CN110254152B - Independent suspension device for automobile - Google Patents
Independent suspension device for automobile Download PDFInfo
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- CN110254152B CN110254152B CN201910612042.3A CN201910612042A CN110254152B CN 110254152 B CN110254152 B CN 110254152B CN 201910612042 A CN201910612042 A CN 201910612042A CN 110254152 B CN110254152 B CN 110254152B
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- arm
- chassis frame
- tire
- frame unit
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G3/00—Resilient suspensions for a single wheel
- B60G3/18—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G7/00—Pivoted suspension arms; Accessories thereof
- B60G7/04—Buffer means for limiting movement of arms
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2200/00—Indexing codes relating to suspension types
- B60G2200/10—Independent suspensions
- B60G2200/14—Independent suspensions with lateral arms
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
- B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
- B60G2204/45—Stops limiting travel
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
The invention discloses an independent suspension device of an automobile, which comprises a chassis frame unit, wherein the chassis frame unit is a supporting frame arranged at the bottom of the automobile body; the upper part of the suspension unit is connected with the chassis frame unit, and one side of the suspension unit is connected with the tire disc, so that the vertical acting force applied by the tire disc can be transferred to the chassis frame unit; and one end of the connecting arm is connected with the lower part of the suspension unit, and the other end of the connecting arm is connected with the chassis frame unit. The invention has the beneficial effects that: by installing the independent damping device at the bottom of the suspension unit, the extrusion force on the chassis bracket when the tire is subjected to downward acting force can be reduced, the loss of the chassis is further reduced, and the stability of the vehicle is increased.
Description
Technical Field
The invention relates to the technical field of automobile production and manufacturing, in particular to an automobile independent suspension device.
Background
In recent years, automotive suspensions are important components for ensuring riding comfort as a force transmission mechanism for connecting a frame (or a vehicle body) and an axle (or wheels). Automotive suspensions are classified into independent suspensions and dependent suspensions, and dependent suspensions are applied to common road vehicles due to structural particularities of the independent suspensions and the dependent suspensions, whereas independent suspensions having a complicated structure and relatively high manufacturing cost are applied to off-road vehicles. However, the road conditions of common road surfaces are not ideal, and in order to improve the stability and the comfort of automobiles, more and more common vehicles also adopt independent suspension mechanisms. At present, independent suspension mechanisms are divided into a cross arm type, a trailing arm type, a multi-link type and the like, but the independent suspensions have the defects of complex structure, high cost and inconvenient maintenance.
However, at present, only the tire is buffered by being transferred to the chassis bracket after being subjected to upward acting force, but the tire is ignored to be also subjected to upward acting force, such as spring resilience force after the tire is lifted and self gravity of the tire, so that considerable loss is brought to the bottom bracket, and the stability of the automobile is also influenced.
Disclosure of Invention
This section is intended to outline some aspects of embodiments of the invention and to briefly introduce some preferred embodiments. Some simplifications or omissions may be made in this section as well as in the description summary and in the title of the application, to avoid obscuring the purpose of this section, the description summary and the title of the invention, which should not be used to limit the scope of the invention.
The present invention has been made in view of the above-described problems occurring in the prior art.
Therefore, the technical problems solved by the invention are as follows: the utility model provides an independent suspension device of car, solves when receiving downward effort with the tire, reduces the extrusion force that causes the chassis support.
In order to solve the technical problems, the invention provides the following technical scheme: independent suspension device of automobile: the chassis frame unit is a supporting frame arranged at the bottom of the vehicle body; the upper part of the suspension unit is connected with the chassis frame unit, and one side of the suspension unit is connected with the tire disc, so that the vertical acting force applied by the tire disc can be transferred to the chassis frame unit; and one end of the connecting arm is connected with the lower part of the suspension unit, and the other end of the connecting arm is connected with the chassis frame unit.
As a preferred embodiment of the independent suspension device for a vehicle according to the present invention, wherein: the suspension unit further comprises a damping spring, an arc-shaped panel and a bottom supporting plate; the arc panel with the one end of bottom support board is articulated each other, and the two other ends respectively with the tire dish is connected, damping spring passes the one end behind the arc panel with the bottom support board is articulated, the other end with chassis frame unit is connected.
