Automobile damping device

Abstract

The invention discloses an automobile damping device which comprises an automobile frame, a protective plate arranged on one side of the automobile frame and a damping mechanism arranged between the automobile frame and the protective plate, a sliding frame is arranged between the damping mechanism and the automobile frame and fixedly connected with the automobile frame, and the damping mechanism comprises a first buffering structure and a second buffering structure. The first buffer structure is used for directly buffering and damping the protective plate in the vertical direction when the protective plate is impacted, and the second buffer structure is used for indirectly buffering and damping the protective plate in the horizontal direction when the protective plate is impacted. Buffering and damping are directly conducted on the protection plate in the vertical direction through the first buffering structure, meanwhile, buffering and damping are indirectly conducted on the protection plate in the horizontal direction through the second buffering structure, the buffering assemblies in the first buffering structure and the second buffering structure are installed in different directions of one side of the vehicle frame correspondingly, and multi-point buffering connection is achieved; a plurality of supporting points are used for sharing the impact force borne by the protection plate, connecting points are prevented from being broken, and the situation that the frame is damaged due to large impact is effectively prevented.

Description

Technical Field

[0001] The invention relates to the technical field of automobile shock absorption, in particular to an automobile shock absorption device. Background Art

[0002] For medium or large cars, due to the high mass of the car itself, once a dangerous situation occurs while the car is driving at high speed, especially a rear-end collision or a collision, the car will be subjected to a greater impact force, and it is easy to cause serious damage to the car and the people inside the car when a collision occurs.

[0003] After searching, the patent document with the announcement number CN110949293B provides a car bracket shock-absorbing device, in which the external bracket for anti-collision protection is connected to the frame through the load-bearing bottom plate. When the external bracket is hit, it will rotate around the connection point with the load-bearing bottom plate. This single-point connection method may cause the connection point to break when the car is hit strongly. The connection between the external bracket and the frame is not stable enough. At the same time, the impact force received by the external bracket will be fed back to the frame through the connection point. The frame needs to withstand greater pressure at the connection position. The single-point connection method cannot evenly distribute these pressures to the frame. When the frame is hit, the connection with the external bracket may be dented. Therefore, a car shock-absorbing device is proposed that can be connected to the frame at multiple points, the connection is more stable, the impact pressure can be evenly distributed to the frame, and the connection point can be avoided. The dent can provide sufficient shock-absorbing protection for the frame. Summary of the invention

[0004] The object of the present invention is to provide a vehicle shock absorbing device to solve the problems of unstable connection and easy depression of connection points proposed in the above background technology.

[0005] To achieve the above object, the present invention provides the following technical solutions:

[0006] A vehicle shock absorbing device comprises a vehicle frame, a guard plate arranged on one side of the frame, and a shock absorbing mechanism arranged between the frame and the guard plate, a slide frame is arranged between the shock absorbing mechanism and the frame, the slide frame is connected and fixed to the frame, the shock absorbing mechanism comprises a first buffer structure and a second buffer structure, the first buffer structure is used for directly buffering and shock absorbing the guard plate in the vertical direction when the guard plate is hit, and the second buffer structure is used for indirectly buffering and shock absorbing the guard plate in the horizontal direction when the guard plate is hit, buffer components are arranged in the first buffer structure and the second buffer structure, and a plurality of the buffer components are respectively connected to different positions on one side of the frame for evenly distributing the impact force to the frame.

[0007] As a further solution of the present invention: the shock absorbing mechanism includes a base, the base is a special-shaped structure with a stepped upper and a round lower cross-section, the guard plate is fixed on the base, both sides of the base are rotatably connected to contact wheels through brackets, one side of the two contact wheels is provided with a contact plate, the two contact wheels are inclined facing one side of the contact plate and the bottom ends of the two contact wheels are against the contact plate, the contact plate is slidably connected to the slide, a connecting piece is fixed at the middle position of the bottom of the contact plate, a joint is rotatably connected to the connecting piece, the buffer assembly is provided at the bottom of the joint, the bottom end of the buffer assembly is connected and fixed to the frame, the base, the contact wheel, the contact plate, the connecting piece, the joint and the buffer assembly cooperate with each other to form the first buffer structure in the vertical direction of the guard plate.

