A suspension damping mechanism

Abstract

This invention discloses a suspension damping mechanism, belonging to the technical field of automotive damping systems. It provides a suspension damping mechanism capable of cornering at higher speeds. The mechanism includes a mounting bracket with a mounting plate. The mounting plate is movably connected to inclined upper and lower struts. The upper ends of the upper and lower struts are close to the upper end of the mounting plate, and the lower end of the upper strut is higher than the lower end of the lower strut. The mounting plate is also rotatably connected to an active component located below the upper and lower struts. The end of the active component away from the mounting plate is rotatably connected to the lower end of the lower strut. The lower end of the lower strut is also rotatably connected to a fork arm. A cantilever is fixedly connected to the top of the mounting plate, and a passive component is disposed between the end of the cantilever and the fork arm. This invention, by placing an airbag within the active component, utilizes the active component to adjust the suspension tilt angle. When the vehicle corners at high speeds, the wheels actively tilt, and the tilted wheel hubs exert an additional horizontal force on the vehicle body as a centripetal force.

Description

Technical Field

[0001] This application relates to the field of automotive shock absorption system technology, and more particularly to a suspension shock absorption mechanism. Background Technology

[0002] There are many types of car suspension structures, such as MacPherson strut, double wishbone, and multi-link independent suspensions. These suspension structures can meet most needs. However, with the development of automotive technology, some new suspension structures have emerged, such as air suspension and electromagnetic suspension, which have once again improved the driving experience. The advantages of both are very obvious, but the cost of use and maintenance is not low. Although vehicles equipped with air suspension and electromagnetic suspension have better handling and comfort, the existing suspension at most makes the vehicle surface fit as close to the ground as possible when turning, thereby increasing friction to reduce sideslip and improve vehicle stability. However, when the vehicle is driving aggressively and cornering at high speed, the centripetal force that the wheels can provide is still relatively limited. When the speed exceeds a certain limit or the road surface is slippery, the safety of the vehicle when cornering is still difficult to guarantee. Therefore, the speed limit for cornering is controlled relatively low. Summary of the Invention

[0003] The purpose of this application is to provide a suspension damping mechanism that can corner at a higher speed limit.

[0004] To achieve the above objectives, this application provides a suspension damping mechanism: including a mounting frame, the mounting frame including a configuration plate, the configuration plate being movably connected to an inclined upper strut and a lower strut, the upper ends of the upper strut and the lower strut being close to the upper end of the configuration plate, the lower end of the upper strut being higher than the lower end of the lower strut, the configuration plate also being rotatably connected to an active component located below the upper strut and the lower strut, the end of the active component away from the configuration plate being rotatably connected to the lower end of the lower strut, the active component being adapted to actively adjust the tilt angle of the lower strut, the lower end of the lower strut being rotatably connected to a fork arm, the top of the configuration plate being fixedly connected to a cantilever, a passive component being provided between the end of the cantilever and the fork arm, adapted to weaken the vibration transmitted from the wheel hub to the cantilever, the end of the fork arm away from the lower strut being rotatably connected to a reversing handle, the lower end of the upper strut being rotatably connected to another reversing handle, a steering wheel being rotatably connected between the two reversing handles for cooperating with the wheels and drive mechanism.

[0005] As a preferred embodiment, there is one upper support rod and two lower support rods. The two lower support rods are symmetrical about the upper support rod. The configuration plate is fixedly connected to a pair of first bushings near the top via an extension block. The upper end of the upper support rod is located between the two first bushings, and the upper ends of the two lower support rods are located at the ends of the two first bushings that are far apart from each other. The upper ends of both the upper and lower support rods are rotatably connected to the first bushings via a first main shaft to ensure the degree of freedom of movement of the support rod structure.

[0006] As a preferred embodiment, each of the two first bushings is provided with a coaxial inner ring at one of their far-away ends. The upper end of the lower support rod has an upper shaft ring, and the end face of the upper shaft ring facing the inner ring is provided with an upper inner shaft groove, which is suitable for cooperating with the inner ring to form a rotating pair, thereby improving the load capacity of the support rod structure.

