CN213565314U - FSAE formula car shock absorber ware unites lateral stabilization device - Google Patents
FSAE formula car shock absorber ware unites lateral stabilization device Download PDFInfo
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- CN213565314U CN213565314U CN202022438864.5U CN202022438864U CN213565314U CN 213565314 U CN213565314 U CN 213565314U CN 202022438864 U CN202022438864 U CN 202022438864U CN 213565314 U CN213565314 U CN 213565314U
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- Prior art keywords
- shock absorber
- stabilizer bar
- transverse
- connecting rod
- sleeve
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- 239000006096 absorbing agent Substances 0.000 title claims abstract description 52
- 230000035939 shock Effects 0.000 title claims abstract description 52
- 230000006641 stabilisation Effects 0.000 title abstract description 5
- 238000011105 stabilization Methods 0.000 title abstract description 5
- 239000003381 stabilizer Substances 0.000 claims abstract description 77
- 230000000087 stabilizing effect Effects 0.000 claims abstract description 11
- 238000012423 maintenance Methods 0.000 abstract description 4
- 230000002349 favourable effect Effects 0.000 abstract description 2
- 230000000712 assembly Effects 0.000 abstract 3
- 238000000429 assembly Methods 0.000 abstract 3
- 230000033001 locomotion Effects 0.000 description 7
- 230000001133 acceleration Effects 0.000 description 4
- 230000005540 biological transmission Effects 0.000 description 3
- 238000005452 bending Methods 0.000 description 2
- 230000003019 stabilising effect Effects 0.000 description 2
- 239000000725 suspension Substances 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000002452 interceptive effect Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000002035 prolonged effect Effects 0.000 description 1
- 238000005096 rolling process Methods 0.000 description 1
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Abstract
The utility model provides a combined transverse stabilizing device of an FSAE equation racing car shock absorber, which comprises a rocker arm and a transverse stabilizing rod, wherein two ends of the transverse stabilizing rod are respectively hinged with a connecting rod, and the rocker arm is connected with the transverse stabilizing rod through the connecting rod; the rocker arm, the connecting rod and the transverse stabilizer bar are in a Z-shaped structure; the two ends of the transverse stabilizer bar are respectively hinged with the shock absorber assemblies, and the connecting rod and the shock absorber assemblies at any end of the transverse stabilizer bar are arranged at different side positions of the transverse stabilizer bar, so that the interference between the connecting rod and the shock absorber assemblies is effectively avoided, the structure is more compact, the assembly and disassembly are easy, and the adjustment and the maintenance are convenient; stress that receives the shock absorber assembly is directly transmitted to the frame through the bumper shock absorber lug for rocking arm each point atress is optimized to single atress, improves the life of rocking arm, and whole joint lateral stabilization device sets up in the frame top, avoids taking place to interfere with the diffuser of bottom of the car, and automobile body stability can be better, is favorable to the lightweight design of automobile body.
Description
Technical Field
The utility model belongs to the technical field of the automotive suspension, concretely relates to horizontal stabilising arrangement is united to FSAE equation motorcycle race bumper shock absorber.
Background
The transverse stabilizer bar is an elastic rod device which can increase the rigidity of the roll angle of the automobile and reduce the roll of the automobile body. The FSAE racing car mostly uses a transverse stabilizer bar to adjust the load transfer when the racing car is bent over and the steering characteristic of the racing car, so as to reduce the side rolling of the car body.
The stabilizer bar of current FSAE cycle racing is mostly U type stabilizer bar, and its locating position generally is located the vehicle bottom, fixes on the bottom frame, and the interference takes place with automobile body bottom diffuser very easily to it is very inconvenient to maintain, adjust, dismouting. A small number of suspensions behind the FSAE racing car use Z-shaped stabilizer bars, but the stabilizer bar connecting device and the shock absorber are arranged at tight positions, so that interference is easy to occur, and the structure is complex and is not convenient to disassemble, assemble, adjust and maintain. And the connecting rod of Z type stabilizer bar generally fixes the same position at the rocking arm with the bumper shock absorber, and the connecting rod easily takes place to interfere with the bumper shock absorber, and because the rocking arm receives the different power of connecting rod and two directions of bumper shock absorber at the same point when the cycle racing is crossed the bend and is leaned on, the rocking arm atress is complicated and easy to damage.
SUMMERY OF THE UTILITY MODEL
An object of the utility model is to prior art not enough, provide a horizontal stabilising arrangement is united to FSAE equation motorcycle race bumper shock absorber, with connecting rod and the different side arrangements of bumper shock absorber be used for avoiding connecting rod and bumper shock absorber to take place to interfere, simple structure utilizes dismantlement maintenance, optimizes rocking arm each point atress into single atress simultaneously, has improved the life of rocking arm.
