Automobile damping suspension device

Abstract

The invention relates to the technical field of damping devices, and provides an automobile damping suspension device which comprises a damper and a spiral spring, the damper comprises a working cylinder barrel and a piston rod axially and movably connected to the working cylinder barrel, and the peripheral side of the working cylinder barrel is fixedly sleeved with a fixed carrying table; the peripheral side of the piston rod is sleeved with a rotary carrying table and a movable carrying table, the rotary carrying table is rotationally arranged on the piston rod, and a rotary driving mechanism is arranged between the rotary carrying table and the piston rod; the movable carrying table is located between the fixed carrying table and the rotary carrying table, the movable carrying table is axially arranged on the piston rod in a sliding mode, and the spiral spring is arranged between the fixed carrying table and the movable carrying table; and a rotary lifting mechanism is arranged between the movable carrying table and the rotary carrying table. On the basis, the elastic force of the spiral spring in the initial state can be adaptively adjusted, so that the elastic force of the spiral spring can be correspondingly changed under the condition that different numbers of passengers are carried, and the situation that an automobile bumps greatly during driving due to the fact that the elastic force of the spiral spring is too large is reduced.

Description

Technical Field

[0001] The present application relates to the technical field of shock absorbing devices, and in particular to a shock absorbing suspension device for an automobile. 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, and to cushion the impact forces transmitted to the frame or body by uneven roads, and to attenuate the vibrations caused thereby, so as to ensure smooth driving of the car.

[0003] Generally speaking, a car's suspension system is divided into two types: non-independent suspension and independent suspension. The wheels of a non-independent suspension are installed at both ends of an integral axle. When the wheel on one side bounces, the wheel on the other side also bounces accordingly, causing the entire car body to vibrate or tilt. The axle of an independent suspension is divided into two sections, and each wheel is independently installed under the frame by a coil spring. When one wheel bounces, the wheel on the other side is not affected. The wheels on both sides can move independently, improving the stability and comfort of the car.

[0004] Small cars such as family cars or commercial vehicles generally use independent suspension; the role of springs in independent suspension is crucial. The springs should be able to lift up the total weight of the entire car body, battery and passengers. In addition, independent suspension also has requirements for the elasticity of the spring. When the wheel encounters an obstacle while driving on the road, the wheel and the suspension bridge are lifted together, and the spring is compressed. In this case, if the compression of the spring is exactly equal to the maximum deformation of the spring, it is in a flexible state, and the shock absorption effect of the car is the best. If the spring is too thick and the elastic force is too large, the spring will be compressed very little when the wheel encounters an obstacle, and the bumps will be serious, which will make the passengers in the car feel inelastic and cause discomfort. In severe cases, they will jump up in the car. If the spring is too thin and the elastic force is too small, it is easy to cause the car to "nod" when braking, "lift its head" when accelerating, and have serious adverse effects of left and right tilt, which is not conducive to the steering of the car, and it is easy to cause the car to be unstable in operation, posing a safety hazard.

[0005] Given that springs play such a big role in the design of shock absorption systems for small cars, car manufacturers will design springs in advance when designing and manufacturing vehicles. The factors considered in the design are the weight of the car body plus the average weight of the maximum number of passengers in the car. Since the weight of traditional cars is very large, for example, various brand-name cars basically weigh between 1.5-2 tons, and some can reach 3 tons. In comparison, the proportion of passenger weight is very low. Even if there are 5 passengers in the car, the sum of their average weight accounts for only about 20% of the total weight of the car.

[0006] Therefore, in traditional small cars, no matter how many passengers there are, the impact on the shock absorption effect is minimal. However, for electric vehicles, due to the influence of battery capacity, the weight of the electric vehicle body is reduced. The total weight of the body and battery of the 4-seater electric vehicle currently sold on the market is generally around 600 kg. If there is only one driver in the car, the driver's weight accounts for about 10% of the total weight. If there are four passengers in the car, the total weight of the passengers accounts for about 50% of the total weight. It can be seen that in electric vehicles, the proportion of passenger weight ranges from 10% to 50%, which is a large span. In this case, the design of the shock absorption system is particularly important.

[0007] Based on this, for electric vehicles, the change in passenger weight has a great impact on the overall vehicle weight, so the traditional shock absorption system design principle is obviously unable to meet market needs; there is currently no better way to overcome this problem in the market, so electric vehicles on the market still have the disadvantage of poor shock absorption effect. When driving on roads with poor road conditions, passengers are troubled by large bumps and the riding experience is very poor, which needs to be improved. Summary of the invention

[0008] Based on this, the present application provides a shock-absorbing suspension device for an automobile, which can adaptively adjust the elastic force of the coil spring in its initial state by adjusting the compression length of the coil spring in its initial state, so that the elastic force of the coil spring can change accordingly when carrying different numbers of passengers, thereby reducing the situation where the car shakes significantly when driving due to excessive elastic force of the coil spring.

