 and the cap nut 23 through a through hole 43; the ball shell 25 is fixedly connected with the rocker arm 5.

The limiting hole 12 is an arc-shaped open slot, and when the limiting hole is matched with the limiting rod 42, the included angle formed by the swinging angle of the two sides of the swing arm 4 and the vertical direction is limited to 20 degrees. Description of the drawings: the utility model discloses in vertical direction when normally traveling, when both sides wheel 3 and swing arm 4 do not take place to deflect, fixed part 41 with the line of the position that time spacing pole 42 was located.

When the vehicle turns left or causes the vehicle axle 1 to deflect left, as shown in fig. 5, the vehicle axle 1 deflects left, driving the rocker arms 5 on both sides to deflect left, the rocker arms 5 on both sides driving the wheels 3 on both sides to deflect left, at this time, the supporting focus of the vehicle is on the left wheel 3, because the left wheel 3 and the left spherical shell 25 are on both sides of the rocker arm 5 on left, when the wheel 3 on left is pressed down, the spherical shell 25 on left is moved up, the shock absorber 2 on left is supported up, the left perforation 43 is lifted, the whole swing arm 4 is controlled to rotate right by the fixing part 41, the right perforation 43 is pressed down, at this time, the limit rod 42 is on the left part of the limit hole 12, the shock absorber 2 on right is pressed down, the helical spring 21 on right generates a certain compression deformation, the pressure is transmitted to the shock absorber 2 on right, and is applied to the spherical shell 25 on right by the shock absorber 2 on right, the right wheel 3 is deflected to the left under the action of the right rocker arm 5 and is pressed down by pressure to be tightly attached to the ground. Therefore, the probability of vehicle slipping or side turning caused by the fact that the right wheel 3 is separated from the ground when the vehicle is greatly inclined to the left is reduced, and the turning driving safety of the vehicle is further improved.

When the vehicle turns or causes the axle 1 to deflect to the right, the suspension system changes in opposition to the left deflection, eventually causing both side wheels 3 to deflect to the right and the left side wheel 3 to be forced against the ground.

In the prior art suspension system, the bottom of the shock absorber 2 is directly fixed on the swing arm 5 by bolts or other similar hinge connection, so that the shock absorption of the shock absorber 2 can only run in the axial direction and up-and-down direction of the shock absorber 2. And the ball head rod 24 and the ball shell 25 are matched in structure, so that the shock absorber 2 can move in the axis direction, and can play a shock absorption role while rotating in a plurality of directions of the shock absorber 2 at a certain angle.

Example 2

As shown in fig. 6 and 7, the scooter includes an axle 1, a pedal 6 and a plurality of wheels 3, the axle 1 of the scooter in this embodiment is a rear axle, the front axle is a front fork 13 in this scooter, the front fork 13 has a wheel 3 as a front wheel, the axle 1 is connected with two wheels 3, the front fork 13 is connected with the axle 1 through the pedal 6, a power module 61 is arranged in the pedal 6, and the power module 61 is respectively connected with a driving assembly 7 and a handle assembly 8. The handle assembly 8 is connected with the front fork arm 13 in a foldable mode. On drive assembly 7 located wheel 3 under front yoke 13, power module 61 controlled drive assembly 7 drove the wheel 3 operation of front yoke 13, can be equipped with device such as brake handle 81, pilot lamp, stopwatch, display on the handle assembly 8 as required for the brake, provide the illumination and observe states such as scooter current speed, electric quantity. The upper surface of the pedal 6 is provided with an anti-skid pad, the rear part of the axle 1 is provided with an empennage 14 and a tail lamp 15, the empennage 14 is provided with a lock hook 16, the lock hook 16 is matched with a lock catch structure 82 arranged on the handle assembly 8, and the lock catch structure 82 and the lock hook 16 are well buckled when the folding is needed. When carrying, the rod part on the handle assembly 8 is carried. Two wheels 3 that wheel 3 and axle 1 that the front fork arm 13 set down are connected all are equipped with the dish and stop structure 31, and the dish is stopped structure 31 and is controlled through brake handle 81 on the handle assembly 8.

The axle 1 is provided with a suspension system, the structure of the suspension system is the same as that of fig. 1-5 in embodiment 1, the suspension system comprises a shock absorber 2 and a rocker arm 5, two ends of the rocker arm 5 are respectively hinged with the axle 1 and two wheels 3, the axle 1 is further connected with the rocker arm 5 through the shock absorber 2, a wing-shaped swing arm 4 is arranged on the axle 1 and is movably connected with the top of the shock absorber 2 through the swing arm 4; be equipped with swing arm fixed orifices 11 and spacing hole 12 on the axle 1, be equipped with coil spring 21 on the bumper shock absorber 2, coil spring 21 both ends are equipped with spring cap 22, and 2 tops of bumper shock absorber are equipped with cap type nut 23, and the bumper shock absorber bottom is equipped with bulb pole 24 and the spherical shell 25 that matches with bulb pole 24, and swing arm 4 includes the perforation 43 at fixed part 41, gag lever post 42 and both ends.

