A vehicle suspension interconnection system and its application to off-road vehicles

Abstract

The application discloses a vehicle suspension interconnection system and an off-road vehicle applying the same. The off-road vehicle applies the system. The system comprises a vehicle chassis, independent suspensions and non-independent suspensions installed on the vehicle chassis, a connecting shaft and a transverse rocker arm. The connecting shaft is vertically fixed on the vehicle chassis. The transverse rocker arm is provided with a connecting through hole in the middle portion. The connecting shaft penetrates through the connecting through hole. Two groups of longitudinal rockers are installed on the two ends of the transverse rocker arm through tension compression spring shock absorbers. One end of the longitudinal rocker is connected with the independent suspension or the non-independent suspension through a first joint bearing. The other end of the longitudinal rocker is connected with the tension compression spring shock absorber through a second joint bearing. The vertical lifting of the vehicle driving suspension and the wheels is realized through the arrangement of the transverse rocker arm, the longitudinal rocker arm and the tension compression spring shock absorber. The suspension and the wheels are passively cross-lifted. The vehicle bumping is reduced. The flexible and rapid passing capacity of the vehicle is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of vehicle damping related equipment, in particular to a vehicle suspension interconnection system and an off-road vehicle using the same. BACKGROUND

[0002] The damping of the vehicle generally adopts leaf spring, coil spring, hydraulic and air bag damping, and all the damping forms and the suspension have certain excess constraint in the vertical direction. When the vehicle runs on the uneven ground, the pressure of the wheels on the ground and the support of the other wheels are uneven, which causes the vehicle frame (vehicle chassis) to generate torsion. When the ground has large difference in height, the wheels at the low place will be suspended and lose the grip of the ground, and forcibly passing through will cause large amplitude of jolt or large inclination, which is dangerous to roll over. Some off-road vehicles make the wheels large and the vehicle chassis high, but when the vehicle encounters large pits or bumps, the vehicle is also prone to large inclination at high speed, which is dangerous to roll over. SUMMARY

[0003] To solve the technical problems in the background art, the present application provides a vehicle suspension interconnection system and an off-road vehicle using the same.

[0004] The vehicle suspension interconnection system provided by the present application comprises a vehicle chassis, independent suspensions and non-independent suspensions installed on the vehicle chassis, a connecting shaft fixed vertically on the vehicle chassis, a transverse rocker arm having a connecting through hole in the middle part, the connecting shaft penetrating the connecting through hole, two groups of longitudinal rockers installed at both ends of the transverse rocker arm through tension compression spring shock absorbers, one end of the longitudinal rocker being connected with the independent suspension or the non-independent suspension through a first joint bearing, the other end of the longitudinal rocker being connected with the tension compression spring shock absorber through a second joint bearing, and the longitudinal rockers at both ends of the transverse rocker arm being symmetrically distributed relative to the vehicle body.

[0005] When the vehicle runs and encounters a large pit or a large bump, one wheel of the vehicle is lifted, and the suspension connected with the wheel is lifted. At this time, the transverse rocker arm is vertically rotated relative to the vehicle chassis through the longitudinal rockers, and then the other wheel opposite to the wheel (diagonally opposite to the wheel) is also lifted upward, thereby reducing the inclination angle of the vehicle and reducing the risk of vehicle rollover to a certain extent. Meanwhile, the damping effect is further increased through the tension compression spring shock absorber.

[0006] On the basis of the above technical solution, as a further optimized solution of the present application, the axis of the connecting shaft passes through the gravity center of the vehicle chassis.

[0007] On the basis of any one of the above technical solutions, as a further optimized solution of the present application, the outer diameter of the connecting shaft is smaller than the hole diameter of the connecting through hole, and the height of the connecting shaft is greater than the thickness of the transverse rocker arm.

[0008] On the basis of any one of the above technical solutions, as a further optimized solution of the present application, the pulling compression spring shock absorber comprises a sleeve, an inner pulling rod, an elastic member and a blocking member, the sleeve has a sliding hole, the inner pulling rod is slidingly installed in the sliding hole, the outer side wall of the sleeve is provided with a moving hole communicating with the sliding hole, the blocking member penetrates through the moving hole and is fixed on the inner pulling rod, the sleeve is provided with a limiting ring, the elastic member is arranged between the blocking member and the limiting ring, the sleeve is connected with the longitudinal rocker arm, and the inner pulling rod is connected with the transverse rocker arm.