[0008] As a further solution of the present invention: a second connecting shaft is fixedly connected to the lower end of the base, both ends of the second connecting shaft extend to the outside of the base, one end of the second connecting shaft is rotatably connected to the frame, and a crank is fixed to the other end of the second connecting shaft, and the end of the crank handle body away from the second connecting shaft is rotatably connected to a transmission rod, a gear is provided on the side of the outside of the base corresponding to the transmission rod, a first connecting shaft is provided on the gear, the gear is rotatably connected to the frame via the first connecting shaft, one end of the transmission rod is eccentrically connected to one side of the gear, and guide rails are provided on the upper and lower sides of the gear. The two guide rails are connected and fixed to the frame, and racks are slidably connected to the two guide rails. The two racks are respectively meshed and connected to the upper and lower sides of the gear. The buffer components are provided at the ends of the two racks away from the gear. One end of the two buffer components is connected and fixed to the frame. The crank, the transmission rod, the gear, the rack and the buffer component cooperate with each other to form the second buffer structure in the horizontal direction of the guard plate. The first buffer structure and the second buffer structure cooperate with each other and act on the guard plate synchronously, so as to buffer and reduce shock to the guard plate from two different directions at the same time.

[0009] As a further solution of the present invention: the buffer component includes a first elastic shock absorbing structure, a second elastic shock absorbing structure, an elastic force adjustment structure, a damping structure and an oil bath buffer protection structure; the first elastic shock absorbing structure is used to provide preliminary buffering protection to the buffer component when it is impacted; the second elastic shock absorbing structure is used to provide secondary buffering protection to the buffer component when it is impacted; the first elastic shock absorbing structure and the second elastic shock absorbing structure cooperate with each other and act synchronously to provide sufficient shock absorbing protection for the guard plate; the elastic force adjustment structure is used to adjust the supporting strength of the buffer component; the damping structure is used to enable the buffer component to better absorb and release pressure; and the oil bath buffer protection structure is used to further improve the buffering efficiency of the buffer component.

[0010] As a further solution of the present invention: the buffer assembly includes a damping hydraulic cylinder, a piston cylinder is slidably connected to the damping hydraulic cylinder, one end of the piston cylinder extends to the top of the damping hydraulic cylinder, a piston rod is slidably connected to the piston cylinder, one end of the piston rod extends to the top of the piston cylinder, and an upper support is fixed to the top of the piston rod, a lower support is fixed to the bottom end of the damping hydraulic cylinder, a first piston is fixed to the bottom end of the piston rod, the first piston is slidably sealed in the piston cylinder, the piston cylinder is a cylinder structure with an opening at the bottom end, and a second piston is fixed to the bottom end of the piston cylinder, the second piston is slidably sealed in the damping hydraulic cylinder, a second spring is arranged inside the piston cylinder, and the upper and lower ends of the second spring are respectively connected and fixed to the first piston and the second piston, the piston rod, the first piston, the second piston and the second spring cooperate with each other to form the first elastic shock absorbing structure inside the piston cylinder, the piston cylinder and the damping hydraulic cylinder are sleeved with a first spring on the outside, the piston cylinder, the damping hydraulic cylinder and the first spring cooperate with each other to form the second elastic shock absorbing structure outside the damping hydraulic cylinder.

