Car suspension device integrating active suspension and shock absorber

Abstract

The invention relates to the technical field of automobile suspension systems, and discloses a car suspension device integrating an active suspension and a damper, the car suspension device comprises a tire and a fixing plate arranged in the tire, the fixing plate is provided with a buffer damping mechanism, the buffer damping mechanism is provided with a mounting mechanism, and the mounting mechanism moves upwards through the fixing plate so as to mount the active suspension and the damper. One end of the first damper is driven to move upwards to drive the universal joint to move upwards, so that the first damper can be driven to generate a compression effect, meanwhile, the other end of the first damper can generate movable rotation with the first hinged support, and the first damper can drive the first buffer spring to compress while generating compression; due to the fact that the two ends of the first damper move with the tire and the vehicle frame respectively, when the tire jolts, the fixing plate can move vertically upwards, angle deviation is avoided, and the tire jolts more stably. Therefore, the phenomenon of angle deviation of the tire is avoided.

Description

Technical Field

[0001] The invention belongs to the technical field of automobile suspension systems, and in particular relates to a car suspension device integrating an active suspension and a shock absorber. Background Art

[0002] The suspension system is the general term for all force-transmitting connection devices between the frame and axles or wheels of a car. Its function is to transmit the forces and torques acting between the wheels and the frame, to cushion the impact forces transmitted to the frame or body by uneven roads, and to attenuate the vibrations caused thereby, to ensure that the car can run smoothly.

[0003] At present, many cars on the market use vertical suspension or oblique spring suspension for their rear suspension. The former has an oblique friction force on the vertical sleeve of the suspension due to the supporting force of the tire, which makes the shock absorbing stroke not smooth. At the same time, it is easy to cause wear over a long period of time, affecting its service life. The latter has a design defect. In order to prevent the shock absorbing spring from contacting and rubbing with the inner side of the tire, the shock absorbing spring must be set obliquely. In this way, when the shock absorbing is working, the tire will have a certain amount of tilt angle, which not only affects the handling performance of the vehicle, but also shortens the service life of the tire.

[0004] In view of this, the present invention is proposed. Summary of the invention

[0005] In order to solve the above technical problems, the basic concept of the technical solution adopted by the present invention is:

[0006] A passenger car suspension system with integrated active suspension and shock absorbers, including tires;

[0007] A fixed plate is arranged inside the tire, a buffer and shock absorbing mechanism is arranged on the fixed plate, a mounting mechanism is arranged on the buffer and shock absorbing mechanism, and the buffer and shock absorbing mechanism includes a universal joint fixedly connected to the outer wall of the fixed plate:

[0008] A ball is movably arranged inside the universal joint, and the outer wall of one end of the ball is fixedly connected to a connecting rod, and the end of the connecting rod away from the ball is fixedly connected to a first damper, an inner end of the first damper is fixedly connected to a first buffer spring, the other end of the first buffer spring is fixedly connected to the inner outer wall of the other end of the first damper, the outer wall of the end of the first damper away from the connecting rod is fixedly connected to a first connecting rod, a first hinge seat is movably arranged inside the first connecting rod, and the bottom end of the first hinge seat is fixedly connected to a frame, the outer wall of the fixing plate is located between the universal joints and is fixedly connected to a second hinge seat, and a second connecting rod is movably arranged on the second hinge seat. The second connecting rod is movably provided with a third hinge seat away from the second hinge seat, and a transmission plate is provided at one end of the third hinge seat, and the outer wall of the transmission plate is fixedly connected to the first rotating shaft, and the first rotating shaft is fixedly connected to the frame at one end away from the transmission plate, and the outer wall of the transmission plate at one end away from the third hinge seat is fixedly connected to the fourth hinge seat, and a second damper is movably provided on the fourth hinge seat, and a second buffer spring is fixedly connected to the inner end of the second damper, and the other end of the second buffer spring is fixedly connected to the inner outer wall of the other end of the second damper, and the second damper is fixedly connected to a support plate at one end away from the fourth hinge seat, and the support plate is fixedly connected to the top of the frame.