As a preferred embodiment of the independent suspension device for a vehicle according to the present invention, wherein: the chassis frame unit further comprises a bracket body, an extension part, a spring fixing pin and a connecting arm fixing pin; the bracket body is an arch-shaped bracket formed by a plurality of steel pipes, the extension parts are extension brackets arranged on two sides of the bracket body, the spring fixing pins are arranged between the two extension parts, and the connecting arm fixing pins are arranged below the bracket body.
As a preferred embodiment of the independent suspension device for a vehicle according to the present invention, wherein: the suspension unit further comprises an upper hinge end and a lower hinge end; the upper hinge end is of a hinge structure of the arc-shaped panel and the tire disc, and the lower hinge end is of a hinge structure of the bottom supporting plate and the tire disc.
As a preferred embodiment of the independent suspension device for a vehicle according to the present invention, wherein: the suspension unit further comprises a bottom hinge and a hinge assembly; the damping springs are hinged with the bottom supporting plate through the bottom hinges, and the arc-shaped panel and the bottom supporting plate are independently hinged with the hinging total table.
As a preferred embodiment of the independent suspension device for a vehicle according to the present invention, wherein: the connecting arm also comprises a buffer pad, an upper rotating arm, a lower fixed arm and an extension arm; the upper rotating arm is hinged with one end of the lower fixed arm, the buffer pad is arranged between the upper rotating arm and the lower fixed arm, one end of the extension arm is connected with the hinged end of the upper rotating arm and the hinged end of the lower fixed arm, and the other end of the extension arm is connected with the bottom of the chassis frame unit.
As a preferred embodiment of the independent suspension device for a vehicle according to the present invention, wherein: the connecting arm also comprises a hinged angle plate, a hinged shaft disc and a fixed angle plate; the hinge angle plate is arranged on the right side of the upper rotating arm and hinged with the hinge assembly table, one end of the upper rotating arm is hinged with one end of the lower fixed arm through the hinge shaft disc, and the fixed angle plate is arranged at one end of the extension arm and connected with the bottom of the chassis frame unit.
As a preferred embodiment of the independent suspension device for a vehicle according to the present invention, wherein: the arc-shaped panel is a curved surface with radian, a hole for the damping spring to pass through is formed, the arc-shaped panel further comprises a folded plate with two intersecting planes, and the folded angle of the folded plate is between 120 and 125 degrees inwards.
The invention has the beneficial effects that: by installing the independent damping device at the bottom of the suspension unit, the extrusion force on the chassis bracket when the tire is subjected to downward acting force can be reduced, the loss of the chassis is further reduced, and the stability of the vehicle is increased.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings that are needed in the description of the embodiments will be briefly described below, it being obvious that the drawings in the following description are only some embodiments of the present invention, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art. Wherein:
FIG. 1 is a schematic view showing the overall structure of an independent suspension apparatus for an automobile according to a first embodiment of the present invention;
FIG. 2 is a schematic view showing the overall structure of a conventional independent suspension apparatus for an automobile according to a first embodiment of the present invention;
FIG. 3 is a schematic view showing the overall structure of a chassis frame unit according to a first embodiment of the present invention;
FIG. 4 is a schematic view of the overall structure of a damper spring according to a first embodiment of the present invention;
FIG. 5 is a schematic view showing the overall structure of a suspension unit according to a second embodiment of the present invention;
FIG. 6 is a schematic view of the whole structure of a connecting arm according to a second embodiment of the present invention;
FIG. 7 is a schematic view showing a connection structure between a suspension unit and a connection arm according to a second embodiment of the present invention;
FIG. 8 is a table-comparison data diagram of stress points according to a second embodiment of the present invention;
FIG. 9 is a graph showing the comparison of force curves according to the second embodiment of the present invention.