[0011] As a further solution of the present invention: an upper supporting ring is sleeved and fixed on the top end of the piston cylinder, and a threaded cylinder is sleeved and fixed on the lower end of the damping hydraulic cylinder, the outer surface of the threaded cylinder is provided with threads, and the threaded cylinder is connected to an adjusting nut through the threads on its outer surface, the top of the adjusting nut is rotatably connected to a lower supporting ring, and the lower supporting ring is sleeved on the outside of the damping hydraulic cylinder, and the first spring is arranged between the lower supporting ring and the upper supporting ring, and the upper and lower ends of the first spring are respectively fixed on the upper supporting ring and the lower supporting ring, the elastic coefficient of the first spring is greater than the elastic coefficient of the second spring, and the elastic coefficient of the first spring is adjustable, the adjusting nut, the lower supporting ring and the upper supporting ring cooperate with each other to jointly constitute an elastic force adjustment structure for the first spring, which is used to adjust the elastic coefficient of the first spring and thereby adjust the supporting force of the damping hydraulic cylinder on the piston cylinder.

[0012] As a further solution of the present invention: a plurality of first throttling holes are opened at equal intervals on the outer circumference of the inner wall of the second piston, and the plurality of first throttling holes are all arranged on the outer side of the piston cylinder. The interior of the damping hydraulic cylinder is divided by the second piston to form two upper and lower cavities, and the upper and lower cavities are connected through the plurality of first throttling holes. The interior of the damping hydraulic cylinder is filled with hydraulic oil. The first throttling holes, the damping hydraulic cylinder and the hydraulic oil therein cooperate with each other to form a damping structure for the second piston, which is used to prevent the first spring from compressing or rebounding too quickly, so that the buffer assembly can better absorb and release pressure.

[0013] As a further solution of the present invention: a second throttling hole is opened at the center of the inner wall of the second piston, and the piston cylinder and the damping hydraulic cylinder are connected to each other through the second throttling hole. The damping hydraulic cylinder, the hydraulic oil inside the damping hydraulic cylinder and the second throttling hole cooperate with each other to form an oil bath buffering protection structure for the second spring inside the piston cylinder, which is used for oil bath cooling and damping of the second spring.

[0014] As a further solution of the present invention: a groove is provided on the outer wall of the guard plate, and a plurality of rollers are rotatably connected in the groove at equal intervals.

[0015] Compared with the prior art, the present invention has the following beneficial effects:

[0016] In the present invention, the guard plate is directly buffered and shock-absorbed from a vertical direction by the first buffer structure, and the guard plate is indirectly buffered and shock-absorbed from a horizontal direction by the second buffer structure. The first buffer structure and the second buffer structure cooperate with each other to buffer and shock-absorb the guard plate at the same time. The buffer components in the first buffer structure and the second buffer structure are respectively installed at different positions on one side of the frame to achieve multi-point buffering connection, and the impact force on the guard plate is shared by multiple support points to prevent the connection points from breaking and effectively prevent the frame from being damaged by a large impact. A multi-stage elastic shock-absorbing structure is arranged in the buffer component. The multi-stage elastic shock-absorbing structure buffers the impact force multiple times, and the shock-absorbing and buffering effect is better. At the same time, the spring elasticity in the buffer component is adjustable to meet different shock-absorbing needs. A damping structure is also arranged in the buffer component to prevent the spring from rebounding too quickly, so that the spring maintains a slower speed throughout the compression and release process, and the shock-absorbing and buffering effect is better. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings required for describing the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other accompanying drawings can be obtained based on these accompanying drawings without paying creative work.

[0018] Figure 1 It is a schematic diagram of the structure of the present invention.

[0019] Figure 2 It is a schematic diagram of the connection structure between the frame and the shock absorbing mechanism in the present invention.

[0020] Figure 3 It is an expanded view of the connection structure between the shock absorbing mechanism and the slide frame in the present invention.

[0021] Figure 4 This is a first viewing angle diagram of the shock absorbing mechanism in the present invention.

[0022] Figure 5 This is a second viewing angle diagram of the shock absorbing mechanism in the present invention.

[0023] Figure 6 It is a structural schematic diagram of the first buffer structure in the shock absorbing mechanism.

[0024] Figure 7 It is a structural schematic diagram of the second buffer structure in the shock absorbing mechanism.

[0025] Figure 8 This is a first-person view of the buffer component in the shock absorbing mechanism.

[0026] Fig. 9 This is a second perspective view of the buffer component in the shock absorbing mechanism.

