Swing arm independent suspension steering axle

Abstract

The application relates to the technical field of automobile damping, and discloses a swing arm type independent suspension steering axle. The swing arm type independent suspension steering axle is provided with a combined structure of a swing arm, damping springs and a cylinder type hydraulic shock absorber. When the vehicle passes through uneven road surfaces, the wheels jump, the cantilever swings up and down, the damping springs and the hydraulic shock absorber are driven to make up-and-down extension and contraction movements, the damping force generated by the hydraulic shock absorber and the buffering force of the damping springs offset or reduce the vibration, so that the damping effect is achieved. Meanwhile, the damping holes are arranged in a spiral shape, the path of the hydraulic oil is increased when the hydraulic oil passes through the spiral damping holes, the impact force and the friction force are increased at the inflection points of the spiral holes, the energy loss of the hydraulic oil is increased, the damping is improved, the impact energy generated during the vibration is efficiently consumed, and the damping effect is improved.

Description

Technical Field

[0001] This application relates to the field of automotive shock absorption technology, and in particular to a swing arm type independent suspension steering axle. Background Technology

[0002] Most existing vehicle steering axles use leaf spring suspension devices paired with hydraulic cylinder shock absorbers, which are insufficient in terms of shock resistance and damping capabilities, resulting in poor driving and riding comfort. This connection method is particularly problematic when facing many special operations that require continuous travel on rough and uneven roads, easily producing continuous bumps that can cause discomfort to drivers and passengers, promote driver fatigue, and lead to accidents.

[0003] To improve the damping effect of shock absorbers installed on the steering axle, many vehicles are equipped with shock absorber adjustment devices. These devices allow for manual adjustment of the shock absorber spring height to handle different road surfaces, or use expensive electronic detection devices to automatically adjust the spring height and the size of the internal oil holes in the hydraulic shock absorber to adjust the damping. This improves the vehicle's damping performance on various road surfaces. However, manual adjustment is insufficient to handle the varying road conditions encountered during driving. Furthermore, because the damping in hydraulic shock absorbers is fixed, they are prone to oversaturation under low vibration, failing to effectively absorb energy and affecting damping performance. Conversely, under high vibration, the damping is insufficient, resulting in poor damping. Electronic detection devices are expensive and require testing and adjustment time. On rough roads, prolonged vibration can also damage the suspension's electronic equipment. Summary of the Invention

[0004] This application proposes a swing arm type independent suspension steering axle, which has the advantages of spiral damping orifice to enhance energy loss, piston moving up and down on hydraulic rod to change the path length and shape of damping orifice, and automatic adjustment of damping orifice damping according to the magnitude of different vibration forces. It is used to solve the problems of poor shock absorption effect of existing vehicle steering axle damping devices, expensive devices for automatic adjustment of damping of hydraulic shock absorbers, and inability of manual adjustment of hydraulic shock absorber damping to cope with different road conditions.

[0005] To achieve the above objectives, this application adopts the following technical solution: a swing arm type independent suspension steering axle, including a bearing cylinder, a swing arm sleeved on the bearing cylinder, a fixed seat at one end of the swing arm, a braking device assembly at one end of the fixed seat, a wheel hub at the end of the braking device assembly away from the fixed seat, and a tire on the wheel hub; a shock absorption device, including a shock absorption spring and a hydraulic shock absorber mounted on the fixed seat, for reducing vibration; the hydraulic shock absorber includes a hydraulic cylinder loaded with hydraulic oil, and a hydraulic rod movably sleeved in the hydraulic cylinder, a piston at the top of the hydraulic rod, and a spiral damping hole opened in the piston to extend the flow path of the hydraulic oil and improve energy loss during corner collisions.

[0006] Preferably, the piston divides the inner cavity of the hydraulic cylinder into an upper oil chamber and a lower oil chamber, which are connected by a damping hole. This allows the piston to move during vibration, changing the size of the upper and lower oil chambers and thus altering the flow direction of the hydraulic oil.

[0007] Preferably, the piston is movably sleeved on the top of the hydraulic rod to change the degree of overlap between the piston and the hydraulic rod when facing different vibration forces. A limit spring is provided at the bottom end of the piston. The limit spring is wrapped around the outside of the hydraulic rod, and the bottom end of the limit spring is connected to the outer wall of the hydraulic rod to drive the piston to reset after changing position.