[0007] As a preferred embodiment, the lower end of the lower strut has a lower collar, the distance between the two upper collars is greater than the distance between the two lower collars, the axis of the upper collar is parallel to the axis of the lower collar, and the end of the active component away from the configuration plate is rotatably connected to the two lower collars via a second main shaft to achieve suspension tilt adjustment.

[0008] As a preferred embodiment, the active component includes an airbag, inside which is a telescopic column. The end of the telescopic column extends to the outside of the airbag and is fixedly connected to a second bushing. The second bushing is located between the two lower collars and cooperates with the second main shaft to form a rotating pair. The configuration plate has a pair of back plates, and a fixed shaft is provided between the back plates. The other end of the airbag is fixedly connected to a swing arm, which is adapted to cooperate with the fixed shaft to form a rotating pair, ensuring that the active component has sufficient stability and freedom of movement.

[0009] As a preferred embodiment, the fork arm includes two outriggers. One end of each outrigger is connected to a single arm, and the other end is forked and fixedly connected to a third bushing. Both third bushings cooperate with the second main shaft to form a rotating pair. The lower bushing is located between the second bushing and the third bushing. Both ends of the second bushing have coaxial inner rings. The end face of the lower bushing facing the second bushing has a coaxial lower inner shaft groove, suitable for cooperating with the inner rings to form a rotating pair. The end face of the third bushing facing the lower bushing has a coaxial inner ring, and the other end face of the lower bushing has a lower outer shaft groove, suitable for cooperating with the inner ring to form a rotating pair, further improving the load capacity of the suspension.

[0010] As a preferred embodiment, each of the two outriggers has an ear plate on its upper surface. The ear plate is rotatably connected to the lower end of the passive component via a lower hinge shaft. A crossbeam is fixedly connected to the end of the cantilever away from the configuration plate. The lower surface of the crossbeam has two upper hinge handles, which are adapted to be rotatably connected to the upper end of the passive component via the upper hinge shaft. The passive component includes a rod and a sleeve that cooperate with each other. The main body of the rod is a guide rod. A lower limit ring is fixedly connected to the lower end of the guide rod. The sleeve includes a guide sleeve and a damping cylinder that are internally connected. The upper end of the damping cylinder has an end cap that is connected to the upper hinge handle. The guide rod is inserted into the guide sleeve and the damping cylinder. An upper limit ring is fixedly connected between the guide sleeve and the damping cylinder. A spring is fitted over the guide rod and the guide sleeve, located between the lower limit ring and the upper limit ring, to convert vibration into vibration and then absorb the vibration so that the vehicle body can quickly return to stability.

[0011] As a preferred embodiment, both steering levers have horizontally oriented lower hinge levers. A fourth bushing is fixedly connected to the end of each single arm. The fourth bushing is rotatably connected to the lower hinge lever of the steering lever located below the steering wheel via a lower swing shaft. The lower hinge lever of the steering lever located above the steering wheel is rotatably connected to the lower end of the upper support rod via an upper swing shaft. Limiting shaft holes are provided on the end faces of both steering levers facing the steering wheel. Limiting end shafts are fixedly connected to the upper and lower end faces of the steering wheel, respectively, to cooperate with the limiting shaft holes to form a rotating pair. The steering wheel has a drive shaft hole that passes through the front and rear inner end faces, allowing the vehicle drive shaft to pass through and link with the wheels outside the steering wheel.

[0012] As a preferred embodiment, there are two cantilever arms, and the outer surfaces of the two first bushings are provided with support plates. The two first bushings are fixedly connected to the two cantilever arms respectively through the support plates, thereby improving the bending resistance of the cantilever arms.

[0013] As a preferred embodiment, a rib is fixedly connected between the extension block and the configuration plate, a positioning groove is provided on the side of the configuration plate, and a clearance through groove is also provided on the configuration plate for the wheel drive shaft to pass through, so as to form a linked integrated body in cooperation with the vehicle's drive mechanism and steering mechanism.