[0027] Fig.10Schematic diagram of the internal structure of the damping hydraulic cylinder and the piston cylinder in the buffer assembly.

[0028] Fig.11 It is a schematic diagram of the structure of the second piston in the buffer assembly.

[0029] Notes on figure numbers: 1-frame, 2-guard plate, 21-groove, 22-roller, 3-shock absorption mechanism, 31-base, 32-contact wheel, 33-contact plate, 34-buffer assembly, 341-upper support, 342-piston rod, 343-upper support ring, 344-piston cylinder, 345-first spring, 346-damping hydraulic cylinder, 347-threaded cylinder, 348-lower support ring, 349-adjusting nut, 3410-lower support, 3411-first piston, 3412-second spring, 3413-second piston, 3414-first throttle hole, 3415-second throttle hole, 35-gear, 36-guide rail, 37-rack, 38-first connecting shaft, 39-transmission rod, 310-second connecting shaft, 311-crank, 312-connecting piece, 313-joint, 4-slide. DETAILED DESCRIPTION

[0030] The following embodiments will be described in detail with reference to the accompanying drawings. In the drawings or descriptions, similar or identical parts use the same reference numerals, and in actual applications, the shape, thickness or height of each component may be enlarged or reduced. The embodiments listed in the present invention are only used to illustrate the present invention and are not used to limit the scope of the present invention. Any obvious modifications or changes made to the present invention do not depart from the spirit and scope of the present invention.

[0031] See also Figures 1 to 3 In an embodiment of the present invention, a shock absorbing device for an automobile includes a frame 1, a guard plate 2 arranged on one side of the frame 1, and a shock absorbing mechanism 3 arranged between the frame 1 and the guard plate 2. A groove 21 is provided on the outer wall of the guard plate 2, and a plurality of rollers 22 are rotatably connected in the groove 21 at equal intervals. A slide 4 is provided between the shock absorbing mechanism 3 and the frame 1, and the slide 4 is fixedly connected to the frame 1. When the automobile collides, the guard plate 2 first bears the impact, and the shock absorbing mechanism 3 connected to the guard plate 2 then buffers the impact, thereby providing shock absorbing protection for the frame 1. The plurality of rollers 22 on one side of the guard plate 2 can slide and transfer the frontal force during the collision to one side. During the transfer process, one end of the guard plate 2 sinks and the other end tilts upward.

[0032] See also Figures 4 to 7The shock absorbing mechanism 3 includes a base 31, which is a special-shaped structure with a ladder-shaped upper and rounded lower cross section. The guard plate 2 is fixed on the base 31. Both sides of the base 31 are rotatably connected with a contact wheel 32 through a bracket. A contact plate 33 is provided on one side of the two contact wheels 32. The two contact wheels 32 are tilted toward one side of the contact plate 33 and the bottom ends of the two contact wheels 32 are against the contact plate 33. The contact plate 33 is slidably connected to the slide 4. A connecting piece 312 is fixed at the middle position of the bottom of the contact plate 33. A joint 313 is rotatably connected to the connecting piece 312. A buffer assembly 34 is provided at the bottom of the joint 313. The bottom end of the buffer assembly 34 is connected and fixed to the frame 1.

[0033] The lower end of the base 31 is fixedly connected with a second connecting shaft 310, both ends of the second connecting shaft 310 extend to the outside of the base 31, one end of the second connecting shaft 310 is rotatably connected to the frame 1, and the other end of the second connecting shaft 310 is fixed with a crank 311, and the end of the crank 311 away from the second connecting shaft 310 is rotatably connected with a transmission rod 39;

[0034] A gear 35 is provided on the side of the transmission rod 39 on the outside of the base 31, and a first connecting shaft 38 is provided on the gear 35. The gear 35 is rotatably connected to the frame 1 through the first connecting shaft 38. One end of the transmission rod 39 is eccentrically connected to one side of the gear 35. Guide rails 36 are provided on the upper and lower sides of the gear 35. The two guide rails 36 are connected and fixed to the frame 1, and racks 37 are slidably connected to the two guide rails 36. The two racks 37 are meshed and connected to the upper and lower sides of the gear 35 respectively. A buffer assembly 34 is provided on the end of the two racks 37 away from the gear 35, and one end of the two buffer assemblies 34 is connected and fixed to the frame 1.

