Multi-position cushioning suspension structure and vehicle

Abstract

The application provides a multi-position buffering suspension structure and a vehicle, and relates to the technical field of vehicles. The vehicle comprises a power assembly, a vehicle frame and a multi-position buffering suspension structure. The suspension structure comprises a main body and a damping assembly. The main body is connected to the longitudinal beam of the vehicle frame and the power assembly. The damping assembly is connected to the main body. When the vehicle is subjected to an impact and the impact force value is less than a set threshold, the damping assembly can buffer vibration in a first direction, a second direction and a third direction respectively, so as to absorb collision energy and resist impact force in three mutually perpendicular directions respectively, and the power assembly is kept connected. When the vehicle is subjected to an impact and the impact force value is greater than or equal to the set threshold, the damping assembly can be separated from the main body in the first direction, and / or the damping assembly can be separated from the main body in the second direction, so that the suspension structure actively collapses, and the power assembly is timely detached from the longitudinal beam of the vehicle frame, thereby reducing the risk that the power assembly moves backward along the longitudinal beam of the vehicle frame into the driving area.

Description

Technical Field

[0001] This invention belongs to the field of vehicle technology, and more specifically, relates to a multi-position buffer suspension structure and a vehicle. Background Technology

[0002] A suspension structure is a device that separates the powertrain from the chassis after a collision, reducing the risk of the powertrain intruding into the driver's area as it moves rearward with the chassis. However, the function of suspension structures in related technologies is relatively simple. Under low impact forces, the suspension structure is prone to breakage and has difficulty maintaining the connection strength between the powertrain and the chassis; under high impact forces, the suspension structure has difficulty separating the powertrain from the chassis in a timely manner. Summary of the Invention

[0003] In view of this, the present invention provides a multi-position buffer suspension structure and vehicle to solve the technical problem of how to enable the suspension structure to cope with different impact states.

[0004] The technical solution provided by the embodiments of the present invention is implemented as follows: This invention provides a multi-bit buffer suspension structure, comprising: The main body, consisting of the longitudinal beams connecting the frame and the powertrain; A shock-absorbing component is connected to the main body. When the impact force is less than a set threshold, the shock-absorbing component can buffer vibrations in a first direction, a second direction, and a third direction, respectively. When the impact force is greater than or equal to the set threshold, the shock-absorbing component separates from the main body in the first direction, and / or, the shock-absorbing component separates from the main body in the second direction. Wherein, the first direction is the length direction of the frame, the second direction is the width direction of the frame, and the third direction is the height direction of the frame.

[0005] In some embodiments, the first state represents a state where the impact force value is less than the set threshold, and the second state represents a state where the impact force value is greater than or equal to the set threshold; the shock absorption component includes: A first damping element extends along the first direction; the first damping element can attenuate vibrations in the first direction in the first state and can be crushed and separated in the second state; The second damping member extends along the second direction; the second damping member can attenuate vibrations in the second direction in the first state and can be crushed and separated in the second state; The third damping member extends along the third direction; the third damping member can buffer the vibration in the third direction in the first state, and can be compressed and deformed in the second state.

[0006] In some embodiments, the main body has a first side plate and a second side plate disposed opposite to each other in the first direction, and the first shock absorber includes: The first damping cylinder is connected to the first side plate at one end in the first direction; A first piston rod is connected to the second side plate at one end in the first direction, and the other end is movably disposed in the first damping cylinder; wherein, in the first state, the pressure in the first damping cylinder can be gradually reduced to allow the first piston rod to move along the first target direction; in the second state, the first damping cylinder releases pressure, and the first piston rod moves along the first target direction to break through and crush the first damping cylinder.

[0007] In some embodiments, the first piston rod is located near the driver's area of ​​the vehicle frame relative to the first damping cylinder.

[0008] In some embodiments, the main body includes a third side plate and a fourth side plate disposed opposite each other in the second direction, and the second shock absorber includes: The second damping cylinder is connected to the third side plate at one end in the second direction; The second piston rod is connected to the fourth side plate at one end in the second direction, and the other end is movably disposed in the second damping cylinder; wherein, in the first state, the pressure in the second damping cylinder can be gradually reduced to allow the second piston rod to move along the second target direction; in the second state, the second damping cylinder releases pressure, and the second piston rod moves along the second target direction to break through and crush the second damping cylinder.

[0009] In some embodiments, the second piston rod is located close to the powertrain relative to the second damping cylinder.

[0010] In some embodiments, the fourth side plate is provided with a insertion groove that extends through both sides of the fourth side plate in the first direction; the first piston rod is disposed in the insertion groove.

[0011] In some embodiments, the fourth side plate includes: The first extension is connected to the second piston rod; The second extension is connected to the third-direction end of the first extension; The third extension is connected to the other end of the first extension in the third direction; the second extension and the third extension extend along the second direction and are disposed opposite to each other in the third direction; the first extension, the second extension and the third extension form the insertion slot.

[0012] In some embodiments, the suspension structure further includes: An air pump is connected to the main body; the air pump connects the first shock absorber and the second shock absorber. The controller is electrically connected to the air pump.