[0009] The top end of the frame is provided with a sliding hole, and the top of the inner wall of the sliding hole is fixedly connected to the first spring, and the end of the first spring is fixedly connected to the inner wall of the sliding hole, and the outer wall of the push rod is rotatably provided with a second rotating shaft, and the outer wall of the second rotating shaft is fixedly connected to a linkage rod, and the end of the linkage rod is fixedly connected to a fifth hinge seat, and the end of the fifth hinge seat is fixedly connected to a roller at a distance from the linkage rod.

[0010] As a preferred embodiment of the present invention, there are two universal joints, and the universal joints are distributed at the upper and lower ends of the outer wall of the fixing plate in an upper and lower symmetrical structure.

[0011] As a preferred embodiment of the present invention, grooves are provided on both side outer walls of the frame, and one end of the first rotating shaft away from the transmission plate is rotatably connected to the inner wall thereof through a bearing.

[0012] As a preferred embodiment of the present invention, the transmission plate is in an "L" shape, the initial state of the first damper is an inclined state, and the initial state of the second connecting rod is an inclined state.

[0013] As a preferred embodiment of the present invention, a connecting hole is formed on the outer wall of the frame, the outer wall of the limiting slide bar is slidably arranged on the inner wall of the connecting hole, and the outer wall of the limiting slide bar fits snugly with the inner wall of the connecting hole.

[0014] As a preferred embodiment of the present invention, there are two limit plates, and the limit plates are distributed at the upper and lower ends of the transmission link plate in an upper and lower symmetrical structure.

[0015] As a preferred embodiment of the present invention, the inner wall of the positioning hole formed at the bottom end of the outer wall of the mounting plate fits snugly with the outer wall of the positioning rod.

[0016] As a preferred embodiment of the present invention, the number of the bolts is three, and the bolts are evenly and equidistantly distributed at the top of the mounting plate.

[0017] Compared with the prior art, the present invention has the following beneficial effects:

[0018] According to the present invention, when the tire travels on a bumpy road section, it will drive the fixed plate to move upward, and when the fixed plate moves upward, it can drive the universal joint to move upward, and through the connection between the ball and the universal joint, the first damper can be driven to produce a compression effect, and at the same time, the other end of the first damper will produce an active rotation with the first hinge seat, and when the first damper is compressed, it will also drive the first buffer spring to be compressed, so that the force generated by the up and down bumps of the tire can be initially buffered through the cooperation of the two, because the two ends of the first damper are respectively active with the tire and the frame, when the tire bumps, the fixed plate will show a vertical upward movement, and no angular deviation will occur, thereby avoiding the occurrence of angular deviation of the tire.

[0019] The specific implementation modes of the present invention are further described in detail below in conjunction with the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] In the attached picture:

[0021] Figure 1 It is a schematic diagram of the overall structure of a car suspension device integrating active suspension and shock absorber;

[0022] Figure 2 A bottom-up structural schematic diagram of a car suspension device integrating active suspension and shock absorber;

[0023] Figure 3 A schematic diagram of the structure of a buffer shock absorbing mechanism of a car suspension device integrating active suspension and shock absorber;

[0024] Figure 4 A schematic diagram of the structure of a buffer shock absorbing mechanism of a car suspension device that integrates active suspension and shock absorber;

[0025] Figure 5 A schematic diagram of the mounting structure of a car suspension device that integrates active suspension and shock absorber;

[0026] Figure 6 The diagram is a partial structural diagram of the mounting mechanism of a car suspension device that integrates active suspension and shock absorber.

