Vehicle steel plate shock absorption system and motor vehicle

Abstract

The present invention relates to the technical field of motor vehicle shock absorption, and specifically to a vehicle steel plate shock absorption system and a motor vehicle, comprising a wheel support frame and a steel leaf spring, wherein the lower end of the wheel support frame is connected to the wheel axle, and the steel leaf spring is arranged above the wheel, is in a bow shape, and is bent upward, that is, the bending line of the steel leaf spring is located above the line connecting the two ends of the steel leaf spring. The two ends of the steel leaf spring are connected to the vehicle body floor or the vehicle bottom frame. The upper end of the wheel support frame is connected to the steel leaf spring. The vehicle steel plate shock absorption system provided by the present invention adopts an upwardly curved steel leaf spring, and the wheel support frame is directly fixed to the steel leaf spring. The steel leaf spring directly serves as a part of the vehicle body floor, occupies a small space, has a good shock absorption effect, and can minimize the vehicle body height and increase vehicle stability. Combined with an auxiliary tension spring, the shock absorption effect is further improved, and the adjustment of the entire shock absorption performance is facilitated.

Description

Technical Field

[0001] The present invention relates to the technical field of motor vehicle shock absorption, and in particular to a vehicle steel plate shock absorption system and a motor vehicle. Background Art

[0002] Currently, the world faces energy shortages, air pollution, traffic congestion, and parking difficulties. Energy shortages are directly related to automobile energy consumption; air pollution is closely related to automobile exhaust emissions, which damages ecosystems and the conditions for normal human life and development; traffic congestion and parking difficulties cause inconvenience to citizens.

[0003] To address these issues, a mini car that is energy-efficient, environmentally friendly, and requires minimal floor space is essential. To achieve this, the car's length, width, and height must be shortened. Lowering the height ensures better stability. Current cars weigh between 1.2 and 1.3 tons, are 3.8 to 4.3 meters long, 1.6 to 1.8 meters wide, and occupy approximately 6 to 8 square meters of floor space. If a single person drives a car, most of the energy is consumed by the car's weight, significantly increasing exhaust emissions. Traffic congestion and parking difficulties are also related to the space occupied by cars.

[0004] A mini car is a car that is reduced in length, width, and height. However, the suspension and shock absorption systems on existing vehicles take up a lot of space and are not compatible with the structure and weight of mini cars, making them unsuitable for the development of miniaturization.

[0005] In view of the above problems, the inventors of the present invention finally obtained the present invention after a long period of research and practice. Summary of the Invention

[0006] In order to solve the above technical defects, the present invention provides a vehicle steel plate shock absorption system and a motor vehicle. The vehicle steel plate shock absorption system has good shock absorption effect, low cost, simple structure, and occupies less space. It can not only increase the space inside the vehicle, but also reduce the vehicle's own weight.

[0007] The technical solution adopted in the present invention is:

[0008] In one aspect, a vehicle steel plate shock absorption system is provided, comprising a wheel support frame, the lower end of which is connected to the wheel axle, and a steel leaf spring;

[0009] The leaf spring is arranged above the wheel, is in a bow shape, and is bent upward, that is, the bending line of the leaf spring is located above the line connecting the two ends of the leaf spring;

[0010] One end of the leaf spring is connected to the vehicle body floor or the vehicle bottom frame, and the other end is a free end;

[0011] The upper end of the wheel support frame is connected to the leaf spring.

[0012] Furthermore, it also includes an auxiliary tension spring, one end of the leaf spring is directly fixedly connected to the vehicle body floor or the vehicle bottom frame, and the other end is fixedly connected to the auxiliary tension spring, and the auxiliary tension spring is fixedly connected to the vehicle body floor or the vehicle bottom frame.

[0013] Furthermore, the front direction of the vehicle is considered as the front, and the rear direction of the vehicle is considered as the rear;

[0014] The rear end of the leaf spring above the front wheel is directly fixedly connected to the vehicle body floor or the vehicle bottom frame, and the front end is indirectly connected to the vehicle body floor or the vehicle bottom frame through the auxiliary tension spring;

[0015] The front end of the leaf spring above the rear wheel is directly fixedly connected to the vehicle body floor or the vehicle bottom frame, and the rear end is indirectly connected to the vehicle body floor or the vehicle bottom frame through the auxiliary tension spring.