[0008] Preferably, the damping orifice includes a threaded groove I on the inner wall of the piston and a threaded groove II on the outer wall of the hydraulic rod. The number of coils in the threaded groove I is less than the number of coils in the threaded groove II. This is used to change the path and internal shape of the damping orifice when the piston moves on the hydraulic rod.

[0009] Preferably, the inner wall of the hydraulic cylinder is provided with two vertically symmetrical grooves, and the outer wall of the piston is provided with two symmetrical sliders, which are inserted into the grooves to limit the movement direction of the piston.

[0010] Preferably, a sealing ring is fitted onto the outer wall of the piston.

[0011] This application has the following beneficial effects:

[0012] This application provides a swing arm type independent suspension steering axle, which uses a combination structure of a swing arm, a shock-absorbing spring, and a cylindrical hydraulic shock absorber. When the vehicle passes over uneven road surfaces, the wheel bounce causes the swing arm to swing up and down, which in turn drives the shock-absorbing spring and the hydraulic shock absorber to extend and retract up and down. The damping force generated by the hydraulic shock absorber and the buffering force of the shock-absorbing spring together cancel or reduce the vibration, thereby achieving a shock absorption effect. This enhances the vehicle's shock resistance and shock absorption capabilities, improves the driving and riding comfort of the vehicle, reduces driver fatigue, and improves driving safety. At the same time, it has the advantages of compact and reasonable structural layout, good shock absorption effect, and convenient manufacturing.

[0013] Meanwhile, by setting the damping orifice in a spiral shape, the hydraulic oil travels a longer path when passing through the spiral damping orifice. The impact force and friction at the inflection point of the spiral orifice increase, resulting in greater energy loss of the hydraulic oil, thus improving damping and efficiently consuming the impact energy generated during vibration, thereby improving the shock absorption effect.

[0014] Meanwhile, by designing the piston and hydraulic rod as a relatively movable structure, when the hydraulic shock absorber is affected by impact force, causing the hydraulic rod to drive the piston to move (taking the hydraulic rod driving the piston to move upward as an example), the space of the upper oil chamber gradually decreases and the space of the lower oil chamber gradually increases. At this time, the hydraulic oil in the upper oil chamber enters the lower oil chamber after losing energy through the spiral damping hole between the piston and the hydraulic rod. When the vibration intensifies, the distance that the hydraulic rod drives the piston to rise will gradually increase. At this time, the space of the upper oil chamber will continuously decrease. Due to the deceleration of the hydraulic oil through the damping hole, the pressure in the upper oil chamber increases, causing the piston to move towards the lower oil chamber under the pressure difference. This increases the overlap of thread groove I and thread groove II, lengthens the path of the damping hole, and further increases the energy loss of the flowing hydraulic oil, thereby automatically completing the damping adjustment when facing different road surfaces. Attached Figure Description

[0015] The accompanying drawings, which form part of this specification, illustrate embodiments disclosed in this application and, together with the specification, serve to explain the principles disclosed in this application.

[0016] This application can be more clearly understood with reference to the accompanying drawings and the following detailed description, wherein:

[0017] Figure 1 This is a schematic diagram of the overall structural distribution of the present invention;

[0018] Figure 2 This is a schematic diagram of the internal structure of the hydraulic shock absorber in Embodiment 1 of the present invention;

[0019] Figure 3 This is a schematic diagram of the damping orifice distribution in Embodiment 1 of the present invention;

[0020] Figure 4This is a schematic diagram of the damping orifice structure in Embodiment 1 of the present invention;

[0021] Figure 5 This is a schematic diagram of the internal structure of the hydraulic shock absorber in Embodiment 2 of the present invention;

[0022] Figure 6 This is a schematic diagram of the shape of the damping orifice in Embodiment 2 of the present invention;

[0023] Figure 7 This is a schematic diagram of the internal structure of the hydraulic shock absorber in Embodiment 3 of the present invention;

[0024] Figure 8 This is a diagram showing the shape of the damping orifice in Embodiment 3 of the present invention;

[0025] Figure 9 This is a schematic diagram showing the interlacing state of thread groove I and thread groove II of the present invention;

[0026] Figure 10 This is a schematic diagram showing the overlapping state of thread groove I and thread groove II of the present invention.