[0027] In the figure: 1, tire; 2, fixing plate; 31, buffer shock absorbing mechanism; 311, universal joint; 312, ball; 313, connecting rod; 314, first damper; 315, first buffer spring; 316, first connecting rod; 317, first hinge seat; 318, frame; 319, second hinge seat; 3110, second connecting rod; 3111, third hinge seat; 3112, transmission plate; 3113, first rotating shaft; 3114, fourth hinge seat; 3115, second Damper; 3116, second buffer spring; 3117, support plate; 32, mounting mechanism; 321, mounting plate; 322, bolt; 323, first spring; 324, push rod; 325, second rotating shaft; 326, linkage rod; 327, fifth hinge seat; 328, limit plate; 329, roller; 3210, positioning rod; 3211, connecting plate; 3212, second spring; 3213, limit slide rod; 3214, transmission connecting plate; 3215, inclined block. DETAILED DESCRIPTION

[0028] In order to make the purpose, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. The following embodiments are used to illustrate the present invention.

[0029] Embodiment 1:

[0030] like Figures 1 to 6As shown, a car suspension device integrating active suspension and shock absorber comprises a tire 1, a fixing plate 2 arranged inside the tire 1, a buffer shock absorbing mechanism 31 arranged on the fixing plate 2, a mounting mechanism 32 arranged on the buffer shock absorbing mechanism 31, the buffer shock absorbing mechanism 31 comprises a universal joint 311 fixedly connected to the outer wall of the fixing plate 2, a ball 312 is movably arranged inside the universal joint 311, a connecting rod 313 is fixedly connected to the outer wall of one end of the ball 312, and the connecting rod 313 is fixedly connected to the outer wall of the ball 312 at one end thereof. There is a first damper 314, one end of the inner side of the first damper 314 is fixedly connected to a first buffer spring 315, the other end of the first buffer spring 315 is fixedly connected to the inner outer wall of the other end of the first damper 314, the outer wall of the end of the first damper 314 away from the connecting rod 313 is fixedly connected to a first connecting rod 316, a first hinge seat 317 is movably arranged inside the first connecting rod 316, the bottom end of the first hinge seat 317 is fixedly connected to a frame 318, and the outer wall of the fixing plate 2 is located at the universal joint 31 1, a second hinge seat 319 is fixedly connected between the two ends, a second connecting rod 3110 is movably provided on the second hinge seat 319, a third hinge seat 3111 is movably provided on the second connecting rod 3110 away from the second hinge seat 319, a transmission plate 3112 is provided at one end of the third hinge seat 3111, a first rotating shaft 3113 is fixedly connected to the outer wall of the transmission plate 3112, an end of the first rotating shaft 3113 away from the transmission plate 3112 is fixedly connected to the frame 318, and the transmission plate 3112 is away from the third hinge seat 3111 A fourth hinge seat 3114 is fixedly connected to the outer wall at one end, a second damper 3115 is movably arranged on the fourth hinge seat 3114, a second buffer spring 3116 is fixedly connected to an inner end of the second damper 3115, the other end of the second buffer spring 3116 is fixedly connected to the inner outer wall of the other end of the second damper 3115, and a support plate 3117 is fixedly connected to one end of the second damper 3115 away from the fourth hinge seat 3114, and the support plate 3117 is fixedly connected to the top of the frame 318.

[0031] Furthermore, there are two universal joints 311, which are symmetrically distributed at the upper and lower ends of the outer wall of the fixing plate 2, so that the upper and lower ends of the frame 318 can be buffered, thereby reducing the force on the frame 318 and extending the service life of the frame 318.

[0032] Furthermore, grooves are provided on both outer walls of the frame 318, and the end of the first rotating shaft 3113 away from the transmission plate 3112 is rotatably connected to the inner wall thereof through a bearing, so that the transmission plate 3112 has space to rotate through the provided grooves.

[0033] Furthermore, the transmission plate 3112 is in an "L" shape, the initial state of the first damper 314 is an inclined state, and the initial state of the second connecting rod 3110 is an inclined state. The transmission plate 3112 can transmit force to the second damper 3115 during its rotation, thereby performing a secondary buffering effect on the tire 1.