[0013] In some embodiments, the third damping element includes: The flexible component extends along the third direction; The mounting component is sleeved over the flexible component; the first side plate and the second side plate are respectively connected to the two sides of the mounting component in the first direction; A protrusion extends along the second direction; one end of the protrusion in the second direction is connected to the mounting member, and the other end abuts against the third side plate.

[0014] In some embodiments, the body further includes: A first support plate is connected to the fourth side plate; the first support plate is connected to one end of the powertrain in the third direction. The second support plate connects to the flexible component; the second support plate connects to the longitudinal beam of the frame at one end in the third direction.

[0015] This invention provides a vehicle including the aforementioned multi-buffered suspension structure, and the vehicle further includes: A powertrain for driving the vehicle; the powertrain is connected to a first support plate of the suspension structure; The frame has a longitudinal beam that connects to the second support plate of the suspension structure; the frame has a first buffer zone and a second buffer zone arranged sequentially along a first target direction; the frame also has a first crossbeam between the first buffer zone and the second buffer zone; the powertrain is connected to the first crossbeam; and the driver's area of ​​the frame is closer to the first buffer zone than the second buffer zone.

[0016] This invention provides a multi-position buffer suspension structure and a vehicle. The vehicle includes a powertrain, a frame, and the multi-position buffer suspension structure. The suspension structure includes a main body and a shock absorber assembly. The main body connects the longitudinal beams of the frame to the powertrain, and the shock absorber assembly is connected to the main body. In a first state where the vehicle is impacted and the impact force is less than a set threshold, the shock absorber assembly can buffer vibrations in a first direction, a second direction, and a third direction. The first direction is the length direction of the frame, the second direction is the width direction of the frame, and the third direction is the height direction of the frame; therefore, the first, second, and third directions are perpendicular to each other. In the first state, the shock absorber assembly absorbs collision energy and resists impact forces in three mutually perpendicular directions, protecting the powertrain, reducing damage to the powertrain from impact forces less than the set threshold, and reducing the user's powertrain maintenance costs. In a second state where the vehicle is impacted and the impact force is greater than or equal to the set threshold, the shock absorber assembly can separate from the main body in the first direction, and / or, the shock absorber assembly can separate from the main body in the second direction. The horizontal direction includes both the first and second directions. Regardless of whether the shock absorber assembly separates from the main body in either the first or second direction, in the second state, the shock absorber assembly reduces at least one horizontal support arm on the main body. The structural strength of the main body in the horizontal direction is actively reduced, and the suspension structure is insufficient to connect the powertrain to the longitudinal beam of the frame. The suspension structure actively collapses, allowing the powertrain to detach from the longitudinal beam of the frame in a timely manner. This reduces the risk of the powertrain moving backward along the longitudinal beam of the frame into the driver's area, thereby reducing the risk of the powertrain encroaching on the driver's area due to an impact, and thus reducing the risk of passengers being trapped, resulting in higher safety. In summary, the suspension structure in this embodiment of the invention can buffer vibrations when the impact force is small, thereby maintaining the connection stability of the powertrain; when the impact force is large, it can actively collapse, allowing the powertrain to detach in a timely manner, making the suspension structure compatible with various impact states. On the other hand, the suspension structure in this embodiment of the invention can absorb and buffer impact forces in multiple directions, also facilitating the timely detachment of the powertrain. Attached Figure Description

[0017] Figure 1 This is a partial structural diagram of the vehicle in an embodiment of this application; Figure 2 for Figure 1 Enlarged view of section A in the middle; Figure 3 This is a perspective view of the suspension structure in the embodiments of this application; Figure 4 This is a top view of the suspension structure in the embodiments of this application; Figure 5 The first shock absorber in the embodiments of this application is in Figure 4 Cross-sectional view along the BB direction; Figure 6 This is a schematic diagram of the assembly of the second shock absorber in an embodiment of the present invention.

[0018] Explanation of reference numerals in the attached figures: 1. Powertrain; 2. Chassis; 21. First buffer zone; 22. Second buffer zone; 23. First crossbeam; 24. Driver's area; 3. Suspension structure; 31. Main body; 311. First side plate; 312. Second side plate; 313. Third side plate; 314. Fourth side plate; 3141. Insertion slot; 3142. First extension; 3143. Second extension; 3144. Third extension; 315. First support plate; 316. Second support plate; 32. Vibration damping assembly; 321. First damping component; 3211. First damping cylinder; a. Working piston; b. Compensating piston; c. First damping chamber; d. Second damping chamber; e. Compensating chamber; f. Damping hole; 3212. First piston rod; 322. Second damping component; 3221. Second damping cylinder; 3222. Second piston rod; 323. Third damping component; 3231. Flexible component; 3232. Mounting component; 3233. Protrusion; 33. Air pump. Detailed Implementation

[0019] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention.