[0027] Figure label:

[0028] 1. Bearing cylinder; 2. Swing arm; 21. Fixed seat; 3. Shock absorber spring; 4. Hydraulic shock absorber; 41. Upper oil chamber; 42. Lower oil chamber; 43. Slide groove; 5. Brake assembly; 6. Wheel hub; 7. Tire; 9. Hydraulic rod; 10. Piston; 101. Slider; 11. Sealing ring; 12. Damping hole; 121. Threaded groove I; 122. Threaded groove II; 13. Limiting spring. Detailed Implementation

[0029] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this application.

[0030] Example 1

[0031] Please see Figure 1A swing arm type independent suspension steering axle includes a bearing cylinder 1, a bearing inside the bearing cylinder 1 is fixedly connected to the steering axle, a swing arm 2 is movably sleeved on the bearing cylinder 1, a fixed seat 21 is fixedly connected to the end of the swing arm 2 away from the bearing cylinder 1, a brake device assembly 5 is fixedly connected to the end of the fixed seat 21, a wheel hub 6 is fixedly connected to the end of the brake device assembly 5 away from the fixed seat 21 by bolts, and a tire 7 is sleeved on the wheel hub 6, so that when the tire 7 passes over an uneven road surface, the swing arm 2 can drive the tire 7 to swing up and down around the center line of the bearing cylinder 1, thereby adapting to the uneven road surface.

[0032] See Figure 1 A shock-absorbing spring 3 is fixedly connected to the top of the fixed base 21, and a hydraulic shock absorber 4 is hinged to the top of the fixed base 21. The shock-absorbing spring 3 is wrapped around the outside of the hydraulic shock absorber 4. The tops of both the shock-absorbing spring 3 and the hydraulic shock absorber 4 are connected to the vehicle frame. When the vehicle passes over an uneven road surface, causing the tire 7 to swing up and down, the hydraulic shock absorber 4 will work with the shock-absorbing spring 3 to absorb the vibration and reduce the vibration of the tire 7.

[0033] See Figures 2 to 4 The hydraulic shock absorber 4 includes a hydraulic rod 9 and a hydraulic cylinder movably sleeved on the outside of the hydraulic rod 9. The inner cavity of the hydraulic cylinder is filled with hydraulic oil. The top of the hydraulic rod 9 is hinged to the fixed seat 21. A piston 10 is sleeved on the top of the hydraulic rod 9. A sealing ring 11 is sleeved on the inner wall of the outer side of the piston 10. The piston 10 divides the inner cavity of the hydraulic cylinder into an upper oil chamber 41 and a lower oil chamber 42. A damping hole 12 is provided at the connection between the piston 10 and the hydraulic rod 9. The upper oil chamber 41 and the lower oil chamber 42 are connected through the damping hole 12. The damping hole 12 is spiral-shaped. When the vehicle vibrates after passing over an uneven road surface, the hydraulic rod 9 will drive the piston 10 to move upward, and at the same time, the shock absorber spring 3 will also be compressed. This causes the piston 10 to squeeze the hydraulic oil in the upper oil chamber 41, allowing the hydraulic oil in the upper oil chamber 41 to enter the lower oil chamber 42 through the damping hole 12. Since the damping hole 12 is spiral-shaped, the path taken by the hydraulic oil when passing through the damping hole 12 is longer, the friction is increased, the collision force at the inflection point is enhanced, and the energy loss is enhanced, thereby improving the damping effect. At this time, the hydraulic oil in the upper oil chamber 41 is compressed, the space is continuously reduced, and the pressure is continuously increased, thereby reducing the upward movement caused by vibration. Then, the compressed shock absorber spring 3 will drive the hydraulic rod 9 and the piston 10 to move downward, thereby completing continuous up and down movement when facing uneven road surfaces, playing a role in shock absorption.