[0034] Embodiment 2:

[0035] The difference between the above embodiment and this embodiment is that: Figures 1 to 6 As shown, a car suspension device integrating active suspension and shock absorber, the mounting mechanism 32 includes a mounting plate 321 fixedly connected to the outer wall of the frame 318, the top of the mounting plate 321 is threadedly connected with a bolt 322, the number of the bolts 322 is three, the bolts 322 are evenly and equidistantly distributed at the top of the mounting plate 321, a positioning hole is opened at the bottom of the mounting plate 321, a positioning rod 3210 is movably arranged on the inner wall of the positioning hole, one end of the positioning rod 3210 is fixedly connected to a connecting plate 3211, the outer wall of one end of the connecting plate 3211 is fixedly connected to a first spring 323, the end of the first spring 323 away from the connecting plate 3211 is fixedly connected to the outer wall of the mounting plate 321, the end of the connecting plate 3211 away from the second spring 3212 is fixedly connected to a limiting sliding rod 3213, the limiting The outer wall of the limiting slide bar 3213 is fixedly connected with a transmission connecting plate 3214, and one end of the transmission connecting plate 3214 away from the limiting slide bar 3213 is fixedly connected with the limiting plate 328, and the outer wall of the transmission connecting plate 3214 is fixedly connected with an inclined block 3215. A sliding hole is provided at the bottom end of the frame 318. The top of the inner wall of the sliding hole is fixedly connected with a first spring 323, and one end of the first spring 323 away from the inner wall of the sliding hole is fixedly connected with a push rod 324, and the outer wall of the push rod 324 away from the first spring 323 is rotatably provided with a second rotating shaft 325, and the outer wall of the second rotating shaft 325 is fixedly connected with a linkage rod 326, and one end of the linkage rod 326 away from the second rotating shaft 325 is fixedly connected with a fifth hinge seat 327, and one end of the fifth hinge seat 327 away from the linkage rod 326 is fixedly connected with a roller 329.

[0036] Furthermore, a connecting hole is opened on the outer wall of the frame 318, and the outer wall of the limiting slide bar 3213 is slidably set on the inner wall of the connecting hole. The outer wall of the limiting slide bar 3213 fits well with the inner wall of the connecting hole, so that a connecting transmission effect can be generated through the limiting slide bar 3213.

[0037] There are two limit plates 328, which are symmetrically distributed at the upper and lower ends of the transmission connecting plate 3214, so as to limit the upper and lower ends of the fifth hinge seat 327, ensuring that the fifth hinge seat 327 can move left and right.

[0038] Furthermore, the inner wall of the positioning hole opened at the bottom end of the outer wall of the mounting plate 321 fits snugly with the outer wall of the positioning rod 3210, thereby ensuring a tight fit between the outer wall of the positioning rod 3210 and the inner wall of the positioning hole, thereby improving the stability of the outer wall of the positioning rod 3210 after being clamped on the inner wall of the positioning hole.

[0039] The implementation principle of the car suspension device with integrated active suspension and shock absorber of this embodiment is as follows: when the tire 1 travels on a bumpy road section, it will drive the fixing plate 2 to move upward. When the fixing plate 2 moves upward, it can drive the universal joint 311 to move upward. Through the connection between the ball 312 and the universal joint 311, the first damper 314 can be driven to produce a compression effect. At the same time, the other end of the first damper 314 will be movable and rotated with the first hinge seat 317. When the first damper 314 is compressed, the first buffer spring 315 will be compressed at the same time. In this way, the force generated by the up and down bumps of the tire 1 can be initially buffered through the cooperation of the two. At the same time, the first damper 314 and the first buffer spring 315 at the bottom will produce a stretching effect, so that the cooperation with the first damper 314 at the top can be used to buffer the force from the upper and lower sides. The buffering effect prevents the bumping force from being released at only one place, causing great stress and causing damage to the frame 318. Since the two ends of the first damper 314 are respectively active with the tire 1 and the frame 318, when the tire bumps, the fixed plate 2 will move vertically upward without angular deviation, thereby avoiding the angular deviation of the tire 1. Subsequently, when the fixed plate 2 moves up and down, it will drive the second connecting rod 3110 to produce a rotational deviation. During this process, the second connecting rod 3110 will drive the transmission plate 3112 to rotate, so that the other end of the transmission plate 3112 will produce an extrusion effect on the second damper 3115, and at the same time, the cooperation with the second buffer spring 3116 can once again perform a secondary buffering effect on the bumping force of the tire 1, thereby greatly reducing the bumping force and improving the driver's driving experience.