[0009] On the basis of any one of the above technical solutions, as a further optimized solution of the present application, the transverse rocker arm is connected with the inner pulling rod through a third joint bearing.

[0010] On the basis of any one of the above technical solutions, as a further optimized solution of the present application, the two groups of longitudinal rocker arms located at one end of the transverse rocker arm are connected with the transverse rocker arm through one pulling compression spring shock absorber.

[0011] On the basis of any one of the above technical solutions, as a further optimized solution of the present application, the longitudinal rocker arm is triangular, the longitudinal rocker arm is transversely rotatably installed on the vehicle chassis through a rotating shaft, and the rotating shaft is located above the second joint bearing and the first joint bearing.

[0012] On the basis of any one of the above technical solutions, as a further optimized solution of the present application, a connecting rod vertically arranged below the longitudinal rocker arm is further included, the connecting rod is connected with the longitudinal rocker arm through a fourth joint bearing, and the lower end of the connecting rod is connected with the independent suspension or the non-independent suspension through the first joint bearing.

[0013] On the basis of any one of the above technical solutions, as a further optimized solution of the present application, the longitudinal rocker arm is a right-angled triangular structure, and the lower side and the side close to the pulling compression spring shock absorber of the longitudinal rocker arm are right-angled sides.

[0014] A cross-country vehicle comprises the vehicle suspension interconnection system described above. Based on the large mass of the cross-country vehicle, the high vehicle chassis and the fact that the cross-country vehicle often travels on uneven road surfaces, the cross-country vehicle applies the above system to increase its stability and avoid excessive inclination angle of the vehicle.

[0015] The vehicle suspension interconnection system and the off-road vehicle applying the same are provided in the application, when the vehicle runs on the ground with large pits or large bumps, when one wheel is lifted, the end suspension connected with the wheel is lifted, at this time, the transverse rocker is rotated relative to the vehicle chassis through the setting of the longitudinal rocker, so that one end of the transverse rocker is forward relative to the vehicle, and the other end of the transverse rocker is backward relative to the vehicle (i.e. the transverse rocker can be vertically rotated relative to the vehicle chassis), and then the wheel opposite to the wheel (diagonally opposite) is also lifted upward, so as to reduce the inclination angle of the vehicle and reduce the risk of vehicle rollover to a certain extent; the vehicle running suspension and the wheel are lifted in the vertical direction through the setting of the transverse rocker, the longitudinal rocker and the pulling compression spring shock absorber, and are changed with the fluctuation of the uneven terrain with large height difference, so as to realize the passive cross lifting of the suspension and the wheel, and then reduce the vehicle bump and improve the flexible and rapid passing ability of the vehicle.

[0016] Additional aspects and advantages of the application will be set forth in part in the description which follows, and in part will become apparent to those skilled in the art upon examination of the following description and drawings. BRIEF DESCRIPTION OF DRAWINGS

[0017] Figure 1 The schematic view of disassembling the non-independent suspension rear structure of the application;

[0018] Figure 2 The schematic view of disassembling the non-independent suspension rear structure of the application; Figure 1 The top view;

[0019] Figure 3 The schematic view of disassembling the non-independent suspension rear structure of the application; Figure 1 The right view;

[0020] Figure 4 The partial enlarged view of area A of the application;

[0021] Figure 5 The partial enlarged view of area B of the application;

[0022] Figure 6 The partial enlarged view of area C of the application;

[0023] Figure 7 The schematic view of the application;

[0024] In the figure: 1, vehicle chassis; 2, independent suspension; 3, non-independent suspension; 4, transverse rocker; 40, connecting through hole; 5, longitudinal rocker; 6, pulling compression spring shock absorber; 60, sleeve; 61, inner pulling rod; 62, elastic piece; 63, blocking piece; 7, first joint bearing; 8, second joint bearing; 9, connecting shaft; 10, third joint bearing; 11, rotating shaft; 12, connecting rod; 13, fourth joint bearing. DETAILED DESCRIPTION

[0025] Embodiments of the present application are described below in detail, examples of which are shown in the drawings, wherein the same or similar symbols represent the same or similar elements or elements having the same or similar functions throughout. The embodiments described below by reference to the drawings are exemplary and are only used to explain the present application, and cannot be understood as a limitation on the present application.