Detailed Description
So that the manner in which the above recited objects, features and advantages of the present invention can be understood in detail, a more particular description of the invention, briefly summarized above, may be had by reference to the embodiments, some of which are illustrated in the appended drawings. All other embodiments, which can be made by one of ordinary skill in the art based on the embodiments of the present invention without making any inventive effort, shall fall within the scope of the present invention.
In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention, but the present invention may be practiced in other ways other than those described herein, and persons skilled in the art will readily appreciate that the present invention is not limited to the specific embodiments disclosed below.
Further, reference herein to "one embodiment" or "an embodiment" means that a particular feature, structure, or characteristic can be included in at least one implementation of the invention. The appearances of the phrase "in one embodiment" in various places in the specification are not necessarily all referring to the same embodiment, nor are separate or alternative embodiments mutually exclusive of other embodiments.
While the embodiments of the present invention have been illustrated and described in detail in the drawings, the cross-sectional view of the device structure is not to scale in the general sense for ease of illustration, and the drawings are merely exemplary and should not be construed as limiting the scope of the invention. In addition, the three-dimensional dimensions of length, width and depth should be included in actual fabrication.
Also in the description of the present invention, it should be noted that the orientation or positional relationship indicated by the terms "upper, lower, inner and outer", etc. are based on the orientation or positional relationship shown in the drawings, are merely for convenience of describing the present invention and simplifying the description, and do not indicate or imply that the apparatus or elements referred to 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, or third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
The terms "mounted, connected, and coupled" should be construed broadly in this disclosure unless otherwise specifically indicated and defined, such as: can be fixed connection, detachable connection or integral connection; it may also be a mechanical connection, an electrical connection, or a direct connection, or may be indirectly connected through an intermediate medium, or may be a communication between two elements. The specific meaning of the above terms in the present invention will be understood in specific cases by those of ordinary skill in the art.
Example 1
Referring to fig. 1 to 4, the tire is buffered by being transferred to the chassis bracket after being subjected to upward force, but neglecting that the tire is also subjected to upward force, such as spring resilience after the tire is tripped and gravity of the tire, so that considerable loss is caused to the bottom bracket, and also the stability of the automobile is affected, as shown in fig. 2, when the tire pan 300 is subjected to upward vertical force F1, upward pressing force F2 of the chassis frame unit 100 is caused, when the tire pan 300 is subjected to downward force due to the return of the damping spring or gravity of the tire, force F3 is caused to the hinge end of the suspension unit 200 to pull down the chassis frame unit 100 or to press inward the hinge end to generate force F4, so that loss to the chassis frame unit 100 and stability of the automobile are also reduced when the tire is tripped.
In this embodiment, therefore, an independent suspension apparatus for an automobile is proposed, which includes a chassis frame unit 100, a suspension unit 200, a tire pan 300, and a connection arm 400. Specifically, the tire is generally composed of a casing, an inner tube, and a rim strip 3. There is also no need for inner tube, and its inner layer has rubber layer with good air tightness and special rim. The structures of tires in various countries in the world are developed in the directions of tubeless, meridian structures, flat (the ratio of the tire section height to the width is small) and lightweight. The outer tire consists of a tire body, a buffer layer (or called a belt layer), a tread, a sidewall and a tire bead. The casing section can be divided into several separate regions: crown region, shoulder region (tread slope), flex region (sidewall region), reinforcement region and bead region. And (3) a carcass: also known as a casing. Generally refers to a stressed structure of a pneumatic tire made up of one or more plies (having strength, softness and elasticity) integral with the beads. The tire bead is a part of the tire mounted on the rim, and consists of a tire bead core and a tire chafer, and plays a role of fixing the tire. The tire specifications are expressed in terms of dimensions such as the outer diameter D of the tire casing, the inner diameter of the bead, the rim diameter D, the section width B, and the aspect ratio (tire section height H/tire section width B), and the like, and are generally expressed in inches (in) (1 in=2.54 cm).