[0014] Compared with the prior art, the beneficial effects of this application are as follows:

[0015] (1) By placing the airbag in the active component, the active component is used to adjust the tilt angle of the suspension. When the vehicle is cornering at high speed, the wheels actively tilt. In addition to using the friction between the wheel surface and the ground to provide centripetal force, the tilted wheel hub will also provide an additional horizontal component force to the body as centripetal force. The outward-pointing wheels can effectively suppress body roll and reduce the risk of rollover. The vehicle can corner at higher speeds without using drifting and can maintain body stability, which is safer. This suspension allows the vehicle to pass through corners at a higher speed limit, making it more maneuverable for aggressive driving, while still ensuring comfort.

[0016] (2) By setting an embedded rotating structure in the moving parts of the suspension, the stress of the connecting shaft is dispersed, so that even if the vehicle is subjected to a large centrifugal force when turning, the connection of the internal components of the suspension can withstand a larger force, thereby ensuring the stability of the suspension structure and function. The suspension has a higher load capacity.

[0017] (3) The suspension adopts a symmetrical structure design, the weight distribution of the components is more uniform, the force of each component is more balanced when under pressure, and it is more convenient to carry out size design and material selection. While improving the load-bearing capacity, it reduces the production difficulty. Attached Figure Description

[0018] Figure 1 This is a first three-dimensional view of the overall structure of the suspension damping mechanism;

[0019] Figure 2 This is a second perspective view of the overall structure of the suspension damping mechanism;

[0020] Figure 3 This is a three-dimensional structural diagram of the suspension damping mechanism after removing the steering lever and steering wheel;

[0021] Figure 4 For the suspension damping mechanism Figure 3 A schematic diagram of the 3D structure after removing the mounting bracket;

[0022] Figure 5 This is a three-dimensional structural diagram of the upper strut of the suspension damping mechanism;

[0023] Figure 6 This is a three-dimensional structural diagram of the passive components of the suspension damping mechanism;

[0024] Figure 7 For the suspension damping mechanism Figure 6 A schematic diagram of the 3D structure after removing the spring;

[0025] Figure 8 This is a schematic diagram showing the connection relationship between the lower strut and the active component of the suspension damping mechanism;

[0026] Figure 9 This is a schematic diagram showing the connection relationship between the active component and the control arm of the suspension damping mechanism;

[0027] Figure 10 This is a three-dimensional structural diagram of the lower strut of the suspension damping mechanism;

[0028] Figure 11 This is a partial three-dimensional cross-sectional view of the active component of the suspension damping mechanism;

[0029] Figure 12 This is a schematic diagram showing the connection relationship between the lower strut and the fork arm of the suspension damping mechanism;

[0030] Figure 13 This is a partial three-dimensional cross-sectional view of the fork arm of the suspension damping mechanism;

[0031] Figure 14 This is a three-dimensional cross-sectional view of the steering wheel and steering lever mechanism of the suspension damping system.

[0032] Figure 15 This is a three-dimensional structural diagram of the steering wheel of the suspension damping mechanism;

[0033] Figure 16 This is a three-dimensional structural diagram of the mounting bracket for the suspension damping mechanism;

[0034] Figure 17 For the suspension damping mechanism Figure 16 First stereoscopic view after removing the cantilever;

[0035] Figure 18 For the suspension damping mechanism Figure 16 The second stereoscopic view after removing the cantilever.

[0036] In the diagram: 1. Upper support rod; 2. Lower support rod; 210. Upper shaft collar; 211. Upper inner shaft groove; 220. Lower shaft collar; 221. Lower inner shaft groove; 222. Lower outer shaft groove; 3. Passive component; 310. Rod part; 311. Guide rod; 312. Lower limit ring; 320. Sleeve part; 321. Guide sleeve; 322. Upper limit ring; 323. Damping cylinder; 324. End cap; 303. Spring; 4. Mounting bracket; 410. Configuration plate; 411. Clearance groove; 412. Extension block; 413. First shaft sleeve; 414. Embedded ring one; 415. Support plate; 416. Rib plate; 417. Positioning groove; 418. Back plate; 419. Fixing 420. Shaft; 421. Cantilever; 422. Crossbeam; 422. Upper hinge handle; 5. Active assembly; 501. Telescopic column; 502. Airbag; 503. Swing arm; 504. Second bushing; 505. Embedded ring two; 6. Fork arm; 601. Single arm; 602. Outrigger; 603. Ear plate; 604. Third bushing; 605. Embedded ring three; 606. Fourth bushing; 7. Reversing handle; 701. Limiting shaft hole; 702. Lower hinge handle; 8. Steering wheel; 801. Drive shaft hole; 802. Limiting end shaft; 24. First main shaft; 25. Second main shaft; 34. Upper hinge shaft; 36. Lower hinge shaft; 17. Upper swing shaft; 67. Lower swing shaft. Detailed Implementation

[0037] The present application will be further described below with reference to specific embodiments. It should be noted that, without conflict, the various embodiments or technical features described below can be arbitrarily combined to form new embodiments.