[0016] Furthermore, the wheel support frame includes a front wheel support frame and a rear wheel support frame, the lower end of the front wheel support frame is connected to the front wheel axle, and the lower end of the rear wheel support frame is connected to the rear wheel axle; the front wheel support frame is tilted backward, and the rear wheel support frame is tilted forward.

[0017] Furthermore, a slewing bearing is connected to the upper end of the wheel support frame, an inner ring of the slewing bearing is fixedly connected to the wheel support frame, and an outer ring of the slewing bearing is fixedly connected to the leaf spring.

[0018] Furthermore, the thickness of the leaf spring is greatest at one end close to the middle of the vehicle body, and gradually becomes thinner as it extends toward the other end.

[0019] Furthermore, the width of the leaf spring is largest at one end close to the middle of the vehicle body, and gradually narrows toward the other end.

[0020] Furthermore, the end of the leaf spring close to the middle of the vehicle body is the lowest position of the leaf spring.

[0021] Furthermore, the vehicle is a two-wheeled motor vehicle, the body of which includes a driver and passenger cabin, and the leaf springs above the front wheels are located in the floor area of ​​the driver and passenger cabin.

[0022] On the other hand, a motor vehicle is provided, comprising the above-mentioned steel plate shock absorption system.

[0023] Compared with the prior art, the beneficial effects of the present invention are:

[0024] The vehicle plate shock absorption system provided by this invention utilizes an upwardly curved leaf spring. The wheel support frame is directly fixed to the leaf spring, which serves as a direct part of the vehicle body floor. This system occupies little space, provides excellent shock absorption, and can minimize vehicle height, thereby increasing vehicle stability. Incorporating an auxiliary tension spring further enhances the shock absorption effect and facilitates adjustment of the overall shock absorption performance. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] In order to more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the specific embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0026] Figure 1 shows a side view of a motor vehicle according to an embodiment of the present invention;

[0027] Figure 2 shows a rear view of a motor vehicle according to one embodiment of the present invention;

[0028] Figure 3 A schematic structural diagram of a vehicle steel plate shock absorption system according to one embodiment of the present invention is shown;

[0029] Figure 4 A schematic structural diagram of a vehicle steel plate shock absorption system according to another embodiment of the present invention is shown;

[0030] Figure 5 A schematic diagram showing a leaf spring for a two-wheeled motor vehicle according to one embodiment of the present invention;

[0031] Figure 6 Shown Figure 5 A top view of

[0032] Figure 7 A schematic diagram showing a leaf spring for a three-wheeled motor vehicle according to one embodiment of the present invention is shown;

[0033] Figure 8 A schematic diagram showing a leaf spring for a four-wheeled vehicle according to one embodiment of the present invention is shown. DETAILED DESCRIPTION

[0034] The above and other technical features and advantages of the present invention are described in more detail below with reference to the accompanying drawings.

[0035] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like to indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operate in a specific orientation, and therefore should not be understood as limiting the present invention.

[0036] In the present invention, unless otherwise specified or limited, the terms "mounted," "connected," "connect," "fixed," etc. should be understood in a broad sense. For example, they may refer to fixed connection, detachable connection, or integration; they may refer to direct connection or indirect connection through an intermediate medium; they may refer to internal communication between two components or interaction between two components, unless otherwise specified. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on specific circumstances.

[0037] In the present invention, unless otherwise expressly specified or limited, when a first feature is "above" or "below" a second feature, it may mean that the first and second features are in direct contact, or that the first and second features are in indirect contact through an intermediary. Furthermore, when a first feature is "above," "above," or "above" a second feature, it may mean that the first feature is directly above or diagonally above the second feature, or simply means that the first feature is at a higher level than the second feature. When a first feature is "below," "below," or "below" a second feature, it may mean that the first feature is directly below or diagonally below the second feature, or simply means that the first feature is at a lower level than the second feature.

[0038] In the description of this specification, the reference terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" mean that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art can combine and combine different embodiments or examples described in this specification and features of different embodiments or examples without contradiction.

[0039] like Figure 1 、 Figure 2 As shown, Figure 1shows a side view of a motor vehicle according to an embodiment of the invention, Figure 2 A rear view of a motor vehicle according to one embodiment of the present invention is shown. In this embodiment, the motor vehicle is a two-wheeled van-type vehicle. The van body 500 includes a passenger compartment. A liftable auxiliary support wheel 400 is positioned between the front wheels 100 and the rear wheels 200. The auxiliary support wheel 400 is mounted on the vehicle body floor 300. When the vehicle's speed is too low or the vehicle is parked, the auxiliary support wheel 400 lowers to support the vehicle.