[0040] When the entire vehicle frame 318 needs to be installed, the vehicle frame 318 is first placed in the chassis, and then the vehicle frame 318 is preliminarily installed and fixed in the chassis by bolts 322. At this time, the positioning holes at the bottom of the mounting plate 321 will correspond to the positioning holes opened in the chassis. In the process of placing the vehicle frame 318, the push rod 324 will be squeezed. At this time, the push rod 324 will drive the second rotating shaft 325 and the linkage rod 326 to move upward. At this time, the linkage rod 326 will generate a rightward thrust, thereby driving the roller 329 to move to the right. In the process of the movement of the roller 329, it will contact and squeeze the inclined block 3215. The squeezed inclined block 3215 can drive the transmission connecting plate 3214 and the limiting slide bar 3213 to move to the left. The movement of the limiting slide bar 3213 can drive the connecting plate 3211 and the positioning rod 3210 to move. At the same time, the connecting plate 3211 will stretch the second spring 3212. At the same time, the positioning rod 3210 will be separated from the inner wall of the positioning hole at the bottom of the mounting plate 321 until the positioning hole on the mounting plate 321 corresponds to the positioning hole opened inside the chassis. The push rod 324 can be loosened. In this way, the positioning rod 3210 can be inserted into it through the rebound effect of the first spring 323 and the second spring 3212 to complete the positioning. In this way, the mounting plate 321 can be secured and fixed to prevent the bolt 322 from loosening after a long period of driving. The positioning rod 3210 can ensure that the mounting plate 321 can always be installed and fixed in the chassis.

Claims

1. A passenger car suspension device integrating active suspension and shock absorber, comprising a tire (1); The fixing plate (2) arranged inside the tire (1) is characterized in that: The fixing plate (2) is provided with a buffering and shock absorbing mechanism (31), the buffering and shock absorbing mechanism (31) is provided with a mounting mechanism (32), and the buffering and shock absorbing mechanism (31) comprises a universal joint (311) fixedly connected to the outer wall of the fixing plate (2): A ball (312) is movably arranged inside the universal joint (311); a connecting rod (313) is fixedly connected to the outer wall of one end of the ball (312); an end of the connecting rod (313) away from the ball (312) is fixedly connected to a first damper (314); an inner end of the first damper (314) is fixedly connected to a first buffer spring (315); the other end of the first buffer spring (315) is fixedly connected to the inner outer wall of the other end of the first damper (314); The outer wall of one end of the connecting rod (314) away from the connecting rod (313) is fixedly connected to a first connecting rod (316), a first hinge seat (317) is movably arranged inside the first connecting rod (316), and a frame (318) is fixedly connected to the bottom end of the first hinge seat (317), and the outer wall of the fixing plate (2) is located between the universal joints (311) and is fixedly connected to a second hinge seat (319), and a second connecting rod (3110) is movably arranged on the second hinge seat (319), and the second connecting rod (3110) is away from the connecting rod (313). The second hinge seat (319) is movably provided with a third hinge seat (3111), one end of the third hinge seat (3111) is provided with a transmission plate (3112), the outer wall of the transmission plate (3112) is fixedly connected with a first rotating shaft (3113), one end of the first rotating shaft (3113) away from the transmission plate (3112) is fixedly connected to the vehicle frame (318), the outer wall of the end of the transmission plate (3112) away from the third hinge seat (3111) is fixedly connected with a fourth hinge seat (3114), the fourth hinge seat ( A second damper (3115) is movably arranged on the fourth hinge seat (3114), one end of the inner side of the second damper (3115) is fixedly connected to a second buffer spring (3116), the other end of the second buffer spring (3116) is fixedly connected to the inner outer wall of the other end of the second damper (3115), and one end of the second damper (3115) away from the fourth hinge seat (3114) is fixedly connected to a support plate (3117), and the support plate (3117) is fixedly connected to the top of the frame (318).