[0009] The present application provides a vehicle shock absorbing suspension device adopting the following technical solution: A shock-absorbing suspension device for an automobile comprises a shock absorber and a coil spring, wherein the shock absorber comprises a working cylinder and a piston rod axially movably connected to the working cylinder, wherein a fixed platform is provided on the outer peripheral side of the working cylinder; a rotating platform and a movable platform are provided on the outer peripheral side of the piston rod, wherein the rotating platform is rotatably arranged on the piston rod; and a rotating driving mechanism is provided between the rotating platform and the piston rod for driving the rotating platform to rotate; The movable platform is located between the fixed platform and the rotating platform. The movable platform is axially slidably arranged on the piston rod, and the coil spring is arranged between the fixed platform and the movable platform. A rotating lifting mechanism is arranged between the movable platform and the rotating platform. When the rotating platform rotates circumferentially, the rotating lifting mechanism drives the movable platform to move in the direction of approaching / moving away from the rotating platform.

[0010] By adopting the above-mentioned technical scheme, the coil spring in the present application is arranged between the fixed platform and the movable platform and is in a normal compression state, and is used to bear the total weight of the entire vehicle body, battery and passengers; when the electric car carries only one driver, the gravity that the coil spring needs to overcome is relatively small. At this time, the rotary drive mechanism is controlled to drive the rotating platform to rotate around its own central axis, and the movable platform is moved to the position closest to the fixed platform with the help of the rotary lifting mechanism, so that the elastic force of the coil spring in the initial state is relatively large, which can overcome the adverse effects of braking "nodding", acceleration "raising head" and serious left and right tilting, and improve the vehicle's handling stability.

[0011] When an electric car carries multiple passengers, the gravity that the coil spring needs to overcome becomes greater. At this time, the rotary drive mechanism is controlled to drive the rotating platform to rotate around its own central axis, and the movable platform is moved to the position farthest from the fixed platform with the help of the rotary lifting mechanism. This makes the elastic force of the coil spring relatively small in the initial state, and the compressible deformation amplitude is large, which can reduce the bumps in the driving process of the car and improve the riding experience of the passengers.

[0012] Optionally, the rotating lifting mechanism includes a support rod, the rotating platform is provided with a first mounting hole axially extending therethrough, the movable platform is provided with a second mounting hole axially extending therethrough, both ends of the support rod are respectively ball-hinged at the first mounting hole and the second mounting hole, and the support rod is normally tilted.

[0013] By adopting the above technical solution, the two ends of the support rod are respectively ball-jointed to the first mounting hole and the second mounting hole. When the rotation drive mechanism is controlled to gradually increase the projection distance between the first mounting hole and the second mounting hole, the support rod can drive the movable platform to move in the direction close to the rotating platform, thereby adjusting the elastic force of the coil spring in the initial state. Conversely, by controlling the rotation drive mechanism to gradually increase the projection distance between the first mounting hole and the second mounting hole, the support rod can drive the movable platform to move in the direction away from the rotating platform.

[0014] Optionally, a force unloading spring is provided on the outer peripheral side sleeve of the piston rod, the force unloading spring is located between the movable platform and the rotating platform, and the force unloading spring is in a normal compression state.

[0015] By adopting the above-mentioned technical solution, the setting of the unloading spring is used to weaken the force of the spiral spring on the movable platform and each support rod, which can reduce the possibility of the support rod being bent, deformed or even broken due to long-term stress, so that the support rod and the entire rotating lifting mechanism maintain a good mechanical life.

[0016] Optionally, a middle fixing sleeve of the support rod is provided with a reinforcing sleeve, and an outer diameter of the reinforcing sleeve is larger than an outer diameter of the support sleeve.

[0017] By adopting the above technical solution, the setting of the reinforced sheath can enhance the structural strength of the middle section of the support rod, reduce the possibility of bending deformation or even local fracture of the support rod due to long-term stress, and enable the support rod to maintain a good mechanical life.

[0018] Optionally, a plurality of support rods are provided, and all the support rods are arranged equidistantly around the central axis of the piston rod; and the inclination angles of the support rods are the same.