[0040] The motor vehicle in this example is a minivan. The research and development direction for minivans is to simultaneously reduce the vehicle's length, width, and height while maximizing interior space for drivers and passengers, reducing the vehicle's weight, and minimizing its height. This reduction reduces headwind and crosswind pressure, maintaining vehicle stability. The development requirements for minivans necessitate a shock absorption system that is lightweight, simple in structure, compact in footprint, and provides reliable shock absorption.

[0041] like Figure 3 As shown, Figure 3 A schematic diagram of the structure of a vehicle plate shock absorption system according to one embodiment of the present invention is shown. In this embodiment, the vehicle plate shock absorption system includes wheel support frames and leaf springs. The wheel support frames include a front wheel support frame 101 and a rear wheel support frame 201. The leaf springs include a front wheel leaf spring 1 and a rear wheel leaf spring 2. The lower end of the front wheel support frame 101 is connected to the axle of the front wheel 100, while the lower end of the rear wheel support frame 201 is connected to the axle of the rear wheel 200. The front wheel leaf spring 1 is positioned above the front wheel 100 and is curved upward. The rear wheel leaf spring 2 is positioned above the rear wheel 200 and is curved upward. The upper end of the front wheel support frame 101 is fixedly connected to the front wheel leaf spring 1, while the upper end of the front wheel support frame 201 is fixedly connected to the rear wheel leaf spring 2. Vibration from the wheels is transmitted to the leaf springs through the wheel support frames, where they absorb the vibration.

[0042] The rear end 11 of the front leaf spring 1 is fixed to the vehicle body floor 300, leaving the front end 12 free. The front end 21 of the rear leaf spring 2 is also fixed to the vehicle body floor 300, leaving the rear end 22 free. The leaf springs are directly integrated into the vehicle body floor 300, significantly simplifying the structure of the vehicle's shock absorption system. As will be appreciated, this leaf shock absorption system significantly reduces the height of the entire vehicle body floor 300 from the ground, reducing both headwind and crosswind pressure. This is particularly important for miniature vehicles, which are inherently lightweight and require a low vehicle height to maintain stability. Furthermore, a protrusion is formed on the floor in front of the passenger compartment of a two-wheeled vehicle, corresponding to the portion of the front leaf spring 1. The space on either side of this protrusion corresponds to the driver's legs, maximizing the utilization of the passenger compartment and achieving the goal of shortening the vehicle's length, width, and height.

[0043] The lower end of the front wheel support frame 101 is connected to the front wheel axle, and the lower end of the rear wheel support frame 202 is connected to the rear wheel axle. The front wheel support frame 101 is tilted backward, and the rear wheel support frame 202 is tilted forward. When braking, the front wheel support frame 101 and the rear wheel support frame 202 share the braking force, and the elastic buffering of the leaf spring improves the stability of the vehicle.

[0044] The wheel support frames are connected to slewing bearings at their upper ends. Specifically, a first slewing bearing 102 is fixed to the upper end of the front wheel support frame 101, and a second slewing bearing 202 is fixed to the upper end of the rear wheel support frame 201. The inner rings of the first and second slewing bearings 102 and 202 are fixedly connected to the front and rear wheel support frames 101 and 201, respectively, while the outer rings of the first and second slewing bearings 102 and 202 are fixedly connected to the front and rear wheel leaf springs 1 and 2, respectively. Slewing bearings can simultaneously withstand a combination of large axial loads, radial loads, and overturning moments. While ensuring a secure connection between the wheel support frames and the leaf springs, they can also reliably achieve rotation of the wheel support frames, making them particularly suitable for steering systems in minivans.

[0045] The leaf spring is thickest at one end near the middle of the vehicle body, i.e., the rear end 11 of the front wheel support frame 101 and the front end 21 of the rear wheel leaf spring 2, and gradually becomes thinner towards the other end. This can reduce weight and improve the shock absorption effect of the leaf spring.

[0046] The leaf spring is widest at one end near the middle of the vehicle body, i.e., the rear end 11 of the front wheel support frame 101 and the front end 21 of the rear wheel leaf spring 2, and gradually narrows towards the other end. This can reduce weight and improve the shock absorption effect of the leaf spring.