The swing arm 4 is fixed on the axle 1 in a hinged manner through the matching of a fixing part 41 and a swing arm fixing hole 11, the fixing part 41 is a hinged shaft, and the limiting rod 42 is installed in the limiting hole 12; the swing arm 4 is movably connected between the spring cap 22 and the cap nut 23 through a through hole 43; the ball shell 25 is fixedly connected with the rocker arm 5.

The limiting hole 12 is an arc-shaped open slot, and when the limiting hole is matched with the limiting rod 42, the included angle formed by the swinging angle of the two sides of the swing arm 4 and the vertical direction is limited to 20 degrees. Description of the drawings: the utility model discloses in vertical direction when normally traveling, when both sides wheel 3 and swing arm 4 do not take place to deflect, fixed part 41 with the line of the position that time spacing pole 42 was located.

When the scooter turns left or pedals 6 cause the axle 1 to deflect left, as shown in fig. 5, the axle 1 deflects left, driving the rocker arms 5 on both sides to deflect left, the rocker arms 5 on both sides driving the wheels 3 on both sides to deflect left, the support focus of the scooter is on the left wheel 3, because the left wheel 3 and the left spherical shell 25 are on both sides of the rocker arm 5 on left, when the left wheel 3 is pressed down, the left spherical shell 25 moves up, supporting the left shock absorber 2 up, making the left perforation 43 rise, controlling the whole swing arm 4 to rotate right through the fixing part 41, the right perforation 43 presses down, the limit rod 42 is on the left part of the limit hole 12, the right shock absorber 2 presses down to make the right spiral spring 21 generate a certain compression deformation, and transmit the pressure under the right shock absorber 2, and apply the pressure on the right spherical shell 25 through the right shock absorber 2, the right wheel 3 is deflected to the left under the action of the right rocker arm 5 and is pressed down by pressure to be tightly attached to the ground. Thereby reduce the scooter and turn on one's side the probability that the scooter skids or turns on one's side that leads to that right side wheel 3 breaks away from ground when heeling great to left, further promote the scooter and turn driving safety nature.

When the scooter turns right or causes the axle 1 to turn right, the change of the suspension system is opposite to the left deflection, and finally the wheels 3 on the two sides are all deflected right, and the wheel 3 on the left side is pressed on the ground under stress.

Fig. 7 is a state diagram of the scooter in this embodiment when folding, and the volume reduces when folding, portable.

Furthermore, the present invention is not described in great detail with respect to techniques and principles that are well known to those skilled in the art. The structure or shape of the components used in the embodiments of the present invention cannot be regarded as limiting the technical solution of the present invention. On the basis of the concept of the present invention, those skilled in the art can replace the same or similar functional components or add other functional components as required, and all the insubstantial improvements made on the basis of the innovative points of the present invention all belong to the protection scope of the present invention.

Claims (10)

1. The utility model provides a vehicle stabilization system that deflects, includes wheel, axle, bumper shock absorber, rocking arm, and the rocking arm both ends are connected with axle and wheel are articulated respectively, the axle still is connected its characterized in that through bumper shock absorber and rocking arm: the vehicle-mounted axle further comprises a swing arm and a limiting structure which are arranged on the vehicle axle; the top of the shock absorber is connected with the axle through a swing arm, a fixing part of the swing arm is hinged with the axle, and a swinging part of the swing arm is matched with a limiting structure on the axle to limit the rotation angle of the swing arm; the bottom of the shock absorber is provided with a ball head rod and a ball shell, the ball head rod is matched and connected with the ball shell, and the ball shell is fixedly connected with the rocker arm.

2. The vehicle yaw stabilization system of claim 1, wherein: the shock absorber is one of a spring shock absorber, a rubber shock absorber, a hydraulic shock absorber or an inflatable shock absorber.

3. The vehicle yaw stabilization system of claim 1, wherein: the swing part is a limiting rod, the limiting structure is a limiting hole, and the limiting rod is inserted into the limiting hole to limit the angle of the swing arm.

4. The vehicle yaw stabilization system of claim 1, wherein: the swing part is a limiting hole, the limiting structure is a limiting rod, and the limiting rod is inserted into the limiting hole to limit the angle of the swing arm.

5. The vehicle yaw stabilization system of claim 3 or 4, wherein: the angle of the swing arm deviating from the two sides in the vertical direction is less than or equal to 30 degrees during movement.

6. The vehicle yaw stabilization system of claim 2, wherein: the top of the shock absorber is movably connected with the swing arm.

7. The vehicle yaw stabilization system of claim 6, wherein: the shock absorber is a spring shock absorber, a spiral spring is arranged on the spring shock absorber, spring caps are respectively arranged at two ends of the spiral spring, the spring caps are movably connected with the shock absorber, and a cap-shaped nut is arranged at the top of the shock absorber.

8. The vehicle yaw stabilization system of claim 7, wherein: and the two ends of the swing arm are sleeved between the spring cap and the cap-shaped nut at the top of the spring shock absorber.

9. A vehicle comprising at least one vehicle yaw stabilizing system according to any one of claims 1 to 8.

10. The vehicle of claim 9, characterized in that: the vehicle yaw stabilization system is used for a rear wheel of a vehicle.

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