[0019] By adopting the above technical solution, the equidistant arrangement of multiple support rods can make each position of the movable platform evenly stressed, and the lateral force generated by the support rods being stressed can be offset, which is beneficial to maintaining a good mechanical life of the entire rotating lifting mechanism.

[0020] Optionally, a polygonal column sleeve, a first limit piece and a second limit piece are partially fixed on the outer peripheral side of the piston rod, wherein the first limit piece is located on the side of the rotating platform away from the working cylinder barrel, and the second limit piece is located on the side of the rotating platform close to the working cylinder barrel; the polygonal column sleeve is located between the second limit piece and the working cylinder barrel, and a cylindrical hole for the polygonal column sleeve to match and pass through is provided at the center of the movable platform, and the movable platform is always located on the outside of the polygonal column sleeve.

[0021] By adopting the above technical solution, the rotating platform is slidably sleeved on the outside of the polygonal column sleeve through the cylindrical hole, which can limit the movement of the movable platform around its own axis, that is, the movable platform can only move along the axis of the piston rod. The first limiter and the second limiter can limit the rotating platform, so that the position of the rotating platform on the piston rod can be determined, so as to conveniently control the movement of the movable platform as a basic carrier.

[0022] Optionally, the rotary drive mechanism includes a push cylinder rotatably connected to the first limit member, and a movable end of the push cylinder is movably hinged to the rotating platform; the axial direction of the push cylinder is always set at an angle to the radial direction of the rotating platform.

[0023] By adopting the above-mentioned technical solution, by setting the axial direction of the push cylinder at an angle to the radial direction of the rotating platform, the axial length of the push cylinder gradually changes when the push cylinder is actuated, which can drive the rotating platform to rotate circumferentially around the central axis of the piston rod, and then change the distance between the movable platform and the rotating platform through the rotating lifting mechanism, thereby smoothly adjusting the elastic force of the coil spring in the initial state.

[0024] Optionally, the distance between the first limit member and the second limit member is greater than the thickness of the rotating platform; the first limit member is provided with side convex teeth on the side close to the rotating platform, and the rotating platform is provided with an annular gear ring on the side close to the first limit member, and under the elastic force of the coil spring, the side convex teeth match and engage with the annular gear ring.

[0025] By adopting the above-mentioned technical scheme, the elastic force of the coil spring normally acts on the whole formed by the movable platform and the rotating platform. Since the elastic force of the coil spring is very large, the rotating platform can be normally kept against the first limit member, and the side convex teeth and the annular gear ring are kept in a state of mutual engagement, which can limit the rotation of the rotating platform when the push cylinder is not working, thereby maintaining the position of the movable platform; when it is necessary to adjust the elastic force of the coil spring in the initial state, by controlling the action of the push cylinder, the lateral thrust of the push cylinder acting on the rotating platform can cause the side convex teeth and the annular gear ring to be laterally offset, thereby driving the rotating platform to rotate at a certain angle relative to the first limit member, so as to adjust the position of the movable platform on the piston rod and smoothly change the elastic force of the coil spring in the initial state.

[0026] Optionally, a first sliding groove is provided at the end of the working cylinder away from the piston rod, and a first connecting seat is slidably installed inside the first sliding groove, and the first connecting seat is used to connect to the frame; a second sliding groove is provided at the end of the piston rod away from the working cylinder, and the extension direction of the first sliding groove is perpendicular to the extension direction of the second sliding groove; a second connecting seat is slidably installed inside the second sliding groove, and the second connecting seat is used to connect to the axle.

[0027] By adopting the above-mentioned technical scheme, the shock absorber of the present application is connected to the frame through the first connecting seat at the side end, and is connected to the axle through the second connecting seat at the other side end; after the shock absorber is fixedly installed, the first connecting seat can move inside the first sliding slot to adjust the alignment, and the second connecting seat can also move inside the second sliding slot to adjust the correspondence, thereby offsetting the lateral torque exerted on the shock absorber to a certain extent, which is beneficial to reducing the possibility of the shock absorber being bent and deformed under force; it should be noted that since the extension direction of the first sliding slot is perpendicular to the extension direction of the second sliding slot, it can prevent the shock absorber from directly detaching from the first connecting seat and the second connecting seat after lateral sliding.

[0028] Optionally, the first sliding slot is a T-shaped slot that passes through both sides, and a first T-shaped block is provided on the side of the first connecting seat, and the first T-shaped block is snap-fitted with the first sliding slot; the outer surface of the first T-shaped block and the inner wall of the first sliding slot are both ground and polished.