[0035] In this embodiment, the guard plate 2 is connected to the base 31, and the base 31 is rotatably connected to the frame 1 through the second connecting shaft 310. When the car collides, the guard plate 2 is impacted first. With the cooperation of multiple rollers 22, the guard plate 2 will deflect around the second connecting shaft 310 and drive the base 31 connected thereto to rotate synchronously. The two sides of the base 31 are connected to the contact wheels 32. Driven by the base 31, the contact wheels 32 on both sides deflect synchronously. A contact plate 33 is tightly pressed under the contact wheel 32, and the contact plate 33 is slidably connected to the slide 4. When the contact wheel 32 deflects, the contact plate 33 is slidably connected to the slide 4. The plate 33 will be squeezed and slide downward along the slide 4. The lower part of the plate 33 is connected with a buffer assembly 34 through the cooperation of the connecting piece 312 and the joint 313. The buffer assembly 34 buffers the squeezing force on the plate 33, slows down the tendency of the plate 33 to slide downward, and thereby buffers the guard plate 2. The base 31, the contact wheel 32, the plate 33, the connecting piece 312, the joint 313 and the buffer assembly 34 cooperate with each other to form a first buffer structure in the vertical direction of the guard plate 2, which is used to directly buffer and reduce shock on the guard plate 2 in the vertical direction when the guard plate 2 is hit.

[0036] When the base 31 rotates, the second connecting shaft 310 rotates synchronously, one end of the second connecting shaft 310 is connected to a crank 311, one end of the crank 311 is connected to a transmission rod 39, one end of the transmission rod 39 is eccentrically connected to the gear 35, when the second connecting shaft 310 rotates, the crank 311 will be driven to rotate synchronously, when the crank 311 rotates, the gear 35 will be driven to rotate synchronously through the transmission rod 39, the upper and lower sides of the gear 35 are meshed and connected with a rack 37, the rack 37 is slidably connected to the guide rail 36, when the gear 35 rotates, the rack 37 will slide back and forth along the guide rail 36, one end of the rack 37 is connected to a buffer assembly 34, when the rack 37 slides back and forth, the buffer assembly connected thereto 34 will perform stretching and contraction movements accordingly, and the force exerted on the rack 37 is buffered by the buffer assembly 34, thereby slowing down the movement trend of the gear 35, and buffering the gear 35. After the gear 35 is buffered, the base 31 connected thereto is buffered synchronously, so that the guard plate 2 can be buffered. The crank 311, the transmission rod 39, the gear 35, the rack 37 and the buffer assembly 34 cooperate with each other to form a second buffer structure in the horizontal direction of the guard plate 2, which is used for indirect buffering and shock reduction of the guard plate 2 in the horizontal direction when the guard plate 2 is hit. The first buffer structure and the second buffer structure cooperate with each other and act on the guard plate 2 synchronously, and buffer and shock reduce the guard plate 2 from two different directions at the same time;

[0037] The buffer components 34 in the first buffer structure and the second buffer structure are respectively connected to different positions of the frame 1, wherein the buffer component 34 in the first buffer structure is connected to the middle position of one side of the frame 1, and the two buffer components 34 in the second buffer structure are respectively connected to the two ends of one side of the frame 1, and the two buffer components 34 in the second buffer structure are respectively located on both sides of the first buffer structure. The purpose of doing so is to evenly distribute the impact force to the frame 1, avoid impact damage to the frame 1 caused by a single-point connection, and is beneficial to protecting the frame 1.