It will be appreciated that the tire pan 300 and rim portion in this embodiment are commonly referred to as a rim, which is the part of the wheel that peripherally mounts and supports the tire, together with the spokes, to form the wheel. The rim and spokes may be unitary, permanently connected or removable, with the usual forms of rims being of two main types: a deep well rim and a flat bottom rim; in addition, there are split rims, half-well rims, well-width rims, flat-bottom-width rims, full-bevel rims, and the like. The aluminum alloy is manufactured by adopting a gravity casting, forging and low-pressure precision casting mode. The beads constitute a tire for a vehicle by being mounted on the wheel placenta 300. It will be understood by those skilled in the art that, in order to rotate the tire, the tire disc 300 needs to be connected to a transmission shaft mounted on the frame, and the transmission shaft may break under a relatively high pressure, which is not illustrated in the present embodiment, and the specific connection manner is implemented according to the disclosure of the present embodiment and in combination with the prior art.
Further, the chassis frame unit 100 is a supporting frame arranged at the bottom of the vehicle body, and can be connected with the chassis for supporting the whole bottom of the vehicle body; the upper part of the suspension unit 200 is connected with the chassis frame unit 100, and one side of the suspension unit 200 is connected with the tire disc 300, so that the vertical acting force applied by the tire disc 300 can be transferred to the chassis frame unit 100, namely, the force F1 is transferred to the force F2, and the upper end of the chassis frame unit 100 is extruded; one end of the connection arm 400 is connected to the lower side of the suspension unit 200, and the other end is connected to the chassis frame unit 100. The support frame is a pipe body support frame supported by metal materials, is arranged at the bottom of the automobile body and is a bottom support structure of the automobile body. In this embodiment, the connection arm 400 is added between the suspension unit 200 and the chassis frame unit 100 to increase the connection stability of the suspension unit 200 and the chassis frame unit 100, and the resilience force F3 of the suspension unit 200 is not directly transferred to the chassis frame unit 100, but is transferred to the connection end between the connection arm 400 and the bottom of the chassis frame unit 100 after being buffered by the connection arm 400, so that the impact force on the chassis frame unit 100 when the wheels rebound due to falling can be reduced, the loss of the chassis frame unit 100 can be reduced, and the stability of the vehicle can be further increased.
The chassis frame unit 100 in this embodiment further includes a bracket body 101, an extension 102, a spring fixing pin 103, and a connecting arm fixing pin 104; the bracket body 101 is an arc-shaped bracket formed by a plurality of steel pipes, the middle part of the bracket body is a downward concave part, and each part on the vehicle body is arranged on the part, so that the overall height of the chassis of the vehicle can be reduced, and the overall stability of the vehicle can be improved. The extension portions 102 are extension brackets provided on both sides of the bracket body 101, the spring fixing pin 103 is provided between the two extension portions 102, and the connecting arm fixing pin 104 is provided below the bracket body 101. The cross bar parts 102a are arranged between the extension parts 102, the mounting holes are arranged in the middle of the cross bar parts 102a, and the upper parts of the hanging units 200 are fixedly connected through bolt fit in the field of inserting the mounting holes. The connecting arm fixing pin 104 is a bolt in this embodiment, and one end of the connecting arm 400 may be welded to the connecting arm fixing pin 104, which is not easy to understand, so that in order to increase the connection between the lower end of the suspension unit 200 and the bracket body 101, two groups of connecting arms 400 may be disposed in parallel at the bottom of the bracket body 101 for connection.