[0029] By adopting the above-mentioned technical solution, the first T-shaped block of the first connecting seat is slidably clamped in the T-shaped groove. By grinding and polishing the outer surface of the first T-shaped block and the inner wall of the first sliding groove, the friction coefficient between the two can be reduced, and then when the shock absorber is subjected to lateral torque, the first connecting seat and the shock absorber can move relative to each other smoothly, thereby offsetting the lateral torque exerted on the shock absorber.

[0030] In summary, the present application includes at least one of the following beneficial technical effects: 1. By adjusting the compression length of the coil spring in its initial state, the elastic force of the coil spring in its initial state can be adaptively adjusted, so that the elastic force of the coil spring can change accordingly when carrying different numbers of passengers, thereby reducing the situation where the car is bumpy due to excessive elastic force of the coil spring when driving; 2. By providing a plurality of support rods, the two ends of each support rod are respectively hinged to the movable platform and the rotating platform, so that the projection distance between the first mounting hole and the second mounting hole can be gradually changed after the rotating platform rotates, thereby driving the movable platform to rotate in a direction close to / away from the rotating platform; 3. By setting the side convex teeth and the annular gear ring, the rotating platform can keep the side convex teeth and the annular gear ring in a state of mutual engagement under the action of the elastic force of the coil spring, thereby limiting the rotation of the rotating platform when the push cylinder is not working; by controlling the action of the push cylinder, the lateral thrust of the push cylinder acting on the rotating platform can cause the side convex teeth and the annular gear ring to be laterally offset, thereby driving the rotating platform to rotate at a certain angle relative to the first limit member. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] Figure 1 is a schematic diagram of the overall structure of the shock absorbing suspension device in Example 1 of the present application; Figure 2 is a schematic structural diagram of the shock absorber in Example 1 of the present application; Figure 3 It is a partial cross-sectional view of the mounting structure on the piston rod in Example 1 of the present application, which mainly reflects the structure of the rotary lifting mechanism; Figure 4 It is a partial structural diagram of the shock absorber in Example 1 of the present application, which mainly reflects the structure of the rotation drive mechanism; Figure 5 It is a partial schematic diagram of the mounting structure on the piston rod in Example 2 of the present application, mainly showing the structure of the rotating platform, the first limiting member and the second limiting member; Figure 6 is a schematic structural diagram of the shock absorber in Example 3 of the present application; Figure 7 yes Figure 6 Enlarged view of point A in the middle.

[0032] Explanation of the reference numerals: 1. shock absorber; 2. working cylinder; 21. first sliding slot; 22. first connecting seat; 23. first T-shaped block; 3. piston rod; 31. polygonal column sleeve; 32. first limit piece; 321. side convex teeth; 33. second limit piece; 34. unloading spring; 35. second sliding slot; 36. second connecting seat; 361. second T-shaped block; 4. spiral spring; 5. fixed platform; 6. rotating platform; 61. plug-in hole; 62. first mounting hole; 63. first ball bearing; 64. vertical rod; 65. annular gear ring; 7. movable platform; 71. cylindrical hole; 72. second mounting hole; 73. second ball bearing; 8. rotating lifting mechanism; 81. support rod; 811. ball head; 82. reinforcing sleeve; 9. rotating drive mechanism; 91. push cylinder; 92. ball ring; 10. suspension mechanism. DETAILED DESCRIPTION

[0033] The following is combined with Figure 1-7 This application is described in further detail. Example 1

[0034] The embodiment of the present application discloses a shock-absorbing suspension device for an automobile.

[0035] Reference Figure 1 , a shock absorbing suspension device for an automobile, comprising a shock absorber 1, a coil spring 4 and a suspension mechanism 10; wherein, at the same time, referring to Figure 2 The shock absorber 1 includes a working cylinder 2 and a piston rod 3 axially movably connected to the working cylinder 2. An end of the working cylinder 2 away from the piston rod 3 is provided with an integrally formed first connecting seat 22, and the working cylinder 2 is rotatably connected to the frame of the automobile through the first connecting seat 22; an end of the piston rod 3 away from the working cylinder 2 is provided with an integrally formed second connecting seat 36, and the piston rod 3 is rotatably connected to the axle of the suspension mechanism 10 through the second connecting seat 36.

[0036] Specific reference Figure 2 The outer peripheral side of the working cylinder 2 is provided with a fixed platform 5, and the outer peripheral side of the piston rod 3 is provided with a rotating platform 6 and a movable platform 7; wherein, referring to Figure 3 An axially through-going plug hole 61 is opened at the center of the rotating platform 6, and the inner diameter of the plug hole 61 is equal to the outer diameter of the piston rod 3. After the rotating platform 6 is sleeved on the piston rod 3 through the plug hole 61, the rotating platform 6 can rotate circumferentially around the central axis of the piston rod 3.