[0020] The specific technical features described in the specific embodiments can be combined in any suitable manner without contradiction. For example, different combinations of specific technical features can form different embodiments and technical solutions. To avoid unnecessary repetition, the various possible combinations of the specific technical features in this invention will not be described separately.

[0021] In the following description, the terms "first," "second," "etc." are used merely to distinguish different objects and do not indicate that the objects have the sameness or relationship. It should be understood that the directional descriptions "above," "below," "outside," and "inside" refer to the directions under normal use, while "left" and "right" refer to the left and right directions shown in the corresponding diagrams, which may or may not be the left and right directions under normal use.

[0022] It should be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element. "A plurality of" means two or more.

[0023] This invention provides a vehicle, which can be of various types such as sedan, commercial vehicle, truck, bus, or SUV. Figure 1 The diagram shown is a partial structural schematic of the vehicle in the present invention. (Refer to...) Figure 1 The vehicle includes a powertrain 1, a frame 2, and a multi-stage suspension structure 3. The powertrain 1 is a device capable of outputting power to the vehicle and driving it. The powertrain 1 includes an engine and / or an electric motor. That is, the vehicle can be a gasoline-powered vehicle, a new energy pure electric vehicle, or a hybrid vehicle. It should be noted that the vehicle type in this embodiment does not limit the structure of the hydropneumatic suspension device in this embodiment.

[0024] Reference Figure 1 The frame 2 has a first buffer zone 21 and a second buffer zone 22 arranged sequentially along a first target direction, and a first crossbeam 23 disposed between the first buffer zone 21 and the second buffer zone 22, the first crossbeam 23 supporting the powertrain 1. The first target direction is along the length of the frame 2. Figure 1 In the figure, X represents the length direction of frame 2. Correspondingly, Y can be used to represent the width direction of frame 2, and Z can be used to represent the height direction of frame 2. Figure 1 The direction indicated by the arrow N1 represents the first target direction, which is the direction from the rear to the front of the vehicle. This means the second buffer zone 22 is located in front of the first buffer zone 21, and is closer to the front of the vehicle than the first buffer zone 21. The driver's area 24 of the frame 2 is located on the side of the first buffer zone 21 that is furthest from the second buffer zone 22 along the length of the frame 2. The driver's area 24 is closer to the first buffer zone 21 than the second buffer zone 22; that is, the driver's area 24 is located behind the first buffer zone 21.

[0025] It should be noted that driving area 24 is a virtual space. Figure 1The dashed frame to the right of N1 in the first buffer zone 21 roughly indicates the location of the driver's area 24. The first buffer zone 21 and the second buffer zone 22 also represent virtual spaces. The first buffer zone 21 can be understood as the area between the front of the vehicle and the first crossbeam 23 in the length direction X, and the second buffer zone 22 can be understood as the area between the first crossbeam 23 and the front axle of the driver's area 24 in the length direction X.

[0026] In the event of a collision in the X direction, a portion of the frame 2 (longitudinal beam) on the side of the second buffer zone 22 can absorb the collision energy at the front of the vehicle. The longitudinal beams on both sides of the second buffer zone 22 in the Y direction are crushed and deformed to reduce the risk of the powertrain 1 being blown up by the impact. A portion of the frame 2 (longitudinal beam) on the side of the first buffer zone 21 can absorb the inertial impact energy at the driver's area 24. The longitudinal beams on both sides of the first buffer zone 21 in the Y direction are crushed and deformed to reduce the risk of the driver's area 24 crushing the powertrain 1 along the first target direction N1 under the inertial forward intrusion of acceleration. This reduces the risk of the powertrain 1 intruding into the driver's area 24 and encroaching on the escape space of the occupants.

[0027] The suspension structure 3 connects the powertrain 1 and the longitudinal beam of the frame 2 along the Y direction. Under normal driving conditions, the suspension structure 3 can buffer the vibration transmitted from bumpy road surfaces to the frame 2 and the powertrain 1, thus protecting the powertrain 1 during normal driving. It should be noted that the aforementioned "bumpy road surface" refers to a road surface that is mostly uneven and has significant vertical undulations relative to the horizontal plane. The vibrations generated by these undulations are insufficient to crush or deform the vehicle; they may only cause the vehicle to suddenly lurch and sway, but do not affect the vehicle's driving ability.

[0028] For ease of explanation, the state where a vehicle is impacted and the impact force is less than a set threshold is defined as the first state, and the state where a vehicle is impacted and the impact force is greater than or equal to the set threshold is defined as the second state. It should be noted that the set threshold is related to the vehicle's structural strength and its speed at the time of impact. Designers can set this threshold based on test data from the vehicle's factory crash tests and can input this threshold into the vehicle's computer.

[0029] Figure 2 for Figure 1 The enlarged view of part A in the image is shown below. Figure 2The suspension structure 3 includes a main body 31 and a shock absorber 32. The main body 31 connects the frame 2 and the powertrain 1, and the shock absorber 32 connects to the main body 31. When the vehicle is impacted and the impact force is less than a set threshold, that is, in the first state, the shock absorber 32 can buffer vibrations in the first direction X, the second direction Y, and the third direction Z respectively. In other words, the shock absorber 32 can absorb collision energy and resist impact force in the first direction X, the second direction Y, and the third direction Z respectively, so as to protect the powertrain 1 in three mutually perpendicular directions. This can reduce the impact of impact forces less than the set threshold on the powertrain 1 and reduce the maintenance cost of the powertrain 1.