Example 2
Referring to the illustrations of fig. 4 to 6, this embodiment is different from the first embodiment in that: the suspension unit 200 further comprises a shock absorbing spring 201, an arc-shaped panel 202, an upper hinge end 204 of a bottom support plate 203, a lower hinge end 205, a bottom hinge seat 206, and a hinge assembly 207; the connecting arm 400 also includes a bumper 401, an upper swivel arm 402, a lower fixed arm 403, an extension arm 404, a hinge gusset 405, a hinge collar 406, and a fixed gusset 407. Specifically, the tire is generally composed of a casing, an inner tube, and a rim strip 3. There is also no need for inner tube, and its inner layer has rubber layer with good air tightness and special rim. The structures of tires in various countries in the world are developed in the directions of tubeless, meridian structures, flat (the ratio of the tire section height to the width is small) and lightweight. The outer tire consists of a tire body, a buffer layer (or called a belt layer), a tread, a sidewall and a tire bead. The casing section can be divided into several separate regions: crown region, shoulder region (tread slope), flex region (sidewall region), reinforcement region and bead region. And (3) a carcass: also known as a casing. Generally refers to a stressed structure of a pneumatic tire made up of one or more plies (having strength, softness and elasticity) integral with the beads. The tire bead is a part of the tire mounted on the rim, and consists of a tire bead core and a tire chafer, and plays a role of fixing the tire. The tire specifications are expressed in terms of dimensions such as the outer diameter D of the tire casing, the inner diameter of the bead, the rim diameter D, the section width B, and the aspect ratio (tire section height H/tire section width B), and the like, and are generally expressed in inches (in) (1 in=2.54 cm). It will be appreciated that the tire pan 300 and rim portion in this embodiment are commonly referred to as a rim, which is the part of the wheel that peripherally mounts and supports the tire, together with the spokes, to form the wheel. The rim and spokes may be unitary, permanently connected or removable, with the usual forms of rims being of two main types: a deep well rim and a flat bottom rim; in addition, there are split rims, half-well rims, well-width rims, flat-bottom-width rims, full-bevel rims, and the like. The aluminum alloy is manufactured by adopting a gravity casting, forging and low-pressure precision casting mode. The beads constitute a tire for a vehicle by being mounted on the wheel placenta 300. It will be understood by those skilled in the art that, in order to rotate the tire, the tire pan 300 needs to be connected to a transmission shaft mounted on the frame, which is not shown in the drawings in the present embodiment, and the specific connection is implemented according to the disclosure of the present embodiment and in combination with the prior art.
Further, the chassis frame unit 100 is a supporting frame arranged at the bottom of the vehicle body and is used for supporting the whole bottom of the vehicle body; the upper part of the suspension unit 200 is connected with the chassis frame unit 100, and one side of the suspension unit 200 is connected with the tire disc 300, so that the vertical acting force applied by the tire disc 300 can be transferred to the chassis frame unit 100, namely, the force F1 is transferred to the force F2, and the upper end of the chassis frame unit 100 is extruded; one end of the connection arm 400 is connected to the lower side of the suspension unit 200, and the other end is connected to the chassis frame unit 100. The support frame is a pipe body support frame supported by metal materials, is arranged at the bottom of the automobile body and is a bottom support structure of the automobile body. In this embodiment, the connection arm 400 is added between the suspension unit 200 and the chassis frame unit 100 to increase the connection stability of the suspension unit 200 and the chassis frame unit 100, and the resilience force F3 of the suspension unit 200 is not directly transferred to the chassis frame unit 100, but is transferred to the connection end between the connection arm 400 and the bottom of the chassis frame unit 100 after being buffered by the connection arm 400, so that the impact force on the chassis frame unit 100 when the wheels rebound due to falling can be reduced, the loss of the chassis frame unit 100 can be reduced, and the stability of the vehicle can be further increased.
Further, the chassis frame unit 100 further includes a bracket body 101, an extension 102, a spring fixing pin 103, and a link arm fixing pin 104; the bracket body 101 is an arc-shaped bracket formed by a plurality of steel pipes, the middle part of the bracket body is a downward concave part, and each part on the vehicle body is arranged on the part, so that the overall height of the chassis of the vehicle can be reduced, and the overall stability of the vehicle can be improved. The extension portions 102 are extension brackets provided on both sides of the bracket body 101, the spring fixing pin 103 is provided between the two extension portions 102, and the connecting arm fixing pin 104 is provided below the bracket body 101. The cross bar parts 102a are arranged between the extension parts 102, the mounting holes are arranged in the middle of the cross bar parts 102a, and the upper parts of the hanging units 200 are fixedly connected through bolt fit in the field of inserting the mounting holes. The connecting arm fixing pin 104 is a bolt in this embodiment, and one end of the connecting arm 400 may be welded to the connecting arm fixing pin 104, which is not easy to understand, so that in order to increase the connection between the lower end of the suspension unit 200 and the bracket body 101, two groups of connecting arms 400 may be disposed in parallel at the bottom of the bracket body 101 for connection.