[0038] In the description of this application, it should be noted that the directional terms such as "center", "lateral", "longitudinal", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", and "counterclockwise" indicate the orientation and positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. They should not be construed as limiting the specific protection scope of this application.

[0039] It should be noted that the terms "first," "second," etc., in the specification and claims of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0040] The terms “comprising” and “having”, and any variations thereof, in the specification and claims of this application are intended to cover non-exclusive inclusion, for example, a process, method, system, product, or device that includes a series of steps or units is not necessarily limited to those steps or units that are explicitly listed, but may include other steps or units that are not explicitly listed or that are inherent to such process, method, product, or device.

[0041] like Figure 1-18The suspension damping mechanism shown includes a mounting bracket 4 directly fixed to the vehicle frame. A positioning groove 417 is provided on the side of the mounting plate 410, which serves as a pre-positioning element during suspension installation. The mounting bracket 4 is precisely positioned beside the vehicle frame before being fixed by connectors or welding. The mounting plate 410 also has a clearance slot 411 for the wheel drive axle, i.e., the axle connected to the differential, to pass through. The mounting bracket 4 includes the mounting plate 410, which directly contacts the vehicle frame. The mounting plate 410 is movably connected to an inclined upper strut 1 and a lower strut 2, both made of metal, to bear most of the suspension load. The upper ends of the upper strut 1 and lower strut 2 are close to the upper end of the mounting plate 410. To ensure more balanced and stable suspension force, the upper strut 1 only needs to be... One upper strut is used, while two lower struts 2 are required, and the two lower struts 2 are symmetrical about the upper strut 1. In fact, the two lower struts 2 are the same in size and structure, but are arranged symmetrically in mirror image of each other. This allows the weight of the suspension material to be distributed as evenly as possible, thus providing a more balanced stress distribution. Near the top of the configuration plate 410, a pair of first bushings 413 are fixedly connected to the configuration plate 410 via extension blocks 412. The two first bushings 413 are also structurally identical and symmetrical to each other. A rib plate 416 is fixedly connected between the extension block 412 and the configuration plate 410 to improve the connection strength between the extension block 412 and the configuration plate 410. The specific connection method between each strut and the first bushing 413 is as follows: the upper end of the upper strut 1 is located between the two first bushings 413, and the two... The upper ends of the lower support rod 2 are located at the far ends of the two first bushings 413. The upper ends of both the upper support rod 1 and the lower support rod 2 are rotatably connected to the first bushings 413 via the first main shaft 24. To further improve the stability and load capacity of the support rods and the first bushings 413, an additional fitting structure is provided at the mating ends. Specifically, each of the two first bushings 413 has a coaxial inner ring 414 at its far end. The upper end of the lower support rod 2 has an upper shaft ring 210. The upper shaft ring 210 has an upper inner shaft groove 211 on its end face facing the inner ring 414, which is used to cooperate with the inner ring 414 to form a rotating pair. In this way, the shear stress on the first main shaft 24 will be distributed to the first bushings 413 and the upper shaft ring 210, which can withstand greater loads. It is not easily broken under heavy loads. Although the upper ends of the upper strut 1 and the lower strut 2 are aligned, the lower end of the upper strut 1 is higher than the lower end of the lower strut 2. Therefore, the upper strut 1 is generally located above the two lower struts 2, at least the center of gravity of the upper strut 1 is located above the lower struts 2. The lower end of the lower strut 2 has a lower axle collar 220. The distance between the two upper axle collars 210 is greater than the distance between the two lower axle collars 220. The axis of the upper axle collar 210 is parallel to the axis of the lower axle collar 220, so that the two lower struts 2 form an inverted trapezoid. In this way, the suspension can not only withstand vertical pressure, but also withstand horizontal impact energy well. It can withstand loads in the X, Y, and Z directions in three-dimensional space. Therefore, this suspension can provide support for the vehicle in any direction.Even with highly variable vehicle movement and load directions, this suspension can guarantee stable support.