[0030] When a vehicle is impacted and the impact force is greater than or equal to a set threshold, i.e., in the second state, the shock absorber 32 can separate from the main body 31 in the first direction X and / or the second direction Y. Specifically, in the second state, the shock absorber 32 can separate from the main body 31 in the first direction X, the second direction Y, or both directions. It can be understood that the plane formed by the first direction X and the second direction Y extends horizontally, encompassing both directions X and Y. The specific direction in which the shock absorber 32 separates from the main body 31 in the horizontal direction is related to the impact direction, but typically, the separation of one portion of the shock absorber 32 from the main body 31 in the first direction X will cause another portion of the shock absorber 32 to separate from the main body 31 in the second direction Y. For example, refer to... Figure 1 When the vehicle is subjected to an impact force greater than or equal to a set threshold in the first direction X, the shock absorber 32 separates from the main body 31 in the first direction X. In this embodiment, the structural strength of the main body 31 in the first direction X is actively reduced, and the main body 31 is insufficient to support the connection between the powertrain 1 and the frame 2 in the first direction X. The suspension structure 3 actively collapses to quickly respond to the impact in the second state. Under the action of gravity, the powertrain 1 deforms downward against the first crossbeam 23, and the shock absorber 32 also separates from the main body 31 in the second direction Y. The powertrain 1 falls off from the longitudinal beam of the frame 2. It should be noted that in the vertical direction, the vehicle is less likely to be impacted, but after the suspension structure 3 collapses in the horizontal direction, the strength of the main body 31 in the third direction Z is insufficient to maintain the connection between the powertrain 1 and the longitudinal beam of the frame 2. Therefore, regardless of which direction the shock absorber 32 separates from the main body 31 in the horizontal direction in the second state, the suspension structure 3 is prone to collapse due to reduced structural strength. The powertrain 1 is not likely to move backward along the longitudinal beam of the frame 2 into the driver's area 24, thus reducing the risk of the powertrain 1 encroaching on the escape space of the driver's area 24.

[0031] This invention provides a multi-position buffer suspension structure 3, which includes a main body 31 and a shock absorber 32. The main body 31 connects the longitudinal beam of the vehicle frame 2 to the powertrain 1, and the shock absorber 32 connects to the main body 31. In a first state (the vehicle is impacted and the impact force is less than a set threshold), the shock absorber 32 can buffer vibrations in a first direction X, a second direction Y, and a third direction. Here, the first direction X is the length direction of the vehicle frame 2, the second direction Y is the width direction of the vehicle frame 2, and the third direction is the height direction of the vehicle frame 2; therefore, the first direction X, the second direction Y, and the third direction are perpendicular to each other. In the first state, the shock absorber 32 absorbs collision energy and resists impact force in three mutually perpendicular directions, thus protecting the powertrain 1 in these three directions. This reduces the damage to the powertrain 1 caused by impact forces less than the set threshold, reduces the maintenance cost of the powertrain 1, and improves the connection stability of the powertrain 1 under low impact force conditions. In the second state (when the vehicle is impacted and the impact force is greater than or equal to a set threshold), the shock absorber 32 separates from the main body 31 in the first direction X, and / or, the shock absorber 32 separates from the main body 31 in the second direction Y. The horizontal direction includes both the first direction X and the second direction Y. Regardless of whether the shock absorber 32 separates from the main body 31 in either the first direction X or the second direction Y, in the second state, the shock absorber 32 reduces at least one horizontal support arm on the main body 31. The structural strength of the main body 31 in the horizontal direction decreases, and the suspension structure 3 is insufficient to connect the powertrain 1 to the longitudinal beam of the frame 2. The suspension structure 3 actively collapses, thus quickly responding to the impact force in the second state, allowing the powertrain 1 to detach from the longitudinal beam of the frame 2 in a timely manner. The powertrain 1 is less likely to move rearward along the longitudinal beam of the frame 2 into the driver's area 24, reducing the risk of the powertrain 1 encroaching on the escape space of the driver's area 24, thereby reducing the risk of occupants being trapped and facilitating occupant rescue. In summary, the suspension structure 3 in this embodiment of the invention can buffer vibrations in different directions when the impact force is small, so that the powertrain 1 is stably connected in multiple directions and it is easy to maintain the connection stability of the powertrain 1; when the impact force is large, the suspension structure 3 can actively disintegrate, so that the powertrain 1 can be detached in time, and the suspension structure 3 can be compatible with multiple impact states and multiple impact directions.