[0037] In addition, a first limit member 32 and a second limit member 33 are partially fixedly sleeved on the outer peripheral side of the piston rod 3. The first limit member 32 is located on the side of the rotating platform 6 away from the working cylinder barrel 2, and the second limit member 33 is located on the side of the rotating platform 6 close to the working cylinder barrel 2; in the present embodiment, the first limit member 32 and the second limit member 33 can respectively abut against two opposite side surfaces of the rotating platform 6, so as to limit the axial movement of the rotating platform 6, so that the rotating platform 6 can only rotate circumferentially around the central axis of the piston rod 3.

[0038] A polygonal column sleeve 31 is partially provided on the outer peripheral side of the piston rod 3. The polygonal column sleeve 31 is fixedly sleeved on the piston rod 3, and the polygonal column sleeve 31 is located between the second limit piece 33 and the working cylinder 2. In this embodiment, the cross-sectional shape of the polygonal column sleeve 31 is a regular hexagon. It can be understood that in other feasible implementations, the cross-sectional shape of the polygonal column sleeve 31 can also be a triangle, a quadrilateral or a pentagon, etc., and the method shown in this embodiment is not taken as an example.

[0039] Back to Figure 2 , the movable platform 7 is located between the fixed platform 5 and the rotating platform 6; with reference to the body 3, an axially through cylindrical hole 71 is opened at the center of the movable platform 7, and the inner dimension of the cylindrical hole 71 is set equal to the outer dimension of the polygonal column sleeve 31; the movable platform 7 is movably sleeved in the polygonal column sleeve 31 through the cylindrical hole 71, and the movable platform 7 is always located outside the polygonal column sleeve 31, which can limit the circumferential rotation of the movable platform 7, so that the movable platform 7 can only move along the axial direction of the piston rod 3.

[0040] Reference Figure 4 A rotating lifting mechanism 8 is provided between the movable platform 7 and the rotating platform 6, wherein the rotating lifting mechanism 8 comprises a plurality of support rods 81, all of which are arranged equidistantly around the central axis of the piston rod 3; both ends of each support rod 81 are provided with a ball head 811, and the outer diameter of the ball head 811 is larger than the outer diameter of the support rod 81. In addition, a reinforcing sheath 82 is provided in the middle of the support rod 81, and the reinforcing sheath 82 in this embodiment is made of high-strength alloy steel, and is fixed to the support rod 81 by a key connection, which can enhance the structural strength of the support rod 81 and reduce the possibility of bending deformation or even partial fracture of the support rod 81 due to long-term stress.

[0041] Back to Figure 3 The rotating platform 6 is provided with a first mounting hole 62 which is axially penetrated, a first ball bearing 63 is fixed in the first mounting hole 62, a ball head 811 at one end of the support rod 81 is rotatably mounted on the first ball bearing 63, and the support rod 81 is ball-hinged to the rotating platform 6; meanwhile, referring to Figure 4The movable platform 7 is provided with a second mounting hole 72 which passes axially therethrough, a second ball bearing 73 is fixed in the second mounting hole 72 , and a ball head 811 at the other end of the support rod 81 is rotatably mounted on the second ball bearing 73 , thereby making the support rod 81 ball-hinged to the movable platform 7 .

[0042] It should be noted here that the support rods 81 in this embodiment are normally arranged at an angle. When the rotating platform 6 rotates, the distance from the projection position of the second mounting hole 72 on the rotating platform 6 to the first mounting hole 62 continues to change, which can drive the movable platform 7 to move toward / away from the rotating platform 6; and the inclination angle of each support rod 81 is the same, which is conducive to maintaining a balanced force at various locations of the movable platform 7, thereby maintaining a good mechanical life of the movable platform 7 and each support rod 81.

[0043] Back to Figure 2 The coil spring 4 is sleeved on the working cylinder 2, one end of the coil spring 4 is pressed against the fixed platform 5, and the other end is pressed against the movable platform 7; the coil spring 4 can always generate elastic force acting on the movable platform 7, thereby forcing the movable platform 7 to move away from the fixed platform 5. Figure 3 A unloading spring 34 is also sleeved on the outer peripheral side of the piston rod 3. The unloading spring 34 is located between the movable platform 7 and the rotating platform 6. One end of the unloading spring 34 is pressed against the movable platform 7, and the other end is pressed against the rotating platform 6. The unloading spring 34 is in a normal compression state, and can always generate an elastic force acting on the movable platform 7 to offset the elastic force of the coil spring 4 acting on the movable platform 7, which is also beneficial to prolonging the mechanical life of the support rod 81.