[0042] The configuration plate 410 is also rotatably connected to an active component 5 located below the upper support rod 1 and the lower support rod 2. The active component 5 is used to actively adjust the tilt angle of the lower support rod 2. The end of the active component 5 away from the configuration plate 410 needs to be rotatably connected to the lower end of the lower support rod 2. In fact, the end of the active component 5 away from the configuration plate 410 is rotatably connected to two lower axle rings 220 through the second main shaft 25. Specifically, the active component 5 includes an airbag 502, in which a telescopic column 501 is fitted, forming an air spring structure. The air pressure of the airbag 502 is controllable because a pressure sensor is installed inside the airbag 502. The airbag 502 is also connected to an air pump through an air tube. Under the control of the vehicle computer, the air pump rapidly inflates and deflates the airbag 502, thereby changing the stiffness of the air spring or changing the height of the vehicle body to adapt to different road surfaces. In fact, this is an air suspension system, but it is not limited to the two functions mentioned above. However, in order to achieve the two functions mentioned above, the two ends of the active component 5 need to be stably connected to other components of the suspension. In this embodiment, the end of the telescopic column 501 extends to the outside of the airbag 502 and is fixedly connected to the second bushing 504. The second bushing 504 is located between the two lower axle rings 220 and cooperates with the second main shaft 25 to form a rotating pair. The configuration plate 410 has a pair of back plates 418, and a fixed shaft 419 is provided between the back plates 418. The other end of the airbag 502 is fixedly connected to the swing arm 503, which is suitable for cooperating with the fixed shaft 419 to form a rotating pair. This ensures that the active component 5 can stably provide support force to the outside while ensuring that it has sufficient freedom of movement to adapt to the relative angle changes caused by the change in telescopic length.

[0043] The lower end of the lower support rod 2 is rotatably connected to a forked arm 6. The forked arm 6 includes two legs 602. One end of the two legs 602 is connected to a single arm 601, and the other end is forked and fixedly connected to a third bushing 604, similar to an A-shape. Both third bushings 604 cooperate with the second main shaft 25 to form a rotating pair. The forked arm 6 can swing relative to the lower support rod 2. The lower shaft ring 220 is located between the second bushing 504 and the third bushing 604, and together with the second main shaft 25, they form a coaxial rotating pair structure. The second bushing 504... Both ends of the 04 bushing have coaxial inner rings 505. The lower bushing 220 has a coaxial lower inner shaft groove 221 on the end face facing the second bushing 504, which is suitable for cooperating with the inner ring 505 to form a rotating pair. The third bushing 604 has a coaxial inner ring 605 on the end face facing the lower bushing 220. The other end face of the lower bushing 220 has a lower outer shaft groove 222, which is suitable for cooperating with the inner ring 605 to form a rotating pair. Similarly, the fitted end faces are used to disperse shear stress, thereby improving the load capacity of the suspension.