[0032] Figure 3 This is a perspective view of the suspension structure 3 in an embodiment of the present invention. In some embodiments, reference is made to... Figure 3The damping assembly 32 includes a first damper 321, a second damper 322, and a third damper 323. The first damper 321 extends along a first direction X, the second damper 322 extends along a second direction Y, and the third damper 323 extends along a third direction Z. It should be noted that the extension directions of the first damper 321, the second damper 322, and the third damper 323 respectively represent the directions of their maximum dimensions. The first damper 321 can attenuate vibrations in the first direction X in a first state and can be crushed and separated in a second state. That is, the first damper 321 can provide damping force along the first direction X in the first state to actively attenuate impact feedback in the first direction X. The second damper 322 can attenuate vibrations in the second direction Y in the first state and can be crushed and separated in the second state. Similarly, the second damper 322 can provide damping force along the second direction Y in the first state to actively attenuate impact feedback in the second direction Y. The third damping member 323 can buffer the vibration in the third direction in the first state and compress and deform in the second state. Therefore, the third damping member 323 uses elastic force to resist and absorb the collision energy in the third direction.

[0033] Figure 4 This is a top view of the suspension structure 3 in an embodiment of the present invention, with reference to... Figure 4 It can be understood that the main body 31, connecting the first shock absorber 321 and the second shock absorber 322, is positioned horizontally, while the main body 31, connecting the third shock absorber 323, is positioned vertically. Vehicles are less likely to be impacted vertically. Even if a vehicle is impacted due to rollover, the unsupported space in the vehicle height direction and the tires can absorb collision energy. Therefore, using the third shock absorber 323 as an elastic component helps reduce the manufacturing cost of the suspension structure 3. Vehicle impacts mostly occur horizontally. Using the first shock absorber 321 and the second shock absorber 322 as damping components eliminates the need for gradual reduction of collision energy through feedback rebound or deformation. This allows the suspension structure 3 to quickly absorb horizontal collision energy, enabling the powertrain to detach quickly and promptly.

[0034] In some embodiments, refer to Figure 4The main body 31 has a first side plate 311 and a second side plate 312 disposed opposite to each other in the first direction X. That is, ignoring the thickness and shape of the first side plate 311 and the second side plate 312, the first side plate 311 and the second side plate 312 are parallel and spaced apart in the first direction X. The space between the first side plate 311 and the second side plate 312 forms the mounting space of the first damping member 321. The first damping member 321 includes a first damping cylinder 3211 and a first piston rod 3212. One end of the first damping cylinder 3211 (left end of X) in the first direction X is connected to the first side plate 311, and one end of the first piston rod 3212 (left end of X) in the first direction X is connected to the second side plate 312. The other end of the first piston rod 3212 (right end of X) in the first direction X is movably disposed in the first damping cylinder 3211. Under the action of external force, the first piston rod 3212 can move along the first target direction N1 in the first direction X. Figure 4 In the schematic diagram shown, the first piston rod 3212 can move from right to left in the first direction X. In the first state, the pressure in the first damping cylinder 3211 can gradually reduce the slippage of the first piston rod 3212 along the first target direction N1. That is, the first damping cylinder 3211 provides damping force to the first piston rod 3212, actively attenuating the impact feedback by reducing the slippage of the first piston rod 3212 along the first target direction N1, thereby absorbing the collision energy in the first direction X. In the second state, the first damping cylinder 3211 can actively release pressure, and the first piston rod 3212 is not subject to the damping force of the first damping cylinder 3211 in the first direction X. The first piston rod 3212 moves along the first target direction N1 to break through and crush the first damping cylinder 3211. The first side plate 311 and the second side plate 312 are no longer supported by the first shock absorber 321, and the suspension structure 3 actively collapses in the first direction X.

[0035] For ease of explanation, the working principle of the first shock absorber 321 will be explained below. Figure 5 For the first shock absorber 321 in the embodiments of this application, Figure 4 Sectional view along the BB direction, refer to Figure 5 When subjected to an impact force value less than a set threshold, the end (right end) of the first piston rod 3212 away from the first damping cylinder 3211 receives external force, and the first piston rod 3212 moves towards the first damping cylinder 3211 along the first target direction N1. The pressure of the first damping cylinder 3211 can actively and gradually reduce the movement of the first piston rod 3212 along the first target direction N1.

[0036] It should be noted that this application does not limit the specific structure of the first damping element 321, as long as the first damping element 321 can generate damping force. For example, the first damping element 321 can be configured as a gas spring structure as shown in the schematic diagram of this invention. (Refer to...) Figure 5 The first damping component 321 contains a working piston a and a compensating piston b. The working piston a is connected to the fixed end (left end) of the first piston rod 3212. The working piston a and the compensating piston b divide the internal cavity of the first damping component 321 into a first damping chamber c, a second damping chamber d, and a compensating chamber e. The first damping chamber c and the second damping chamber d are filled with oil, and the compensating chamber e is filled with an inert gas (such as nitrogen). The first damping chamber c and the second damping chamber d are located on both sides of the working piston a in the first direction X, and the working piston a has a damping hole f extending through it along the first direction X.