2. The car suspension device integrating active suspension and shock absorber according to claim 1, characterized in that: The mounting mechanism (32) comprises a mounting plate (321) fixedly connected to the outer wall of the vehicle frame (318); a bolt (322) is threadedly connected to the top of the mounting plate (321); a positioning hole is provided at the bottom of the mounting plate (321); a positioning rod (3210) is movably provided on the inner wall of the positioning hole; one end of the positioning rod (3210) is fixedly connected to a connecting plate (3211); an outer wall of one end of the connecting plate (3211) is fixedly connected to a first spring (323); an end of the first spring (323) away from the connecting plate (3211) is fixedly connected to the outer wall of the mounting plate (321); an end of the connecting plate (3211) away from the second spring (3212) is fixedly connected to a limiting sliding rod (3213); an outer wall of the limiting sliding rod (3213) is fixedly connected to a transmission connecting plate (3214); The end of the transmission link plate (3214) away from the limiting slide rod (3213) is fixedly connected to the limiting plate (328), the outer wall of the transmission link plate (3214) is fixedly connected to an inclined block (3215), the bottom end of the frame (318) is provided with a sliding hole, the top of the inner wall of the sliding hole is fixedly connected to a first spring (323), the first spring (323) is fixedly connected to the end of the inner wall of the sliding hole away from the first spring (323) The outer wall of the end of the push rod (324) away from the first spring (323) is rotatably provided with a second rotating shaft (325), the outer wall of the second rotating shaft (325) is fixedly connected to a linkage rod (326), the end of the linkage rod (326) away from the second rotating shaft (325) is fixedly connected to a fifth hinge seat (327), and the end of the fifth hinge seat (327) away from the linkage rod (326) is fixedly connected to a roller (329).

3. The car suspension device integrating active suspension and shock absorber according to claim 1, characterized in that: There are two universal joints (311), and the universal joints (311) are distributed at the upper and lower ends of the outer wall of the fixing plate (2) in an upper and lower symmetrical structure.

4. The car suspension device integrating active suspension and shock absorber according to claim 1, characterized in that: The outer walls of both sides of the frame (318) are provided with grooves, and the end of the first rotating shaft (3113) away from the transmission plate (3112) is rotatably connected to the inner wall thereof through a bearing.

5. The car suspension device integrating active suspension and shock absorber according to claim 1, characterized in that: The transmission plate (3112) is in an "L" shape, the initial state of the first damper (314) is an inclined state, and the initial state of the second connecting rod (3110) is an inclined state.

6. The car suspension device integrating active suspension and shock absorber according to claim 2, characterized in that: The outer wall of the vehicle frame (318) is provided with a connecting hole, and the outer wall of the limiting sliding rod (3213) is slidably arranged on the inner wall of the connecting hole, and the outer wall of the limiting sliding rod (3213) fits snugly with the inner wall of the connecting hole.

7. The car suspension device integrating active suspension and shock absorber according to claim 2, characterized in that: There are two limit plates (328), and the limit plates (328) are distributed at the upper and lower ends of the transmission connecting plate (3214) in an upper and lower symmetrical structure.

8. The car suspension device integrating active suspension and shock absorber according to claim 2, characterized in that: The inner wall of the positioning hole formed at the bottom end of the outer wall of the mounting plate (321) fits snugly with the outer wall of the positioning rod (3210).

9. The car suspension device integrating active suspension and shock absorber according to claim 2, characterized in that: The number of the bolts (322) is three, and the bolts (322) are evenly and equidistantly distributed at the top end of the mounting plate (321).

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