[0044] A cantilever 420 is fixedly connected to the top of the configuration plate 410, located at the top of the suspension structure. There are two cantilever 420s, arranged symmetrically. Each of the two first bushings 413 has a support plate 415 on its outer side. The two first bushings 413 are fixedly connected to the two cantilever 420s respectively through the support plates 415, enhancing the support for the cantilever 420s and improving their bending resistance. A passive component 3, i.e., a traditional mechanical vibration damping mechanism, is provided between the end of the cantilever 420 and the fork arm 6 to weaken the vibration transmitted from the wheel hub to the cantilever 420. Each outrigger 602 has an ear plate 603 on its upper surface. The ear plate 603 is rotatably connected to the lower end of the passive component 3 via a lower hinge shaft 36. A crossbeam 421 is fixedly connected to the end of the cantilever 420 away from the configuration plate 410. The lower surface of the crossbeam 421 has two upper hinge handles 422 for rotatably connecting to the upper end of the passive component 3 via an upper hinge shaft 34. In this way, both ends of the passive component 3 can rotate, and the two ends have parallel axes of rotation, which can adaptively adjust the angle during extension and retraction. The specific structure of the passive component 3 includes a rod part 310 and a sleeve part 320 that cooperate with each other. The main body of the rod 310 is a guide rod 311. A lower limit ring 312 is fixedly connected to the lower end of the guide rod 311. The sleeve 320 includes an internally connected guide sleeve 321 and a damping cylinder 323. The upper end of the damping cylinder 323 has an end cap 324 connected to the upper hinge handle 422. The guide rod 311 is inserted into the guide sleeve 321 and the damping cylinder 323. The damping cylinder 323 contains damping fluid. When the guide rod 311 extends or retracts relative to the damping cylinder 323, the portion of the guide rod 311 located within the damping cylinder 323 is damped by the damping fluid. The passive component 3 is also a vibration damping mechanism. After receiving vibration, it can quickly absorb the remaining vibration. An upper limit ring 322 is fixedly connected between the guide sleeve 321 and the damping cylinder 323. A spring 303 located between the lower limit ring 312 and the upper limit ring 322 is provided on the guide rod 311 and the guide sleeve 321 to provide elastic support and weaken the vibration transmitted from the wheel hub to the cantilever 420, converting it into a small-amplitude high-frequency vibration, thereby directly and efficiently reducing the sway amplitude of the vehicle body.

[0045] One end of the control arm 6 away from the lower strut 2 is rotatably connected to a reversing handle 7, and the lower end of the upper strut 1 is rotatably connected to another reversing handle 7. The function of the reversing handle 7 is to transmit the force on the wheel to the main body of the suspension, or to transmit the downforce of the suspension to the wheel. Both reversing handles 7 have a horizontally axial lower hinge handle 702 for rotational connection. Specifically, a fourth bushing 606 is fixedly connected to the end of the single arm 601. The fourth bushing 606 is rotatably connected to the lower hinge handle 702 of the reversing handle 7 located below the steering wheel 8 via a lower pivot shaft 67. The lower hinge handle 702 of the reversing handle 7 located above the steering wheel 8 is rotatably connected to the lower end of the upper strut 1 via an upper pivot shaft 17. The degrees of freedom of both reversing handles 7 are restricted, and they can only change angles within a certain range. A steering wheel 8 is rotatably connected between two reversing handles 7. The steering wheel 8 itself does not need to rotate. A wheel hub connecting plate is rotatably connected to the outer side of the steering wheel 8. The wheel hub connecting plate can rotate. Therefore, a drive shaft hole 801 that runs through the front and rear inner end faces of the steering wheel 8 is required for the vehicle drive shaft to pass through and link with the wheel hub connecting plate. Limiting shaft holes 701 are provided on the end faces of the two reversing handles 7 facing the steering wheel 8. Limiting end shafts 802 are fixedly connected to the upper and lower end faces of the steering wheel 8, which are suitable for cooperating with the limiting shaft holes 701 to form a rotating pair. The steering wheel 8 is hinged to the vehicle's steering rod and swings relative to the reversing handles 7 under the drive of the steering rod, thereby realizing the steering function of the wheels. Therefore, this suspension can be used as the front suspension of the vehicle, and the vehicle's steering mechanism can be integrated into this suspension.