[0044] It should be noted here that the maximum elastic force K1 of the coil spring 4 in this embodiment is predetermined through experiments. Based on the maximum passenger capacity of the electric vehicle of 4 people, the weight M that the coil spring 4 needs to support is the sum of the average weight of the driver and 4 passengers plus the total weight of the car and the battery, satisfying the following relationship: K1 / (M*9.8)=1-1.2; and the elastic force K2 of the unloading spring 34 needs to be much smaller than the elastic force of the coil spring 4 at each initial position, satisfying the following relationship: K2=(1 / 10-1 / 8)K1.

[0045] Back to Figure 4A rotary drive mechanism 9 is also provided between the rotating platform 6 and the piston rod 3, which can be used to drive the rotating platform 6 to rotate in the circumferential direction, thereby driving the movable platform 7 to move along the axial direction of the piston rod 3. Specifically, the rotary drive mechanism 9 includes at least one push cylinder 91, the cylinder body of the push cylinder 91 is rotatably connected to the side of the first limit member 32 away from the rotating platform 6, and a ball ring 92 is fixed to the movable end of the push cylinder 91, and the center of the ball ring 92 is provided with an axially penetrating through hole; a vertical rod 64 is vertically fixed to the side of the rotating platform 6 away from the working cylinder barrel 2, and the outer diameter of the vertical rod 64 is equal to the inner diameter of the through hole. By matching the vertical rod 64 and penetrating the through hole, the ball ring 92 can rotate circumferentially around the central axis of the vertical rod 64. It should be noted that in this embodiment, the axial direction of the push cylinder 91 is always set at an angle to the radial direction of the rotating platform 6.

[0046] The implementation principle of Example 1 of the present application is: When the electric vehicle carries only one driver, the gravity that the coil spring 4 needs to overcome is relatively small. At this time, the push cylinder 91 is controlled to drive the rotating platform 6 to rotate around its own central axis, and the support rod 81 is used to push the movable platform 7 to the position closest to the fixed platform 5, so that the elastic force of the coil spring 4 in the initial state is relatively large, and the compressible deformation amplitude is small, which can overcome the adverse effects of braking "nodding", accelerating "raising head" and serious left and right roll, and improve the vehicle's handling stability. This state can be set on the central control of the electric vehicle as an unloaded mode.

[0047] When the electric vehicle carries multiple passengers, the gravity that the coil spring 4 needs to overcome becomes larger. At this time, the push cylinder 91 is controlled to drive the rotating platform 6 to rotate around its own central axis, and the support rod 81 is used to push the movable platform 7 to the position farthest from the fixed platform 5, so that the elastic force of the coil spring 4 in the initial state is relatively small, and the compressible deformation amplitude is large, which can reduce the bumps during the driving of the car and improve the riding experience of passengers. Corresponding settings can be made on the central control of the electric vehicle according to the specific number of passengers, such as single passenger mode, double passenger mode, etc. Example 2

[0048] Reference Figure 5 The embodiment of the present application discloses a shock-absorbing suspension device for an automobile, and the remaining components are the same as those in the embodiment 1, and are not described one by one here; the difference from the embodiment 1 is that, in the embodiment, the distance between the first limit member 32 and the second limit member 33 is greater than the thickness of the rotating platform 6, so that the rotating platform 6 can move axially a certain distance in the area between the first limit member 32 and the second limit member 33; and the coil spring 4 is normally pressed against the movable platform 7 and generates an elastic force acting on the movable platform 7, which can make the rotating platform 6 normally pressed against the first limit member 32.

[0049] The first stopper 32 is provided with a plurality of side convex teeth 321 on the side close to the rotating platform 6. In this embodiment, the number of the side convex teeth 321 is set to 4, and all the side convex teeth 321 are equidistantly arranged on the outer peripheral edge of the first stopper 32. The rotating platform 6 is provided with an annular gear ring 65 on the side close to the first stopper 32. The annular gear ring 65 is located inside each vertical rod 64, and under the elastic force of the coil spring 4, each side convex tooth 321 can match and bite with the annular gear ring 65 to limit the free rotation of the rotating platform 6.

[0050] When the push cylinder 91 is in action, the lateral thrust exerted by the push cylinder 91 on the rotating platform 6 can overcome the elastic force component exerted on the first limit member 32, causing the side convex teeth 321 and the annular gear ring 65 to be laterally offset. At this time, the vertical rod 64 can move inside the perforation, thereby causing the rotating platform 6 to rotate at a certain angle relative to the first limit member 32, so as to adjust the action of the movable platform 7 on the piston rod 3 and smoothly change the elastic force of the coil spring 4 in the initial state.