[0047] The leaf spring is located near one end of the vehicle body, i.e. the rear end 11 of the front wheel support frame 101 and the front end 21 of the rear wheel leaf spring 2, which is the lowest position of the leaf spring. This reduces the vehicle body height to the greatest extent and keeps the vehicle stable.

[0048] In another embodiment, if Figure 4 As shown, Figure 4 The schematic diagram of the vehicle plate shock absorption system according to this embodiment shows the structure of the vehicle plate shock absorption system. In this embodiment, the vehicle plate shock absorption system includes wheel support frames, leaf springs, and auxiliary tension springs. The wheel support frames include a front wheel support frame 101 and a rear wheel support frame 201. The leaf springs include a front wheel leaf spring 1 and a rear wheel leaf spring 2. The auxiliary tension springs include a front auxiliary tension spring 3 and a rear auxiliary tension spring 4. The lower end of the front wheel support frame 101 is connected to the axle of the front wheel 100, and the lower end of the rear wheel support frame 201 is connected to the axle of the rear wheel 200. The front wheel leaf spring 1 is arranged above the front wheel 100 and is arched and curved upward. The rear wheel leaf spring 2 is arranged above the rear wheel 200 and is arched and curved upward. The upper end of the front wheel support frame 101 is fixedly connected to the front wheel leaf spring 1, and the upper end of the front wheel support frame 201 is fixedly connected to the rear wheel leaf spring 2.

[0049] The rear end 11 of the front leaf spring 1 is fixed to the vehicle body floor 300, and the front end 21 of the rear leaf spring 2 is also fixed to the vehicle body floor 300. The front end 12 of the front leaf spring 1 is fixedly connected to one end of the front auxiliary tension spring 3, the other end of which is fixedly connected to the vehicle body floor 300. The rear end 22 of the rear leaf spring 2 is fixedly connected to one end of the rear auxiliary tension spring 4, the other end of which is fixedly connected to the vehicle body floor 300. The leaf springs are directly integrated into the vehicle body floor 300, greatly simplifying the structure of the vehicle's shock absorption system. It should be noted that the combination of auxiliary tension springs and leaf springs provides a better shock absorption effect. After long-term driving, the leaf springs become fatigued and their elasticity decreases. At this time, adjusting the tension of the auxiliary tension spring can restore the shock absorption system to its optimal shock absorption effect, extending the service life of the shock absorption system and simplifying maintenance.

[0050] The lower end of the front wheel support frame 101 is connected to the front wheel axle, while the lower end of the rear wheel support frame 202 is connected to the rear wheel axle. The front wheel support frame 101 is tilted rearward, while the rear wheel support frame 202 is tilted forward. The front wheel leaf spring 1 is positioned in front of the front wheel support frame 101, while the rear auxiliary tension spring 4 is positioned behind the rear wheel support frame 201. During braking, the front wheel support frame 101 decomposes the backward force, which is pulled by the front wheel leaf spring 1 to pull the front auxiliary tension spring 3. Simultaneously, the rear wheel support frame 202, the rear wheel leaf spring 2, and the rear auxiliary tension spring 4 also provide shock absorption. The entire shock absorption system provides elastic cushioning, ensuring optimal vehicle stability.

[0051] The wheel support frames are connected to slewing bearings at their upper ends. Specifically, a first slewing bearing 102 is fixed to the upper end of the front wheel support frame 101, while a second slewing bearing 202 is fixed to the upper end of the rear wheel support frame 201. The inner rings of the first and second slewing bearings 102 and 202 are fixedly connected to the front and rear wheel support frames 101 and 201, respectively. The outer rings of the first and second slewing bearings 102 and 202 are fixedly connected to the front and rear wheel leaf springs 1 and 2, respectively. These slewing bearings can simultaneously withstand large combined loads, including axial loads, radial loads, and overturning moments. While ensuring a secure connection between the wheel support frame and the leaf springs, they also reliably enable rotation of the wheel support frames, making them particularly suitable for steering systems in minivans. The leaf springs are thickest at one end near the center of the vehicle body, namely the rear end 11 of the front wheel support frame 101 and the front end 21 of the rear wheel leaf spring 2, and gradually become thinner towards the other end. This reduces weight while enhancing the leaf springs' shock-absorbing effect. The leaf spring is widest at one end near the center of the vehicle body, namely, the rear end 11 of the front wheel support frame 101 and the front end 21 of the rear wheel leaf spring 2, and gradually narrows toward the other end. This reduces weight while enhancing the leaf spring's shock absorption effect. The leaf spring's lowest point is at the end near the center of the vehicle body, namely, the rear end 11 of the front wheel support frame 101 and the front end 21 of the rear wheel leaf spring 2. This minimizes vehicle height and maintains vehicle stability.