[0026] As Figures 1-7 The vehicle chassis 1, the independent suspension 2 and the dependent suspension 3 mounted on the vehicle chassis 1, the connecting shaft 9 vertically fixed on the vehicle chassis 1, and the transverse rocker arm 4 with a connecting through hole 40 in the middle, the connecting shaft 9 penetrating the connecting through hole 40, and two sets of longitudinal rocker arms 5 installed on both ends of the transverse rocker arm 4 through the pull compression spring shock absorber 6, one end of the longitudinal rocker arm 5 connected with the independent suspension 2 or the dependent suspension 3 through the first joint bearing 7, and the other end of the longitudinal rocker arm 5 connected with the pull compression spring shock absorber 6 through the second joint bearing 8, specifically, the shaft connected with the first joint bearing 7 is vertically rotatable and installed on the independent suspension 2 or the dependent suspension 3, and the shaft connected with the second joint bearing 8 is transversely rotatable and installed on the longitudinal rocker arm 5, and the pull compression spring shock absorber 6 can be elastically deformed along the longitudinal direction of the vehicle chassis 1, thereby increasing the vehicle damping effect, and the longitudinal rocker arms 5 on both ends of the transverse rocker arm 4 are symmetrically distributed relative to the vehicle body, specifically, the longitudinal rocker arm 5 is provided in four sets, and one set of longitudinal rocker arm 5 is close to a wheel on one vehicle chassis 1;

[0027] Specifically, as Figure 1 shown, the independent suspension 2 is a double wishbone type independent suspension.

[0028] As shown, the transverse direction is parallel to the wheel axis, and the longitudinal direction is along the front and rear direction of the vehicle.

[0029] When the vehicle is running, when there is a large pit or a large bump on the road surface, one of the wheels of the vehicle is raised, and the end suspension connected with the wheel is raised, at this time, the transverse rocker arm 4 is vertically rotated through the arrangement of the longitudinal rocker arm 5 and the pull compression spring shock absorber 6, thereby making the wheel opposite to the wheel (diagonally opposite) also upward, thereby reducing the inclination angle of the vehicle, to a certain extent, reducing the risk of vehicle rollover, through the arrangement of the transverse rocker arm 4, the longitudinal rocker arm 5 and the pull compression spring shock absorber 6, the vehicle running suspension and the wheel are vertically raised and lowered, and change with the large difference in height of the uneven terrain, realizing passive cross lifting of the suspension and the wheel, thereby reducing the vehicle bumping and improving the flexible rapid passing ability of the vehicle.

[0030] Preferably, the axis of the connecting shaft 9 passes through the center of gravity of the vehicle chassis 1, thereby increasing the stability of the vehicle.

[0031] Preferably, the outer diameter of the connecting shaft 9 is slightly smaller than the hole diameter of the connecting through hole 40, and the height of the connecting shaft 9 is greater than the thickness of the transverse rocker arm 4, so that the transverse rocker arm 4 can rotate along the vertical axis relative to the connecting shaft 9, and the service life of the transverse rocker arm 4 is increased.

[0032] In the embodiment, the pulling compression spring shock absorber 6 preferably comprises a sleeve 60, an inner pulling rod 61, an elastic member 62 and a blocking member 63. The sleeve 60 has a sliding hole, and the inner pulling rod 61 is slidingly installed in the sliding hole. The outer side wall of the sleeve 60 is provided with a moving hole communicating with the sliding hole. The blocking member 63 penetrates the moving hole and is fixed on the inner pulling rod 61. The sleeve 60 is provided with a limiting ring. The elastic member 62 is arranged between the blocking member 63 and the limiting ring. Specifically, one end of the elastic member 62 is fixed on the blocking member 63, and the other end is fixed on the limiting ring. The sleeve 60 is connected with the longitudinal rocker arm 5, and the inner pulling rod 61 is connected with the transverse rocker arm 4. In the embodiment, the elastic member 62 is a spring. Of course, those skilled in the art can also use other components that can elastically deform. The spring is sleeved on the outer side of the sleeve 60. The sleeve 60 limits the deformation of the spring. The blocking member 63 is a fixed pin. When the elastic shock absorber is pulled or pressed, the elastic member 62 is stretched or compressed. At this time, the inner pulling rod 61 slides in the sleeve 60, and the blocking member 63 slides in the moving hole. The moving hole limits the displacement of the blocking member 63, thereby limiting the limit deformation of the pulling compression spring shock absorber 6.