In more detail, in the present embodiment, the suspension unit 200 further includes a damper spring 201, an arc-shaped panel 202, a bottom support plate 203, an upper hinge end 204, a lower hinge end 205, a bottom hinge seat 206, and a hinge assembly 207; wherein one ends of the arc-shaped panel 202 and the bottom support plate 203 are hinged to each other, and the other ends thereof are respectively connected to the tire tray 300. The damper springs 201 are hinged to the bottom support plate 203 through one end of the arc-shaped panel 202, and the other end is connected to the chassis frame unit 100. In the related art, the damping spring 201 has a certain inclination angle, so that the overall height of the suspension unit 200 can be reduced on one hand, the height of the connecting bracket body 101 is reduced, the height of the chassis of the vehicle body can be reduced finally, and the stability is improved; on the other hand, the inclination of the damper spring 201 breaks down the force into multidirectional forces, disperses the force, and can further reduce the impact force on the holder body 101.
The damper spring 201 includes a connection ring 201a and a hinge ring 201b having upper and lower ends respectively located on perpendicular planes to each other, and a connection telescopic rod provided between the connection ring 201a and the hinge ring 201b, and a spring sleeved outside the telescopic rod. The connecting ring 201a can be inserted into the mounting hole formed in the middle of the cross bar 102a, the connecting ring 201a is connected to the cross bar 102a through the bolt inserted into the mounting hole, and the hinge ring 201b is connected to the bottom hinge seat 206 formed on the bottom support plate 203 in a matched manner, so that the damping spring 201 and the cross bar 102a can horizontally rotate, but cannot vertically rotate, and the damping spring 201 and the bottom support plate 203 cannot horizontally rotate. When the wheel is jumped, the compression damping spring 201 transfers the vertical impact force received by the wheel to the impact force to the bracket body 101, thereby reducing the torque force of the wheel placenta 300 to the transmission shaft, prolonging the service life of the transmission shaft and enhancing the stability of the vehicle itself.
It should be noted that, in this embodiment, in order to increase the stability of the suspension unit 200, a hinged arc-shaped panel 202 is added to the bottom support plate 203 and the tire tray 300, and an approximately triangular structure is formed between the arc-shaped panel 202 and the bottom support plate 203, and the tire tray 300, so that when the tire 300 is tilted and jumped, a part of the upward impact force is transferred to the arc-shaped panel 202, and a part of the impact force to the bracket body 101 is reduced. Further, in this embodiment, since the arc-shaped panel 202 also belongs to the stressed portion, the stability and uniformity of the stress are improved, which includes the steps of providing the arc-shaped panel 202 with two folded plates with intersecting curved surfaces or planes, and the folded angle of the folded plates is between 120 and 125 degrees inwards, so that the stress on the surface of the arc-shaped panel 202 is more uniform.
The upper hinge end 204 is a hinge structure of the arc-shaped panel 202 and the tire tray 300, and the lower hinge end 205 is a hinge structure of the bottom support plate 203 and the tire tray 300. The damper springs 201 are hinged to the bottom support plate 203 through bottom hinge bases 206, and the arc-shaped panel 202 and the bottom support plate 203 are independently hinged to the hinge assembly 207. The arc panel 202 is a curved surface having an arc, and is provided with a hole 202a through which the damper spring 201 moves, and the damper spring 201 can realize a rotational space required for damping expansion and contraction by being located in the hole 202 a.