The technical scheme of the utility model is that:
a shock absorber combined transverse stabilizing device of FSAE (formula SAE) racing car comprises a rocker arm and a transverse stabilizing rod; the two ends of the transverse stabilizer bar are respectively hinged with a connecting rod, and the rocker arm is connected with the transverse stabilizer bar through the connecting rod; the rocker arm, the connecting rod and the transverse stabilizer bar are in a Z-shaped structure; and two ends of the transverse stabilizer bar are respectively hinged with a shock absorber assembly.
In the above-mentioned scheme, the connecting rod and the damper assembly hinged to one end of the stabilizer bar are arranged at two sides of the stabilizer bar in the axial direction.
In the above scheme, the transverse stabilizer bar, the rocker arm and the shock absorber assembly are all fixed on the frame through the lifting lugs.
In the scheme, the rocker arm is connected to a fork arm fixedly arranged on the wheel edge assembly through a push rod; and two ends of the fork arm are connected with the frame.
In the above scheme, the shock absorber assembly hinged at one end of the transverse stabilizer bar is connected with the connecting rod through the connecting component.
In the above scheme, the connecting assembly includes a first sleeve, a second sleeve and a third sleeve; a first rod end bearing installed on the shock absorber assembly is sleeved between the first sleeve and the second sleeve, a second rod end bearing installed on the connecting rod is sleeved between the second sleeve and the third sleeve, and a screwing nut is used for fixing the first sleeve, the second sleeve and the third sleeve.
Compared with the prior art, the beneficial effects of the utility model are that:
1. unite lateral stabilization device set up in the frame top, to being fixed in the frame bottom in current U type stabilizer bar, avoid appearing because of the stabilizer bar setting takes place the problem of interfering in the diffuser of frame bottom and bottom of a car portion, automobile body stability can be better, is favorable to the lightweight design of automobile body.
2. The connecting rod and the shock absorber assembly at any end of the transverse stabilizer bar are arranged at different side positions of the transverse stabilizer bar, so that the interference between the connecting rod and the shock absorber assembly is effectively avoided; the whole combined transverse stabilizing device is arranged in a central symmetry manner, so that the structure is more compact, the space is saved, the disassembly and the assembly are easy, and the adjustment and the maintenance are convenient; simultaneously, stress borne by the shock absorber assembly is directly transmitted to the frame through the shock absorber lifting lugs, so that stress of each point of the rocker arm is optimized to be single stress, and the service life of the rocker arm is prolonged.
Drawings
Fig. 1 is a schematic structural view of the combined lateral stabilization device.
Fig. 2 is a schematic structural diagram of the assembly of the combined transverse stabilizing device with a frame and a wheel edge assembly.
Fig. 3 is a partial schematic view of a portion of the stabilizer bar at either end connected to a damper assembly and a connecting rod.
FIG. 4 is a schematic illustration of a racing vehicle in a straight-line acceleration condition.
FIG. 5 is a schematic illustration of a racing vehicle in a braking condition.
FIG. 6 is a schematic illustration of the racing vehicle in a left turn condition.
In the figure:
1-a wheel-rim assembly; 2-a stabilizer bar; 3-a rocker arm; 4-a shock absorber assembly; 5-a connecting rod; 61-a first rod end bearing; 62-a second rod end bearing; 7-a frame; 8-a connecting assembly; 81-a first sleeve; 82-a second sleeve; 83-a third sleeve; 9-a push rod; 10-yoke arm; 11-nut.
Detailed Description
The invention will be further described with reference to the drawings and the following examples, but the scope of the invention is not limited thereto.
In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", and the like indicate the position or positional relationship based on the position or positional relationship shown in the drawings, or the position or positional relationship which is conventionally placed when the present invention is used, and are only for convenience of description of the present invention and simplification of description, but do not indicate or imply that the device or element to which the present invention is directed must have a specific orientation, be constructed and operated in a specific orientation, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first," "second," "third," and the like are used solely to distinguish one from another and are not to be construed as indicating or implying relative importance.