[0052] It is understandable that the leaf spring and / or auxiliary tension spring can also be connected to the bottom frame of the vehicle, and the principle of the entire shock absorption system is the same as the above structure.

[0053] like Figure 5 、 Figure 6 As shown, in some examples, the front wheel leaf spring 1 and the rear wheel leaf spring 2 can be an integral structure, with the middle flat portion connected to the vehicle body floor or the vehicle bottom frame.

[0054] like Figure 7 、 Figure 8 As shown, it will be appreciated that in some embodiments, the steel leaf shock absorption system of the present invention can also be installed in four-wheeled or three-wheeled motor vehicles, where the front leaf springs 1 and rear leaf springs 2 can be integral. Alternatively, a separate structure can be employed, with the front and rear wheel support frames connected to the vehicle's front and rear axles, respectively. A corresponding front leaf spring 1 and rear leaf spring 2 are positioned above each wheel. This also reduces space usage, simplifies the structure, and minimizes vehicle height, enhancing vehicle stability.

[0055] The above are only preferred embodiments of the present invention and are illustrative rather than restrictive. The structures and connection methods of the various components in the present invention are subject to change. Any equivalent transformations and improvements based on the technical solution of the present invention should not be excluded from the scope of protection of the present invention.

Claims

1. A vehicle steel plate shock absorption system, comprising a wheel support frame, the lower end of which is connected to the wheel axle, characterized in that: Also includes leaf springs and auxiliary tension springs; The leaf spring is arranged above the wheel, is in a bow shape, and is bent upward, that is, the bending line of the leaf spring is located above the line connecting the two ends of the leaf spring; The vehicle is a two-wheeled motor vehicle with a body including a cabin for the driver and passengers; There are two leaf springs, one above the front wheel and the other above the rear wheel; the leaf spring above the front wheel is located in the floor area of ​​the driver's cabin, and the leaf spring above the front wheel forms a protrusion relative to the floor. The spaces on both sides of the protrusion correspond to the positions of the driver's legs, and a portion of the front wheel is located in the space surrounded by the bottom surface of the leaf spring above the front wheel; The rear end of the leaf spring above the front wheel is directly and fixedly connected to the vehicle's underbody or bottom frame, while the front end is indirectly connected to the vehicle's underbody or bottom frame via an auxiliary tension spring. The front end of the leaf spring above the rear wheel is directly and fixedly connected to the vehicle's underbody or bottom frame, while the rear end is indirectly connected to the vehicle's underbody or bottom frame via an auxiliary tension spring. After the leaf spring's elasticity decreases after long-term driving, the shock absorption system's shock absorption effect is restored by adjusting the tension of the auxiliary tension spring. A slewing bearing is connected to the upper end of the wheel support frame, the inner ring of the slewing bearing is fixedly connected to the wheel support frame, and the outer ring of the slewing bearing is fixedly connected to the leaf spring.

2. A vehicle steel plate shock absorption system according to claim 1, characterized in that: The wheel support frame includes a front wheel support frame and a rear wheel support frame. The lower end of the front wheel support frame is connected to the front wheel axle, and the lower end of the rear wheel support frame is connected to the rear wheel axle; the front wheel support frame is tilted backward, and the rear wheel support frame is tilted forward.

3. A vehicle steel plate shock absorption system according to claim 1 or 2, characterized in that: The thickness of the leaf spring is greatest at one end close to the middle of the vehicle body and gradually becomes thinner as it extends toward the other end.

4. A vehicle steel plate shock absorption system according to claim 1 or 2, characterized in that: The width of the leaf spring is greatest at one end close to the middle of the vehicle body, and gradually narrows toward the other end.

5. A vehicle steel plate shock absorption system according to claim 1 or 2, characterized in that: One end of the leaf spring close to the middle of the vehicle body is the lowest position of the leaf spring.

6. A motor vehicle, characterized in that: The invention comprises a steel plate vibration reduction system as described in any one of claims 1 to 5.

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