The connecting arm 400 further includes a bumper 401, an upper swivel arm 402, a lower fixed arm 403 and an extension arm 404, a hinge gusset 405, a hinge collar 406, and a fixed gusset 407. More specifically, one ends of the upper swivel arm 402 and the lower fixed arm 403 are hinged, the cushion pad 401 is disposed between the upper swivel arm 402 and the lower fixed arm 403, one end of the extension arm 404 is connected to the hinged ends of the upper swivel arm 402 and the lower fixed arm 403, and the other end is connected to the bottom of the chassis frame unit 100. The articulated angle plate 405 is disposed on the right side of the upper rotating arm 402 and is articulated with the articulated assembly 207, one ends of the upper rotating arm 402 and the lower fixed arm 403 are articulated through the articulated shaft disc 406, and the fixed angle plate 407 is disposed on one end of the extension arm 404 and is connected with the bottom of the chassis frame unit 100. It should be noted that, in this embodiment, the lower fixing arm 403 and the extension arm 404 may be an integral structure or a split structure, the extension arm 404 is connected to the bottom end of the stand body 101 through the fixing angle plate 407, the lower fixing arm 403 and the extension arm 404 are support arms of the suspension unit 200, force is conducted to the bottom of the stand body 101 through the support arms, and when the wheel receives a rebound force, the upper rotating arm 402 is connected to the hinge shaft on the hinge assembly 207 of the suspension unit 200 through the hinge angle plate 405. Firstly, the wheels move downwards to enable the suspension unit 200 to generate impact force, in general, the impact force (comprising resilience force of a spring and self gravity of the wheels) generated by the suspension unit 200 directly acts on the bracket body 101 to damage the bracket and reduce the stability of the vehicle, but the embodiment sets the upper rotating arm 402 to rotate to impact the buffer pad 401 under the stress action, the buffer pad 401 can adopt a rubber shock pad or a buffer spring, the buffer pad 401 acts on the lower fixing arm 403 after buffering and unloading force, and then the buffer pad is transmitted to the bracket body 101 to secondarily protect the bracket body 101 to reduce the loss of the suspension unit and improve the stability of the vehicle in the running process.
The damping principle in this embodiment is: when the tire disc 300 encounters an uneven road surface and is under the condition of a convex obstacle, the tire disc 300 is transferred to the extrusion force on the top of the chassis frame unit 100 under the action of upward force, when the vehicle speed is high, the vehicle can jump up, the tire disc 300 bounces upward, due to the interaction force of the damping springs 201, the tire disc 300 has self gravity and resilience force of the springs when bouncing downwards, and the chassis frame unit 100 bracket is extruded for the second time, but the embodiment has obvious buffering effect by installing the connecting arm 400 below the suspension unit 200 to buffer when the tire rebounds, and the buffer to part of extrusion force reduces the acting force on the chassis bracket, the acting force comprises the simultaneous acting force of the suspension unit 200 on the upper part and the lower part of the bottom bracket during rebound, the service life of the acting force is prolonged, and the stability is increased. Similarly, when the vehicle is lowered on a low-lying road, the tire is depressed, and the link arm 400 cushions the downward spring force, increasing the stability of the vehicle and reducing the loss to the bottom bracket.
Example 3
In this embodiment, stress analysis conditions of stress points S1 and M1 of the arc panel 202 and the connecting arm 400 of the present application to the automobile support body 101 are compared with stress analysis conditions of stress points S1 and M1 of the support body 101 after the arc panel 202 and the connecting arm 400 of the present application are added, and by installing pressure sensors under corresponding stress point sensors, automobiles in the two conditions are respectively tested under the condition that the automobiles pass through the same obstacle (such as a deceleration strip) on the ground at different speeds, wherein the test results are shown in fig. 8-9, the unit of pressure is MPa, the stress of the stress points S1 and M1 of the support body 101 after the arc panel 202 and the connecting arm 400 of the present application is obviously reduced, and meanwhile, the difference between curves is larger and larger, namely, the damping effect is better when the speed is larger, can be seen from the schematic diagram of fig. 8.
It should be noted that the above embodiments are only for illustrating the technical solution of the present invention and not for limiting the same, and although the present invention has been described in detail with reference to the preferred embodiments, it should be understood by those skilled in the art that the technical solution of the present invention may be modified or substituted without departing from the spirit and scope of the technical solution of the present invention, which is intended to be covered in the scope of the claims of the present invention.