[0033] Preferably, the transverse rocker arm 4 and the inner pulling rod 61 are connected through a third joint bearing 10, further increasing the shock absorption effect. Specifically, the shaft connected by the third joint bearing 10 is vertically rotatably installed on the transverse rocker arm 4, and the third joint bearing 10 is fixed on the inner pulling rod 61.

[0034] Preferably, the two groups of longitudinal rocker arms 5 located at one end of the transverse rocker arm 4 are connected with the transverse rocker arm 4 through one pulling compression spring shock absorber 6. The longitudinal rocker arms 5 located at one end of the transverse rocker arm 4 are symmetrical relative to the transverse rocker arm 4, that is, the two pulling compression spring shock absorbers 6 are opposite, further increasing the shock absorption effect and the stability of the vehicle.

[0035] Preferably, the longitudinal rocker arm 5 is triangular. The triangular structure is more stable, increasing the use strength and stability of the longitudinal rocker arm 5. The longitudinal rocker arm 5 is transversely rotatably installed on the vehicle chassis 1 through a rotating shaft 11, and the rotating shaft 11 is located above the second joint bearing 8 and the first joint bearing 7. During the lifting or lowering of the vehicle, the longitudinal rocker arm 5 can rotate a certain angle along the rotating shaft 11, further increasing the shock absorption effect and the stability of the vehicle.

[0036] Preferably, a connecting rod 12 is vertically arranged below the longitudinal swing arm 5, the connecting rod 12 is connected with the longitudinal swing arm 5 through a fourth joint bearing 13, the lower end of the connecting rod 12 is connected with the independent suspension 2 or the non-independent suspension 3 through a first joint bearing 7, specifically, the first joint bearing 7 is fixed on the connecting rod 12, the fourth joint bearing 13 is also fixed on the connecting rod 12, and the shaft connected with the fourth joint bearing 13 is transversely rotatably arranged on the longitudinal swing arm 5.

[0037] Preferably, the longitudinal swing arm 5 is in a right triangle structure, and the lower side and the side close to the traction compression spring shock absorber 6 of the longitudinal swing arm 5 are right angle sides, when the wheels are not lifted or lowered (i.e. when the vehicle is running on a plane), the axes of the first joint bearing 7 and the second joint bearing 8 are in the same horizontal plane, and the connecting rod 12 is in a vertical direction (i.e. the connecting rod 12 is perpendicular to the vehicle chassis 1), which further increases the stability and damping effect.

[0038] A cross-country vehicle comprises the vehicle suspension interconnection system described above. Based on the large mass of the cross-country vehicle and the high vehicle chassis 1, and the cross-country vehicle often runs on uneven road surface, therefore, the cross-country vehicle applies the system described above, which increases the stability and reduces the vehicle inclination angle.

[0039] It should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and therefore cannot be understood as indicating or implying that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as limiting the present application.

[0040] In addition, the terms "first", "second" are only for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, the features defined as "first", "second" can explicitly or implicitly include at least one of the features. In the description of the present application, the meaning of "a plurality of" is at least two, such as two, three, etc., unless otherwise explicitly and specifically limited.

[0041] In the present application, unless specifically defined otherwise, the terms "mounting", "connected", "connecting", "fixed", and "fixedly" should be construed as broadest possible terms, for example, can be fixed connection, can also be detachable connection, or integral; can be mechanical connection, can also be electrical connection or communication with each other; can be directly connected, can also be indirectly connected through an intermediate medium, can be the internal communication of two elements or the interaction relationship between two elements, unless otherwise explicitly limited. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0042] In the present application, unless specifically defined otherwise, the first feature is "on" or "under" the second feature can be that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. Moreover, the first feature "above", "over" and "on" the second feature can be that the first feature is directly above or obliquely above the second feature, or only indicates that the horizontal height of the first feature is higher than that of the second feature. The first feature "below", "under" and "under" the second feature can be that the first feature is directly below or obliquely below the second feature, or only indicates that the horizontal height of the first feature is less than that of the second feature.