[0046] Working Principle: This suspension is configured in pairs and is usually located at the front of the vehicle to cooperate with the steering mechanism. The steering wheel 8 is connected to the vehicle's steering mechanism, and the drive shaft passes through the steering wheel 8 and connects to the wheel hub mounting plate outside the steering wheel 8, which can transmit engine power to the wheels to achieve drive. When the vehicle encounters bumps during normal driving, the spring 303 and airbag 502 absorb the vibration, and the damping cylinder 323 consumes the vibration to ensure the vehicle's comfort when passing through potholes. Since the airbag 502 is also one of the main shock absorption components, it can adjust the stiffness of the entire suspension by changing the internal air pressure. When the air pressure in the airbag 502 changes, the tilted telescopic column 501 will shift relative to the airbag 502, thereby changing the suspension height to a certain extent to adapt to different road conditions. When the vehicle is driven aggressively, the gyroscope, acceleration sensor and other sensors installed in the vehicle will transmit the vehicle's tilt signal to the vehicle's computer. The vehicle's computer will then react in a very short time. The air pump in the control compartment rapidly inflates or deflates the airbag 502 to adjust the suspension stiffness and camber. For example, when cornering, the airbag 502 in the suspension of the wheel on the outer side of the turning radius is inflated, making the part of the telescopic column 501 extending out of the airbag 502 longer. This lowers the suspension height, increases the stiffness, and lowers the angle of the strut relative to the ground. The wheel is forced to turn outward like a human foot when turning. Under the pressure of the road surface, it tilts slightly, making the inner edge diameter of the tire smaller than the outer edge diameter. In other words, the outer wheel of the turning radius is shaped like an outward octagon. While increasing the contact area between the wheel surface and the ground and improving friction, the horizontal component of the ground support force on the wheel hub provides additional centripetal force to the vehicle, thereby reducing the risk of lateral movement when cornering at high speeds. Vehicles equipped with this suspension can be driven more aggressively and can corner at higher speeds without affecting the comfort of normal driving, or even improving it. Therefore, this suspension can better balance comfort and handling.

[0047] The basic principles, main features, and advantages of this application have been described above. Those skilled in the art should understand that this application is not limited to the above embodiments. The embodiments and descriptions in the specification are merely the principles of this application. Various changes and modifications can be made to this application without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claims. The scope of protection claimed by this application is defined by the appended claims and their equivalents.

Claims

1. A suspension damping mechanism, characterized in that: The system includes a mounting bracket (4), which includes a configuration plate (410). The configuration plate (410) is movably connected to an inclined upper support rod (1) and a lower support rod (2). The upper ends of the upper support rod (1) and the lower support rod (2) are close to the upper end of the configuration plate (410), and the lower end of the upper support rod (1) is higher than the lower end of the lower support rod (2). The configuration plate (410) is also rotatably connected to an active component (5) located below the upper support rod (1) and the lower support rod (2). One end of the active component (5) away from the configuration plate (410) is rotatably connected to the lower end of the lower support rod (2). The component (5) is adapted to actively adjust the tilt angle of the lower support rod (2). The lower end of the lower support rod (2) is also rotatably connected to a fork arm (6). The top of the configuration plate (410) is fixedly connected to a cantilever (420). A passive component (3) is provided between the end of the cantilever (420) and the fork arm (6), which is adapted to weaken the vibration transmitted from the wheel hub to the cantilever (420). A reversing handle (7) is rotatably connected to the end of the fork arm (6) away from the lower support rod (2). Another reversing handle (7) is rotatably connected to the lower end of the upper support rod (1). A steering wheel (8) is rotatably connected between the two reversing handles (7).

2. The suspension damping mechanism as described in claim 1, characterized in that: There is one upper support rod (1) and two lower support rods (2). The two lower support rods (2) are symmetrical about the upper support rod (1). The configuration plate (410) is fixedly connected to a pair of first bushings (413) near the top by an extension block (412). The upper end of the upper support rod (1) is located between the two first bushings (413). The upper ends of the two lower support rods (2) are located at the ends of the two first bushings (413) that are far apart from each other. The upper ends of the upper support rod (1) and the lower support rod (2) are rotatably connected to the first bushings (413) by a first main shaft (24).

3. The suspension damping mechanism as described in claim 2, characterized in that: Both of the first bushings (413) are provided with coaxial inner rings (414) at their far ends. The upper end of the lower support rod (2) has an upper shaft ring (210). The upper shaft ring (210) has an upper inner shaft groove (211) on its end face facing the inner ring (414), which is suitable for cooperating with the inner ring (414) to form a rotating pair.

4. The suspension damping mechanism as described in claim 3, characterized in that: The lower end of the lower support rod (2) has a lower collar (220), the distance between the two upper collars (210) is greater than the distance between the two lower collars (220), the axis of the upper collar (210) is parallel to the axis of the lower collar (220), and the end of the active component (5) away from the configuration plate (410) is rotatably connected to the two lower collars (220) through a second main shaft (25).