[0034] Example 2

[0035] Please see Figures 4 to 6Based on Embodiment 1, the piston 10 is movably sleeved on the top of the hydraulic rod 9, and a limit spring 13 is fixedly connected to the bottom end of the piston 10. The limit spring 13 wraps around the outside of the hydraulic rod 9, and the bottom end of the limit spring 13 is fixedly connected to the outer wall of the hydraulic rod 9. Since the vibration experienced by the car varies when passing through different road surfaces, the vibration is small when passing through relatively flat roads, and the distance that the hydraulic rod 9 drives the piston 10 to move upward is small. However, when passing through rough roads, the vibration is large, and the distance that the hydraulic rod 9 drives the piston 10 to move upward is large, causing the space of the upper oil chamber 41 to continuously shrink. At this time, the pressure in the upper oil chamber 41 continuously increases, allowing the piston 10 to move downward under the high pressure difference between the upper oil chamber 41 and the lower oil chamber 42. At this time, the limit spring 13 is compressed. When the hydraulic rod 9 drives the piston 10 to move downward and reset, the compressed limit spring 13 can drive the piston 10 to lift upward.

[0036] See Figures 4 to 6 , Figures 9 to 10 The damping orifice 12 includes a threaded groove I 121 on the inner wall of the piston 10 and a threaded groove II 122 on the outer wall of the hydraulic rod 9. In the initial state, the top of the piston 10 is far from the top of the hydraulic rod 9, and the number of coils in threaded groove I 121 is less than the number of coils in threaded groove II 122. Initially, the overlap between threaded grooves I 121 and II 122 is small, resulting in a short overall path for the damping orifice 12. When the vehicle travels on a relatively smooth road surface with low vibration, the hydraulic rod 9 moves the piston 10 upward a short distance, allowing the short-path damping orifice 12 to provide sufficient energy dissipation for vibration reduction. When traveling on a rough road surface with high vibration, the hydraulic rod 9 moves the piston 10 upward a large distance. The piston 10 can then move downward under the high pressure difference between the upper oil chamber 41 and the lower oil chamber 42, causing the overlap between threaded grooves I 121 and II 122 to continuously increase, thereby lengthening the overall path of the damping orifice 12 and improving energy dissipation. It is worth mentioning that... (See also...) Figure 9 When the piston 10 moves downward, the threaded grooves I121 and II122 will not only overlap, but also intersect. In the intersecting state, the hydraulic oil will be affected by the friction of the inner walls of the threaded grooves I121 and II122 and the impact force of the inflection point during the flow of the hydraulic oil in the intersecting part. In addition, the hydraulic oil will also be separated due to the drop caused by the intersecting. The hydraulic oil layers collide with each other, which further increases the energy loss of the layered hydraulic oil during the collision, thereby improving the shock absorption effect.

[0037] Meanwhile, since the piston 10 is sleeved on the hydraulic rod 9, and the hydraulic oil has a high viscosity, the viscosity will further increase when compressed. This means that when the hydraulic oil passes through the spiral damping orifice 12, the friction will increase. At this time, the flow path of the hydraulic oil is spiral, and there is a tangential force on the inner wall of the damping orifice 12. This force causes the piston 10 to deflect to a certain degree, and the limiting spring 13 will also twist as a result. At this time, the threaded grooves I 121 and II 122 will definitely be in an interlaced state, and this interlaced state area... Unlike the staggered state formed when the piston 10 moves vertically up and down, this staggered state will result in some parts of the damping orifice 12 having larger spaces and some having smaller spaces, forming an intermittent spatial difference. As the piston 10 continuously compresses the upper oil chamber 41, this state will continuously change due to the pressure changes and the changes in the flow path of the hydraulic oil. This causes the piston 10 to constantly change between rotation and oscillation. Thus, through the intermittent rotation of the piston 10, the shape of the damping orifice 12 is changed, which squeezes and rubs the hydraulic oil, further increasing energy loss and improving the shock absorption effect.

[0038] In summary, the damping of the damping orifice 12 between the piston 10 and the hydraulic rod 9 can be quickly and automatically adjusted according to the magnitude of the vibration force, so that the car can adapt to various uneven road surfaces. In this way, the shock absorber can automatically provide appropriate damping when facing different vibrations, avoiding the problems of over-saturation or insufficient damping.