[0043] The above is only the preferred specific embodiment of the present application, but the protection scope of the present application is not limited thereto, any skilled person in the art can make equivalent replacement or change according to the technical solution and the inventive concept of the present application within the technical range disclosed by the present application, which should be covered within the protection scope of the present application.

Claims

1. A vehicle suspension interconnection system comprising a vehicle chassis (1) and an independent suspension (2) or a non-independent suspension (3) mounted on said vehicle chassis (1), characterized in that, The vehicle suspension interconnection system comprises a vehicle chassis (1), an independent suspension (2) or a non-independent suspension (3), a connecting shaft (9) and a transverse rocker arm (4), the connecting shaft (9) is vertically fixed on the vehicle chassis (1), the transverse rocker arm (4) is provided with a connecting through hole (40) in the middle part, the connecting shaft (9) penetrates through the connecting through hole (40), two groups of longitudinal rocker arms (5) are installed on both ends of the transverse rocker arm (4) through pull compression spring shock absorbers (6), one end of the longitudinal rocker arm (5) is connected with the independent suspension (2) or the non-independent suspension (3) through a first joint bearing (7), the other end of the longitudinal rocker arm (5) is connected with the pull compression spring shock absorber (6) through a second joint bearing (8), the longitudinal rocker arms (5) on both ends of the transverse rocker arm (4) are symmetrically distributed relative to the vehicle body. The pull compression spring shock absorber (6) comprises a sleeve (60), an inner pull rod (61), an elastic element (62) and a blocking element (63), the sleeve (60) is provided with a sliding hole, the inner pull rod (61) is slidingly installed in the sliding hole, the outer side wall of the sleeve (60) is provided with a moving hole which is communicated with the sliding hole, the blocking element (63) penetrates through the moving hole and is fixed on the inner pull rod (61), the sleeve (60) is provided with a limiting ring, the elastic element (62) is arranged between the blocking element (63) and the limiting ring, the sleeve (60) is connected with the longitudinal rocker arm (5), and the inner pull rod (61) is connected with the transverse rocker arm (4). The transverse rocker arm (4) and the inner pull rod (61) are connected through a third joint bearing (10). Both groups of the longitudinal rocker arms (5) at one end of the transverse rocker arm (4) are connected with the transverse rocker arm (4) through one pull compression spring shock absorber (6). The longitudinal rocker arm (5) is triangular, the longitudinal rocker arm (5) is transversely rotatably installed on the vehicle chassis (1) through a rotating shaft (11), and the rotating shaft (11) is located above the second joint bearing (8) and the first joint bearing (7).

2. The vehicle suspension interconnection system of claim 1, wherein, The axis of the connecting shaft (9) passes through the gravity center of the vehicle chassis (1).

3. The vehicle suspension interconnection system of claim 1, wherein, The outer diameter of the connecting shaft (9) is smaller than the hole diameter of the connecting through hole (40), and the height of the connecting shaft (9) is greater than the thickness of the transverse rocker arm (4).

4. The vehicle suspension interconnection system of claim 1, wherein, The connecting rod (12) is vertically arranged below the longitudinal rocker arm (5), the connecting rod (12) is connected with the longitudinal rocker arm (5) through a fourth joint bearing (13), and the lower end of the connecting rod (12) is connected with the independent suspension (2) or the non-independent suspension (3) through the first joint bearing (7).

5. The vehicle suspension interconnection system of claim 1, wherein, The longitudinal rocker arm (5) is a right-angled triangular structure, and the lower side and the side close to the pull compression spring shock absorber (6) of the longitudinal rocker arm (5) are right-angled sides.

6. An off-road vehicle characterized by, The vehicle suspension interconnection system comprises the vehicle suspension interconnection system according to any one of claims 1-5.

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