[0037] Under the condition of an impact force value less than a set threshold (first state), the end of the first piston rod 3212 away from the first damping cylinder 3211 is moved along the first target direction N1 by an external force, causing the working piston a to move towards the compensating piston b. The volume of the second damping chamber d is compressed, allowing some of the oil in the second damping chamber d to enter the first damping chamber c through the damping hole f. The flow resistance of the oil at the damping hole f resists the movement of the working piston a, producing a damping buffering effect. Under the condition of an impact force value greater than or equal to the set threshold (second state), the first damping cylinder 3211 releases pressure, and the first piston rod 3212 can penetrate and crush the first damping cylinder 3211 along the first target direction N1. The cavity inside the first damping cylinder 3211 is compressed to the limit value, and the collision energy is converted into heat energy. The oil and inert gas are prone to explosion, which can easily cause the suspension structure 3 to actively disintegrate, thus improving the powertrain's detachment efficiency.

[0038] The explanation is that the state of the first damping cylinder 3211 releasing pressure can represent the state of the compensation chamber e being evacuated and under negative pressure, or it can represent the state of the first damping cylinder 3211 bursting. As long as the first damping cylinder 3211 does not provide damping force in the first direction X, it can be understood as "the first damping cylinder 3211 releasing pressure".

[0039] It should be noted that the hydraulic spring structure shown in the schematic diagram of this invention is a single-chamber separated hydraulic spring structure. In actual working conditions, users can also select other types of hydraulic springs according to their actual needs, such as single-chamber non-separated type, double-chamber separated type, double-chamber non-separated type, etc. The damping orifice f is a micro-orifice in actual working conditions. For ease of reference, the schematic diagram of this invention exaggerates the damping orifice f.

[0040] In some embodiments, refer to Figure 1The first piston rod 3212 is positioned relative to the first damping cylinder 3211 near the driver's area 24 in the frame 2. In other words, the first piston rod 3212 and the first damping cylinder 3211 are sequentially arranged along the first target direction N1. The force-bearing end of the first piston rod 3212 faces the driver's area 24. Therefore, the damping resistance direction of the first damping cylinder 3211 faces the driver's area 24, which reduces the risk that the driver's area 24 will intrude forward and crush the powertrain 1 due to the inertial force of acceleration. This reduces the risk that the powertrain 1 will encroach on the escape space of the driver's area 24.

[0041] In some embodiments, refer to Figure 4 The main body 31 has a third side plate 313 and a fourth side plate 314 disposed opposite to each other in the second direction Y. That is, ignoring the thickness and shape of the third side plate 313 and the fourth side plate 314, the third side plate 313 and the fourth side plate 314 are parallel and spaced apart in the second direction Y. The space between the third side plate 313 and the fourth side plate 314 forms the installation space of the second damping member 322. The second damping member 322 includes a second damping cylinder 3221 and a second piston rod 3222. One end of the second damping cylinder 3221 (lower end of Y) in the second direction Y is connected to the third side plate 313, and one end of the second piston rod 3222 (upper end of Y) in the second direction Y is connected to the fourth side plate 314. The other end of the second piston rod 3222 (lower end of Y) in the second direction Y is movably disposed in the second damping cylinder 3221. Under the action of external force, the second piston rod 3222 can move in the second direction Y along the second target direction N2. Figure 4 In the schematic diagram shown, the first piston rod 3212 can move from top to bottom in the first direction X. In the first state, the pressure in the second damping cylinder 3221 can gradually reduce the slippage of the second piston rod 3222 along the second target direction N2. That is, the second damping cylinder 3221 provides damping force to the second piston rod 3222, and by actively reducing the slippage of the second piston rod 3222 along the second target direction N2, the impact feedback is attenuated, thereby absorbing the collision energy in the second direction Y. In the second state, the second damping cylinder 3221 can release pressure, and the second piston rod 3222 is not subject to the damping force of the second damping cylinder 3221 in the second direction Y. The second piston rod 3222 moves along the second target direction N2 to break through and crush the second damping cylinder 3221. The third side plate 313 and the fourth side plate 314 are no longer supported by the second shock absorber 322, and the suspension structure 3 actively collapses along the second direction Y.

[0042] It should be noted that the above description of the implementation of the second damping member 322 tends to emphasize the differences between the second damping member 322 and the first damping member 321. The similarities or similarities between the second damping member 322 and the first damping member 321 can be referred to each other. For the sake of brevity, this article will not elaborate further.

[0043] In some embodiments, refer to Figure 2 The second piston rod 3222 is close to the powertrain 1 relative to the second damping cylinder 3221. That is, the second piston rod 3222 and the second damping cylinder 3221 are arranged sequentially along the second target direction N2. The force-bearing end of the second piston rod 3222 faces the powertrain 1. Therefore, the damping resistance direction of the second damping cylinder 3221 faces the powertrain 1, so as to reduce the risk of the powertrain 1 approaching the longitudinal beam of the frame along the second direction Y under the action of inertial force, which is conducive to the powertrain 1 quickly detaching from the longitudinal beam of the frame 2 and can improve the detachment efficiency of the powertrain 1.