[0051] The implementation principle of Example 2 of the present application is: In the present application, the elastic force of the coil spring 4 normally acts on the whole formed by the movable platform 7 and the rotating platform 6. Since the elastic force of the coil spring 4 is very large, the rotating platform 6 can normally remain in contact with the first limit member 32, and the side convex teeth 321 and the annular gear ring 65 remain in a state of mutual engagement, which can limit the rotation of the rotating platform 6 when the push cylinder 91 is not working, thereby maintaining the position of the movable platform 7.

[0052] When it is necessary to adjust the elastic force of the coil spring 4 in the initial state, by controlling the action of the push cylinder 91, the lateral thrust of the push cylinder 91 on the rotating platform 6 can cause the side convex teeth 321 and the annular gear ring 65 to be laterally offset, thereby driving the rotating platform 6 to rotate at a certain angle relative to the first limit member 32, so as to adjust the position of the movable platform 7 on the piston rod 3 and smoothly change the elastic force of the coil spring 4 in the initial state. Example 3

[0053] The embodiment of the present application discloses a shock-absorbing suspension device for an automobile.

[0054] Reference Figure 6 The embodiment of the present application discloses a shock-absorbing suspension device for an automobile, and the remaining components are the same as those in Embodiment 1 or Embodiment 2, and are not described one by one here; the difference from Embodiment 1 or Embodiment 2 is that the first connecting seat 22 in this embodiment is slidably mounted on the end of the working cylinder 2, and the second connecting seat 36 is slidably mounted on the end of the piston rod 3.

[0055] Specifically, a first sliding groove 21 is provided at one end of the working cylinder 2 away from the piston rod 3, and both sides of the first sliding groove 21 respectively penetrate the outer peripheral side of the piston rod 3, and the cross-sectional shape of the first sliding groove 21 is T-shaped; an integrally formed first T-shaped block 23 is provided on the side of the first connecting seat 22, and the shape of the first T-shaped block 23 is the same as that of the first sliding groove 21, so that the first T-shaped block 23 can be slidably clamped inside the first sliding groove 21.

[0056] Also refer to Figure 7 The end of the piston rod 3 away from the working cylinder 2 is provided with a second sliding groove 35, the two sides of which are respectively connected to the outer peripheral side of the piston rod 3, and the cross-sectional shape of the second sliding groove 35 is T-shaped; the side of the second connecting seat 36 is provided with an integrally formed second T-shaped block 361, the shape of the second T-shaped block 361 is the same as that of the second sliding groove 35, so that the second T-shaped block 361 can be slidably clamped inside the second sliding groove 35. It should be noted here that the extension direction of the first sliding groove 21 is perpendicular to the extension direction of the second sliding groove 35, so as to prevent the shock absorber 1 from directly detaching from the first connecting seat 22 and the second connecting seat 36 after lateral sliding.

[0057] In addition, in this embodiment, the surface of the first T-shaped block 23, the surface of the second T-shaped block 361, the inner wall of the first sliding groove 21 and the inner wall of the second sliding groove 35 are all polished to reduce the friction coefficient of the surface, so that when the shock absorber 1 is subjected to lateral torque, the shock absorber 1 can move relative to the first connecting seat 22 / second connecting seat 36 to offset the lateral torque exerted on the shock absorber 1.

[0058] The implementation principle of Example 3 of the present application is: During the driving of the car, the shock absorber 1 will inevitably be subjected to lateral torque. At this time, the first connecting seat 22 is moved in the first sliding groove 21 to adjust the alignment, or the second connecting seat 36 is moved in the second sliding groove 35 to adjust the alignment. This can offset the lateral torque exerted on the shock absorber 1 to a certain extent, which is beneficial to reducing the possibility of bending and deformation of the shock absorber 1 under force, so that the shock absorber 1 maintains a good mechanical life.

[0059] The above are preferred embodiments of the present application, and the protection scope of the present application is not limited thereto. Therefore, any equivalent changes made according to the structure, shape, and principle of the present application should be included in the protection scope of the present application.