As shown in fig. 1 to 3, the shock absorber combined transverse stabilizer device for FSAE formula racing car of the present invention comprises a rocker arm 3 and a transverse stabilizer bar 2; the two ends of the transverse stabilizer bar 2 are respectively hinged with a connecting rod 5, the transverse stabilizer bar 2 is connected with the rocker arm 3 through the connecting rod 5, namely one end of the connecting rod 5 is connected with the transverse stabilizer bar 2, and the other end of the connecting rod 5 is connected with the rocker arm 3; the rocker arm 3, the connecting rod 5 and the transverse stabilizer bar 2 are in a Z-shaped structure; the two ends of the transverse stabilizer bar 2 are respectively hinged with a shock absorber assembly 4, namely, any one end of the transverse stabilizer bar 2 is provided with a connecting rod 5 and the shock absorber assembly 4, compared with the prior racing car structure of the Z-shaped transverse stabilizer bar, the connecting rod of the transverse stabilizer bar and the shock absorber are fixed on the same side of the rocker arm, in the embodiment, the connecting rod 5 and the shock absorber assembly 4 hinged at one end of the transverse stabilizer bar 2 are arranged at two sides of the transverse stabilizer bar 2 in the axial direction, the connecting rod 5 and the shock absorber assembly 4 at the same end are arranged at different sides, the interference between the connecting rod 5 and the shock absorber assembly 4 can be effectively avoided, the original arrangement space of the Z-shaped transverse stabilizer bar is reduced, the structure is compact, the disassembly and the maintenance are convenient, meanwhile, the whole combined transverse stabilizer device is arranged at the upper part of the car frame, and the problem, the layout design of the vehicle body is facilitated.
And the shock absorber assembly 4 hinged at one end of the transverse stabilizer bar 2 is connected with the connecting rod 5 through a connecting component 8. Wherein the connection assembly 8 comprises a first sleeve 81, a second sleeve 82 and a third sleeve 83; the first rod end bearing 61 on the shock absorber assembly 4 is sleeved between the first sleeve 81 and the second sleeve 82, the second rod end bearing 62 mounted on the connecting rod 5 is sleeved between the second sleeve 82 and the third sleeve 83, the shock absorber assembly 4 is limited through the first sleeve 81 and the second sleeve 82, the connecting rod 5 is limited through the second sleeve 82 and the third sleeve 83, and the screwing nut 11 is used for fixing the first sleeve 81, the second sleeve 82 and the third sleeve 83.
The transverse stabilizer bar 2, the rocker arm 3 and the shock absorber assembly 4 are all fixed on the frame 7 through lifting lugs, in the embodiment, the transverse stabilizer bar 2 is fixed on the frame 7 through the lifting lugs of the transverse stabilizer bar, the transverse stabilizer bar 3 is hinged on the lifting lugs of the transverse stabilizer bar through bolts and nuts, and the transverse stabilizer bar 3 can rotate in the horizontal plane around the bolts; the rocker arm 3 is fixed on the vehicle frame 7 through the rocker arm lifting lug, so that the rocker arm 3 only has rotational freedom in a vertical plane; the shock absorber lifting lug is fixed at one end of the shock absorber assembly 4, so that only the rotational degree of freedom is arranged at one end of the shock absorber, and the shock absorber assembly 4 is fixed on the frame 7 through the shock absorber lifting lug. The rocking arm receives the different power of two sets of directions of transverse connection pole connecting device and bumper shock absorber simultaneously among the current cycle racing structure, and the rocking arm exists because of the atress is complicated and the problem of damaging easily, and in this scheme, 3 departments of rocking arm only receive the stress of transverse connection pole 2 through the transmission of connecting rod 5, and the stress of 4 departments of bumper shock absorber assembly directly transmits to frame 7 through the bumper shock absorber lug on, optimizes 3 each point atress of rocking arm into single atress, improves the life of rocking arm 3.
The rocker arm 3 is connected to a fork arm 10 fixedly arranged on the wheel edge assembly 1 through a push rod 9; two ends of the fork arm are connected with the frame; the wheel edge assembly is connected with a racing car tire, the wheel edge assembly 1 comprises an upright post, a wheel hub, a brake disc and brake calipers, two ends of a fork arm 10 are connected with a frame 7, the fork arm is fixed on the upright post, the fork arm 10 is connected with a rocker arm 3 through a push rod 9, and preferably, the fork arm 10 is an A-shaped arm in the embodiment.
When the racing car is in a straight line acceleration working condition: as shown in fig. 4, the load of the vehicle is transferred during linear acceleration, and the left and right rear tires of the racing car are simultaneously displaced upward, and the same thrust acts on both ends of the stabilizer bar 2 through the motion transmission of the push rod 9, the rocker arm 3, and the connecting rod 5. Because the stabilizer bar 2 is fixed on the stabilizer bar lifting lug, the stabilizer bar 2 has a rotational degree of freedom and can rotate in the horizontal plane around the bolt, and specifically, the stabilizer bar 1 freely rotates clockwise around the bolt. The stabilizer bar 2 can therefore freely rotate in the clockwise direction about the bolt in the horizontal plane without generating an internal force against bending, and therefore the stabilizer bar 2 does not provide roll stiffness in this straight-line acceleration condition.