[0044] In some embodiments, refer to Figure 3 The fourth side plate 314 is provided with a insertion groove 3141, which penetrates both sides of the fourth side plate 314 in the first direction X. The first piston rod 3212 is disposed in the insertion groove 3141, so that the first damping member 321 and the second damping member 322 are arranged in a cross shape in the horizontal direction. The height space of the first piston rod 3212 and the height space of the second piston rod 3222 are intersected on the same horizontal plane, which helps to reduce the volume of the suspension structure 3 in the third direction, so as to facilitate the assembly of the suspension structure 3.

[0045] Figure 6 This is a schematic diagram of the assembly of the second shock absorber 322 in an embodiment of the present invention. In some embodiments, refer to... Figure 6 The fourth side plate 314 includes a first extension 3142, a second extension 3143, and a third extension 3144. The first extension 3142 is connected to the second piston rod 3222. The second extension 3143 is connected to one end (upper Z end) of the first extension 3142 in the third direction. The third extension 3144 is connected to the other end (lower Z end) of the first extension 3142 in the third direction. The second extension 3143 and the third extension 3144 extend along the second direction Y and are arranged opposite to each other and spaced apart in the third direction. That is, the second extension 3143 and the third extension 3144 are arranged parallel to each other and spaced apart in the third direction. The spaced area between the first extension 3142 and the second extension 3143 in the second direction Y allows the first piston rod to be inserted. The first extension 3142, the second extension 3143, and the third extension 3144 form a connecting groove 3141. Therefore, the fourth side plate 314 is generally U-shaped, extending along the second direction Y, and has an opening extending through along the first direction X. The connecting groove 3141 forms a suspended space between the second shock absorber 322 and the powertrain in the first direction X, so that the suspension structure 3 can be quickly crushed in the second direction Y as it is crushed in the first direction X, allowing the suspension structure 3 to quickly disintegrate in the second state.

[0046] In some embodiments, refer to Figure 4The suspension structure 3 also includes an air pump 33 and a controller (not shown). The air pump 33 is connected to the main body 31, and the controller is electrically connected to the air pump 33. The controller can control the air pump 33 to quickly evacuate the first damping cylinder 3211, and can also control the air pump 33 to pressurize the first damping cylinder 3211 to drive the first piston rod 3212 to move away from the first damping cylinder 3211, adjusting the position of the first piston rod 3212. By increasing the air pressure in the first damping cylinder 3211, the first damping cylinder 3211 can be rapidly detonated in the second state. The air pump 33 connects the first shock absorber 321 and the second shock absorber 322. The first shock absorber 321 and the second shock absorber 322 share one air pump 33, which helps to save energy and reduce the cost of the suspension structure 3.

[0047] In some embodiments, refer to Figure 4 The third damping component 323 includes a flexible component 3231, a mounting component 3232, and a protrusion. The flexible component 3231 extends along a third direction and provides elastic buffering force in the third direction. It should be noted that this application does not limit the specific structure of the flexible component 3231, as long as the flexible component 3231 can provide elastic buffering force in the third direction. The mounting component 3232 is sleeved on the flexible component 3231. The first side plate 311 and the second side plate 312 are respectively connected to the two sides of the mounting component 3232 in the first direction X. The protrusion connects the third side plate 313 and the mounting component 3232, so that the first side plate 311, the second side plate 312, the third side plate 313, and the mounting component 3232 form a module to be installed, which facilitates the modular assembly of the damping component 32. The protrusion extends along the second direction Y. One end of the protrusion (lower end of Y) in the second direction Y is connected to the mounting member 3232, and the other end of the protrusion (upper end of Y) in the second direction Y is connected to the third side plate 313. The protrusion forms the mounting position of the third side plate 313. By calibrating the horizontal reference of the free end of the protrusion 3233, the mounting reference of the third side plate 313 can be calibrated. The installation of the third side plate 313 is not limited by the shape of the mounting member 3232, which facilitates the assembly of the third side plate 313 and reduces the assembly error of the third side plate 313. It can keep the second piston rod 3222 sliding linearly along the second direction Y.

[0048] In some embodiments, refer to Figure 4 The main body 31 also includes a first support plate 315 and a second support plate 316. The first support plate 315 and the second support plate 316 are located at opposite ends of the main body 31 in the second direction Y. The first support plate 315 is connected to the fourth side plate 314, and the second support plate 316 is connected to the flexible member 3231. The first support plate 315 and the second support plate 316 form the mounting position for the module to be installed. By assembling the first support plate 315 and the second support plate 316, the shock absorption component 32 can be assembled. (Refer to...) Figure 2The first support plate 315 connects to the third-direction upward end of the powertrain 1, and the second support plate 316 connects to the third-direction upward end of the longitudinal beam of the frame 2. In other words, the suspension structure 3 rests against the top of the frame longitudinal beam and the powertrain 1. The frame 2 has ample operating space in its height, facilitating installation. Furthermore, with the hood open, the suspension structure 3 is directly exposed to the environment, making maintenance and replacement easier. On the other hand, the suspension structure 3 is installed in the height of the frame 2 without interfering with its length or width, thus maintaining the vehicle's length and width and helping to maintain horizontal volume balance.