Claims

1. A shock absorbing suspension device for an automobile, comprising a shock absorber (1) and a coil spring (4), characterized in that: The shock absorber (1) comprises a working cylinder (2) and a piston rod (3) axially movably connected to the working cylinder (2); a fixed platform (5) is provided on the outer peripheral side of the working cylinder (2); a rotating platform (6) and a movable platform (7) are provided on the outer peripheral side of the piston rod (3); the rotating platform (6) is rotatably arranged on the piston rod (3); a rotating driving mechanism (9) is provided between the rotating platform (6) and the piston rod (3) for driving the rotating platform (6) to rotate; The movable platform (7) is located between the fixed platform (5) and the rotating platform (6); the movable platform (7) is axially slidably arranged on the piston rod (3); the coil spring (4) is arranged between the fixed platform (5) and the movable platform (7); a rotating lifting mechanism (8) is arranged between the movable platform (7) and the rotating platform (6); when the rotating platform (6) rotates circumferentially, the rotating lifting mechanism (8) drives the movable platform (7) to move in a direction close to / away from the rotating platform (6).

2. The automobile shock absorbing suspension device according to claim 1, characterized in that: The rotary lifting mechanism (8) comprises a support rod (81), the rotary platform (6) is provided with a first mounting hole (62) which is axially penetrated, the movable platform (7) is provided with a second mounting hole (72) which is axially penetrated, the two ends of the support rod (81) are respectively ball-jointed to the first mounting hole (62) and the second mounting hole (72), and the support rod (81) is normally inclined.

3. The automobile shock absorbing suspension device according to claim 2, characterized in that: A force unloading spring (34) is sleeved on the outer peripheral side of the piston rod (3), the force unloading spring (34) is located between the movable carrier (7) and the rotating carrier (6), and the force unloading spring (34) is in a normal compression state.

4. The automobile shock absorbing suspension device according to claim 2, characterized in that: A reinforcing sleeve (82) is provided on the middle fixed sleeve of the support rod (81), and the outer diameter of the reinforcing sleeve (82) is greater than the outer diameter of the support sleeve.

5. The automobile shock absorbing suspension device according to claim 2, characterized in that: A plurality of support rods (81) are provided, and all support rods (81) are arranged equidistantly around the central axis of the piston rod (3); and the inclination angles of the support rods (81) are all the same.

6. The automobile shock absorbing suspension device according to claim 1, characterized in that: A polygonal column sleeve (31), a first limiting member (32) and a second limiting member (33) are partially fixed to the outer peripheral side of the piston rod (3), wherein the first limiting member (32) is located on the side of the rotating platform (6) away from the working cylinder barrel (2), and the second limiting member (33) is located on the side of the rotating platform (6) close to the working cylinder barrel (2); the polygonal column sleeve (31) is located between the second limiting member (33) and the working cylinder barrel (2), and a cylindrical hole (71) for the polygonal column sleeve (31) to match and pass through is provided at the center of the movable platform (7), and the movable platform (7) is always located outside the polygonal column sleeve (31).

7. The automobile shock absorbing suspension device according to claim 5, characterized in that: The rotary drive mechanism (9) comprises a push cylinder (91) rotatably connected to the first limit member (32), the movable end of the push cylinder (91) being movably hinged to the rotary platform (6); the axial direction of the push cylinder (91) is always arranged at an angle to the radial direction of the rotary platform (6).

8. The automobile shock absorbing suspension device according to claim 5, characterized in that: The distance between the first limiting member (32) and the second limiting member (33) is greater than the thickness of the rotating platform (6); a side convex tooth (321) is provided on the side of the first limiting member (32) close to the rotating platform (6); and an annular gear ring (65) is provided on the side of the rotating platform (6) close to the first limiting member (32); under the elastic force of the coil spring (4), the side convex tooth (321) and the annular gear ring (65) are matched and engaged.

9. The automobile shock absorbing suspension device according to claim 1, characterized in that: A first sliding groove (21) is provided at one end of the working cylinder (2) away from the piston rod (3), a first connecting seat (22) is slidably mounted inside the first sliding groove (21), and the first connecting seat (22) is used to be connected to the vehicle frame; a second sliding groove (35) is provided at one end of the piston rod (3) away from the working cylinder (2), and the extension direction of the first sliding groove (21) is perpendicular to the extension direction of the second sliding groove (35); a second connecting seat (36) is slidably mounted inside the second sliding groove (35), and the second connecting seat (36) is used to be connected to the vehicle axle.

10. The automobile shock absorbing suspension device according to claim 9, characterized in that: The first sliding groove (21) is a T-shaped groove with two sides extending therethrough. A first T-shaped block (23) is provided on the side of the first connecting seat (22). The first T-shaped block (23) is engaged and adapted with the first sliding groove (21). The outer surface of the first T-shaped block (23) and the inner side wall of the first sliding groove (21) are both polished and ground.

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