Claims (5)
1. An independent suspension device for an automobile is characterized in that: comprising the steps of (a) a step of,
the chassis frame unit (100), the chassis frame unit (100) is a supporting frame arranged at the bottom of the vehicle body;
the suspension unit (200) is connected with the chassis frame unit (100) above the suspension unit (200), and one side of the suspension unit (200) is connected with the tire disc (300) so as to transfer the vertical acting force received by the tire disc (300) to the chassis frame unit (100);
a connecting arm (400), wherein one end of the connecting arm (400) is connected with the lower part of the suspension unit (200), and the other end of the connecting arm is connected with the chassis frame unit (100);
the suspension unit (200) further comprises a damping spring (201), an arc-shaped panel (202) and a bottom support plate (203);
one ends of the arc-shaped panel (202) and the bottom supporting plate (203) are hinged with each other, the other ends of the arc-shaped panel and the bottom supporting plate are respectively connected with the tire disc (300), one end of the damping spring (201) penetrates through the arc-shaped panel (202) to be hinged with the bottom supporting plate (203), and the other end of the damping spring is connected with the chassis frame unit (100);
the chassis frame unit (100) further comprises a bracket body (101), an extension part (102), a spring fixing pin (103) and a connecting arm fixing pin (104);
the bracket body (101) is an arch-shaped bracket formed by a plurality of steel pipes, the extension parts (102) are extension brackets arranged on two sides of the bracket body (101), the spring fixing pins (103) are arranged between the two extension parts (102), and the connecting arm fixing pins (104) are arranged below the bracket body (101);
the suspension unit (200) further comprises an upper hinge end (204) and a lower hinge end (205);
the upper hinge end (204) is a hinge structure of the arc-shaped panel (202) and the tire disc (300), and the lower hinge end (205) is a hinge structure of the bottom support plate (203) and the tire disc (300).
2. The automotive independent suspension apparatus of claim 1, wherein: the suspension unit (200) further comprises a bottom hinging seat (206) and a hinging total table (207);
the damping spring (201) is hinged with the bottom supporting plate (203) through the bottom hinging seat (206), and the arc-shaped panel (202) and the bottom supporting plate (203) are independently hinged with the hinging total table (207).
3. The automotive independent suspension apparatus of claim 2, wherein: the connecting arm (400) further comprises a buffer pad (401), an upper rotating arm (402), a lower fixed arm (403) and an extension arm (404);
the upper rotating arm (402) is hinged with one end of the lower fixing arm (403), the buffer pad (401) is arranged between the upper rotating arm (402) and the lower fixing arm (403), one end of the extension arm (404) is connected with the hinged ends of the upper rotating arm (402) and the lower fixing arm (403), and the other end of the extension arm is connected with the bottom of the chassis frame unit (100).
4. The automotive independent suspension apparatus of claim 3, wherein: the connecting arm (400) further comprises a hinged angle plate (405), a hinged shaft disc (406) and a fixed angle plate (407);
the hinge angle plate (405) is arranged on the right side of the upper rotating arm (402) and hinged with the hinge assembly table (207), one end of the upper rotating arm (402) and one end of the lower fixed arm (403) are hinged through the hinge shaft plate (406), and the fixed angle plate (407) is arranged at one end of the extension arm (404) and connected with the bottom of the chassis frame unit (100).
5. The automotive independent suspension apparatus of claim 4, wherein: the arc-shaped panel (202) is a curved surface with radian, a hole (202 a) for the damping spring (201) to pass through is formed, the arc-shaped panel (202) further comprises a folded plate with two intersecting planes, and the folded angle of the folded plate is between 120 and 125 degrees inwards.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910612042.3A CN110254152B (en) | 2019-07-08 | 2019-07-08 | Independent suspension device for automobile |
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| CN201910612042.3A CN110254152B (en) | 2019-07-08 | 2019-07-08 | Independent suspension device for automobile |
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| CN110254152A CN110254152A (en) | 2019-09-20 |
| CN110254152B true CN110254152B (en) | 2024-01-30 |
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| CN201910612042.3A Active CN110254152B (en) | 2019-07-08 | 2019-07-08 | Independent suspension device for automobile |
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| CN110254152A (en) | 2019-09-20 |
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