5. The suspension damping mechanism as described in claim 4, characterized in that: The active component (5) includes an airbag (502), inside which is a telescopic column (501). The end of the telescopic column (501) extends to the outside of the airbag (502) and is fixedly connected to a second bushing (504). The second bushing (504) is located between the two lower shaft rings (220) and cooperates with the second main shaft (25) to form a rotating pair. The configuration plate (410) has a pair of back plates (418), and a fixed shaft (419) is provided between the back plates (418). The other end of the airbag (502) is fixedly connected to a swing arm (503), which is adapted to cooperate with the fixed shaft (419) to form a rotating pair.

6. The suspension damping mechanism as described in claim 5, characterized in that: The fork arm (6) includes two legs (602). One end of each leg (602) is connected to a single arm (601), and the other end is forked and fixedly connected to a third bushing (604). Both third bushings (604) cooperate with the second main shaft (25) to form a rotating pair. The lower shaft ring (220) is located between the second bushing (504) and the third bushing (604). Both ends of the second bushing (504) have coaxial inner... The second embedded ring (505) has a coaxial lower inner shaft groove (221) on the end face of the lower shaft ring (220) facing the second bushing (504), which is suitable for cooperating with the second embedded ring (505) to form a rotating pair. The third bushing (604) has a coaxial third embedded ring (605) on the end face of the lower shaft ring (220). The other end face of the lower shaft ring (220) is provided with a lower outer shaft groove (222), which is suitable for cooperating with the third embedded ring (605) to form a rotating pair.

7. The suspension damping mechanism as described in claim 6, characterized in that: Both of the two outriggers (602) have ear plates (603) on their upper surfaces. The ear plates (603) are rotatably connected to the lower end of the passive assembly (3) via a lower hinge shaft (36). A crossbeam (421) is fixedly connected to the end of the cantilever (420) away from the configuration plate (410). The lower surface of the crossbeam (421) has two upper hinge handles (422), which are adapted to be rotatably connected to the upper end of the passive assembly (3) via an upper hinge shaft (34). The passive assembly (3) includes a rod (310) and a sleeve (320) that cooperate with each other. The main body of the rod (310) is a guide rod (311). 1) The lower end is fixedly connected to a lower limit ring (312). The sleeve (320) includes an internally connected guide sleeve (321) and a damping cylinder (323). The upper end of the damping cylinder (323) has an end cap (324) connected to the upper hinge handle (422). The guide rod (311) is inserted into the guide sleeve (321) and the damping cylinder (323). An upper limit ring (322) is fixedly connected between the guide sleeve (321) and the damping cylinder (323). A spring (303) located between the lower limit ring (312) and the upper limit ring (322) is provided on the guide rod (311) and the guide sleeve (321).

8. The suspension damping mechanism as described in claim 7, characterized in that: Both of the reversing handles (7) have a horizontally axial lower hinge handle (702). The end of the single arm (601) is fixedly connected to a fourth bushing (606). The fourth bushing (606) is rotatably connected to the lower hinge handle (702) of the reversing handle (7) located below the steering wheel (8) via a lower swing shaft (67). The lower hinge handle (702) of the reversing handle (7) located above the steering wheel (8) is rotatably connected to the lower end of the upper support rod (1) via an upper swing shaft (17). The end faces of both reversing handles (7) facing the steering wheel (8) are provided with limit shaft holes (701). The upper and lower end faces of the steering wheel (8) are fixedly connected with limit end shafts (802), which are suitable for cooperating with the limit shaft holes (701) to form a rotating pair. The steering wheel (8) is provided with a drive shaft hole (801) that passes through the front and rear inner end faces.

9. The suspension damping mechanism as described in any one of claims 2 to 8, characterized in that: There are two cantilever arms (420), and the outer sides of the two first bushings (413) are provided with support plates (415). The two first bushings (413) are fixedly connected to the two cantilever arms (420) respectively through the support plates (415).

10. The suspension damping mechanism as described in claim 9, characterized in that: A rib (416) is fixedly connected between the extension block (412) and the configuration plate (410). The configuration plate (410) has a positioning groove (417) on its side and a clearance groove (411) for the wheel drive shaft to pass through.

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