[0039] It is worth noting that when piston 10 and hydraulic rod 9 experience wear due to long-term friction caused by the interlacing of threaded grooves I 121 and II 122 and the use of hydraulic oil, piston 10 can still be used. At this time, there is a gap between the inner wall of piston 10 and the outer wall of hydraulic rod 9, and damping hole 12 will no longer close. Taking the piston 10 and hydraulic rod 9 lifting up and squeezing the upper oil chamber 41, with threaded grooves I 121 and II 122 overlapping as an example, the gap at this time will cause some hydraulic oil to be squeezed from the upper damping hole 12 channel into the lower channel. The vertically flowing hydraulic oil will form an interlaced state with the hydraulic oil that is normally spirally flowing in the damping hole 12, causing the two types of hydraulic oil to collide vertically, which will further increase energy loss.

[0040] Example 3

[0041] Please see Figures 7 to 8Based on Embodiment 1, two vertically symmetrical grooves 43 are provided on the inner sidewall of the hydraulic cylinder. Two symmetrical sliders 101 are fixedly connected to the outer sidewall of the piston 10. The sliders 101 are inserted into the grooves 43, and the sidewalls of the sliders 101 are in contact with the inner wall of the grooves 43. The movement path of the sliders 101 is restricted by the grooves 43, so that the piston 10 can only move vertically up and down in the hydraulic cylinder. This avoids the intermittent rotation of the piston 10, reduces the frictional wear between the piston 10 and the hydraulic rod 9, reduces the frictional wear between the piston 10 and the inner wall of the hydraulic cylinder, reduces the torsional deformation of the limit spring 13, and improves the service life.

Claims

1. A swing-arm type independent suspension steering axle, characterized in that, include A bearing sleeve (1) is fitted with a swing arm (2). A fixed seat (21) is provided at one end of the swing arm (2). A braking device assembly (5) is provided at one end of the fixed seat (21). A wheel hub (6) is provided at the end of the braking device assembly (5) away from the fixed seat (21). A tire (7) is provided on the wheel hub (6). The vibration damping device includes a damping spring (3) and a hydraulic damper (4) mounted on a fixed base (21) for damping vibration; The hydraulic shock absorber (4) includes a hydraulic cylinder loaded with hydraulic oil and a hydraulic rod (9) movably sleeved in the hydraulic cylinder. A piston (10) is provided on the top of the hydraulic rod (9). A spiral damping hole (12) is provided in the piston (10) to extend the flow path of the hydraulic oil and provide corner collision to improve energy loss. The piston (10) divides the inner cavity of the hydraulic cylinder into an upper oil chamber (41) and a lower oil chamber (42). The upper oil chamber (41) and the lower oil chamber (42) are connected through a damping hole (12) so that the piston (10) can move to change the size of the upper oil chamber (41) and the lower oil chamber (42) and change the flow direction of the hydraulic oil when the vibration occurs. The piston (10) is movably sleeved on the top of the hydraulic rod (9) to change the degree of overlap between the piston (10) and the hydraulic rod (9) when facing different vibration forces. A limit spring (13) is provided at the bottom end of the piston (10). The limit spring (13) is wrapped around the outside of the hydraulic rod (9), and the bottom end of the limit spring (13) is connected to the outer wall of the hydraulic rod (9) to drive the piston (10) that has changed position to reset. The damping hole (12) includes a threaded groove I (121) on the inner wall of the piston (10) and a threaded groove II (122) on the outer wall of the hydraulic rod (9). The number of coils in the threaded groove I (121) is less than the number of coils in the threaded groove II (122). It is used to change the path and internal shape of the damping hole (12) when the piston (10) moves on the hydraulic rod (9).

2. The swing arm type independent suspension steering axle according to claim 1, characterized in that, The hydraulic cylinder has two vertically symmetrical grooves (43) on its inner sidewall and two symmetrical sliders (101) on its outer sidewall. The sliders (101) are inserted into the grooves (43) to limit the movement direction of the piston (10).

3. The swing arm type independent suspension steering axle according to claim 1, characterized in that, The outer wall of the piston (10) is fitted with a sealing ring (11).

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