[0049] The above description is merely a preferred embodiment of the present invention and is not intended to limit the scope of protection of the present invention.

Claims

1. A suspension structure with multi-position buffer, characterized in that, include: The main body, consisting of the longitudinal beams connecting the frame and the powertrain; The shock absorption assembly is connected to the main body; When the impact force is less than a set threshold, the shock absorption component can buffer vibrations in the first direction, the second direction, and the third direction, respectively. When the impact force is greater than or equal to a set threshold, the shock absorber separates from the main body in the first direction, and / or the shock absorber separates from the main body in the second direction; wherein, the first direction is the length direction of the frame, the second direction is the width direction of the frame, and the third direction is the height direction of the frame; The first state indicates that the impact force is less than the set threshold; the second state indicates that the impact force is greater than or equal to the set threshold; the shock absorption component includes: A first damping element extends along the first direction; the first damping element can attenuate vibrations in the first direction in the first state and can be crushed and separated in the second state; The second damping member extends along the second direction; the second damping member can attenuate vibrations in the second direction in the first state and can be crushed and separated in the second state; The third damping member extends along the third direction; the third damping member can buffer the vibration in the third direction in the first state, and can be compressed and deformed in the second state; The main body has a first side plate and a second side plate disposed opposite to each other in the first direction, and the first shock absorber includes: The first damping cylinder is connected to the first side plate at one end in the first direction; A first piston rod is connected to the second side plate at one end in the first direction, and the other end is movably disposed in the first damping cylinder; wherein, in the first state, the pressure in the first damping cylinder can be gradually reduced to allow the first piston rod to move along the first target direction; in the second state, the first damping cylinder releases pressure, and the first piston rod moves along the first target direction to break through and crush the first damping cylinder. The main body includes a third side plate and a fourth side plate disposed opposite to each other in the second direction, and the second shock absorber includes: The second damping cylinder is connected to the third side plate at one end in the second direction; The second piston rod is connected to the fourth side plate at one end in the second direction, and the other end is movably disposed in the second damping cylinder; wherein, in the first state, the pressure in the second damping cylinder can be gradually reduced to allow the second piston rod to move along the second target direction; in the second state, the pressure in the second damping cylinder is released, and the second piston rod moves along the second target direction to break through and crush the second damping cylinder; The third shock absorber includes: The flexible component extends along the third direction; The mounting component is sleeved over the flexible component; the first side plate and the second side plate are respectively connected to the two sides of the mounting component in the first direction; A protrusion extends along the second direction; one end of the protrusion in the second direction is connected to the mounting member, and the other end abuts against the third side plate.

2. The suspension structure of the multi-position buffer according to claim 1, characterized in that, The first piston rod is located near the driver's area of ​​the vehicle frame relative to the first damping cylinder.

3. The suspension structure of the multi-position buffer according to claim 1, characterized in that, The second piston rod is close to the powertrain relative to the second damping cylinder.

4. The suspension structure of the multi-buffer according to claim 1, characterized in that, The fourth side plate is provided with a insertion groove, which extends through both sides of the fourth side plate in the first direction; the first piston rod is disposed in the insertion groove.

5. The suspension structure of the multi-position buffer according to claim 4, characterized in that, The fourth side plate includes: The first extension is connected to the second piston rod; The second extension is connected to the third-direction end of the first extension; The third extension is connected to the other end of the first extension in the third direction; the second extension and the third extension extend along the second direction and are disposed opposite to each other in the third direction; the first extension, the second extension and the third extension form the insertion slot.

6. The suspension structure of the multi-position buffer according to claim 1, characterized in that, The suspension structure also includes: An air pump is connected to the main body; the air pump connects the first shock absorber and the second shock absorber. The controller is electrically connected to the air pump.

7. The suspension structure of the multi-position buffer according to claim 1, characterized in that, The subject also includes: A first support plate is connected to the fourth side plate; the first support plate is connected to one end of the powertrain in the third direction. The second support plate connects to the flexible component; the second support plate connects to the longitudinal beam of the frame at one end in the third direction.

8. A vehicle, characterized in that, The suspension structure includes the multi-position buffer as described in any one of claims 1 to 6, the main body further includes a first support plate and a second support plate, the first support plate being connected to the fourth side plate; the first support plate being connected to one end of the powertrain in the third direction; the second support plate being connected to the flexible member; The second support plate connects to one end of the longitudinal beam of the frame in the third direction; the vehicle also includes: A powertrain for driving the vehicle; the powertrain is connected to the first support plate; The frame has longitudinal beams connected to the second support plate; the frame has a first buffer zone and a second buffer zone arranged sequentially along a first target direction; the frame also has a first crossbeam between the first buffer zone and the second buffer zone; the powertrain is connected to the first crossbeam; the driver's area of ​​the frame is closer to the first buffer zone than the second buffer zone.

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