When the racing car is in a braking condition, as shown in fig. 5, due to load transfer during braking, left and right rear tires of the racing car simultaneously displace downwards, and through motion transmission of the push rod 9, the rocker arm 3 and the connecting rod 5, the pulling force with the same magnitude acts on two ends of the transverse stabilizing rod 2. Since the stabilizer bar 2 is fixed to the stabilizer bar shackle, the stabilizer bar 2 has a rotational degree of freedom and can rotate in a horizontal plane around the bolt, and specifically, the stabilizer bar 2 rotates freely clockwise around the bolt without generating an internal force against bending, so that the stabilizer bar 2 does not provide roll rigidity under the braking condition.
When the racing car is in a steering working condition: as shown in FIG. 6, assuming the car is turning left (left and right with respect to the view of the rider inside the car), the right tire is displaced upward; the left tire is displaced downward, and the vehicle body is tilted. The right tire moves upward and is transmitted by the movement of the push rod 9, the rocker arm 3 and the connecting rod 5, which is equivalent to generating a pushing force on one side of the stabilizer bar 2. The left tire moves down and is transferred through the motion of the push rod 9, the rocker arm 3 and the connecting rod 5, which is equivalent to generating a pulling force on one side of the stabilizer bar 2. Since the stabilizer bar 2 is fixed to the stabilizer bar shackle, there is only a rotational degree of freedom around the bolt in the horizontal plane, and there is no degree of freedom in movement. Therefore, when the racing car is turning left, the stabilizer bar 1 is deformed by a force, and a force is generated to resist downward movement of the left tire and to resist upward movement of the right tire, thereby suppressing roll of the car body. Therefore, the transverse stabilizer bar 2 provides roll rigidity under the working condition, and reduces the roll angle of the car body, thereby achieving the effect of improving the controllability of the racing car.
The above detailed description is only for the purpose of illustrating the practical embodiments of the present invention, and they are not intended to limit the scope of the present invention, and all equivalent embodiments or modifications that do not depart from the technical spirit of the present invention are intended to be included within the scope of the present invention.
Claims (6)
1. The combined transverse stabilizing device of the shock absorber of the FSAE formula racing car is characterized by comprising a rocker arm (3) and a transverse stabilizing rod (2); two ends of the transverse stabilizer bar (2) are respectively hinged with a connecting rod (5), and the transverse stabilizer bar (2) is connected with the rocker arm (3) through the connecting rod (5); the rocker arm (3), the connecting rod (5) and the transverse stabilizer bar (2) are in a Z-shaped structure; and two ends of the transverse stabilizer bar (2) are respectively hinged with a shock absorber assembly (4).
2. An FSAE equation racing car damper combination lateral stabilizer device according to claim 1, wherein a link rod (5) hinged to one end of the stabilizer bar (2) and a damper assembly (4) are provided at both axial direction side positions of the stabilizer bar (2).
3. An FSAE equation racing car shock absorber combined lateral stabilizer device according to claim 1, wherein the stabilizer bar (2), the rocker arm (3) and the shock absorber assembly (4) are all fixed on the vehicle frame (7) by lifting lugs.
4. An FSAE equation racing damper combination lateral stabilizer device according to claim 1, characterized in that the rocker arm (3) is connected to a yoke (10) fixedly mounted to the wheel-side assembly (1) by a push rod (9); and two ends of the fork arm (10) are connected with the frame (7).
5. An FSAE equation racing car shock absorber combined lateral stabilizer device according to claim 1, wherein the shock absorber assembly (4) hinged to one end of the lateral stabilizer bar (2) is connected to the connecting rod (5) through a connecting component (8).
6. An FSAE equation racing damper combination lateral stabilizer device according to claim 5, characterized in that the connecting assembly (8) comprises a first sleeve (81), a second sleeve (82) and a third sleeve (83); a first rod end bearing (61) mounted on the shock absorber assembly (4) is sleeved between the first sleeve (81) and the second sleeve (82), a second rod end bearing (62) mounted on the connecting rod (5) is sleeved between the second sleeve (82) and the third sleeve (83), and a screwing nut (11) is used for fixing the first sleeve (81), the second sleeve (82) and the third sleeve (83).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022438864.5U CN213565314U (en) | 2020-10-28 | 2020-10-28 | FSAE formula car shock absorber ware unites lateral stabilization device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022438864.5U CN213565314U (en) | 2020-10-28 | 2020-10-28 | FSAE formula car shock absorber ware unites lateral stabilization device |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN213565314U true CN213565314U (en) | 2021-06-29 |
Family
ID=76530360
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202022438864.5U Expired - Fee Related CN213565314U (en) | 2020-10-28 | 2020-10-28 | FSAE formula car shock absorber ware unites lateral stabilization device |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN213565314U (en) |
-
2020
- 2020-10-28 CN CN202022438864.5U patent/CN213565314U/en not_active Expired - Fee Related
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant | ||
| CF01 | Termination of patent right due to non-payment of annual fee | ||
| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20210629 |