[0038] See also Figures 8 to 11 The buffer assembly 34 includes a damping hydraulic cylinder 346, a piston cylinder 344 is slidably connected in the damping hydraulic cylinder 346, one end of the piston cylinder 344 extends to the top of the damping hydraulic cylinder 346, a piston rod 342 is slidably connected in the piston cylinder 344, one end of the piston rod 342 extends to the top of the piston cylinder 344, and an upper support 341 is fixed to the top of the piston rod 342, and the upper support 341 is used to connect the joint 313 or the rack 37, and a lower support 3410 is fixed to the bottom end of the damping hydraulic cylinder 346, and the lower support 3410 is used to be connected to the frame 1;

[0039] An upper support ring 343 is sleeved and fixed to the top of the piston cylinder 344, and a threaded cylinder 347 is sleeved and fixed to the lower end of the damping hydraulic cylinder 346. The outer surface of the threaded cylinder 347 is provided with threads. The threaded cylinder 347 is connected to an adjusting nut 349 through the threads on its outer surface. The top of the adjusting nut 349 is rotatably connected to a lower support ring 348, and the lower support ring 348 is sleeved on the outside of the damping hydraulic cylinder 346. A first spring 345 is provided between the lower support ring 348 and the upper support ring 343. The first spring 345 is sleeved on the outside of the damping hydraulic cylinder 346 and the piston cylinder 344, and the upper and lower ends of the first spring 345 are respectively fixed on the upper support ring 343 and the lower support ring 348.

[0040] A first piston 3411 is fixed to the bottom end of the piston rod 342. The first piston 3411 is slidably sealed in the piston cylinder 344. The piston cylinder 344 is a cylinder structure with an opening at the bottom. A second piston 3413 is fixed to the bottom end of the piston cylinder 344. The second piston 3413 is slidably sealed in the damping hydraulic cylinder 346. A second spring 3412 is arranged inside the piston cylinder 344. The upper and lower ends of the second spring 3412 are respectively connected and fixed to the first piston 3411 and the second piston 3413.

[0041] A second throttling hole 3415 is provided at the center of the inner wall of the second piston 3413, and the piston cylinder 344 and the damping hydraulic cylinder 346 are connected to each other through the second throttling hole 3415. A plurality of first throttling holes 3414 are provided around the outer circumference of the inner wall of the second piston 3413 at equal intervals, and the plurality of first throttling holes 3414 are all arranged on the outer side of the piston cylinder 344. The interior of the damping hydraulic cylinder 346 is divided into two upper and lower cavities by the second piston 3413, and the upper and lower cavities are connected through the plurality of first throttling holes 3414. The interior of the damping hydraulic cylinder 346 is filled with hydraulic oil.

[0042] In this embodiment, when the buffer assembly 34 performs buffering operation, the piston rod 342 first slides into the piston cylinder 344, and the piston rod 342 drives the first piston 3411 to slide downward in the piston cylinder 344. The second spring 3412 between the first piston 3411 and the second piston 3413 is compressed, and the piston rod 342 is buffered by the second spring 3412. During the sliding of the piston rod 342 into the piston cylinder 344, the piston cylinder 344 is subjected to the reaction force of the second spring 3412 and will also slide synchronously into the damping hydraulic cylinder 346. However, at this time, the sliding speed of the piston cylinder 344 is slow and the sliding amplitude is small. The piston rod 342, the first piston 3411, the second piston 3413 and the second spring 3412 cooperate with each other to form a first elastic shock absorbing structure inside the piston cylinder 344, which is used to provide preliminary buffering protection for the buffer assembly 34 when it is impacted.

[0043] When the piston rod 342 is fully pressed into the piston cylinder 344, the external pressure will directly act on the piston cylinder 344, so that the piston cylinder 344 continues to slide toward the inside of the damping hydraulic cylinder 346, and at this time, the sliding speed of the piston cylinder 344 is accelerated and the sliding amplitude is increased. When the piston cylinder 344 slides into the damping hydraulic cylinder 346, the first spring 345 sleeved between the piston cylinder 344 and the damping hydraulic cylinder 346 will be compressed, and the piston cylinder 344 is buffered by the first spring 345. The piston cylinder 344, the damping hydraulic cylinder 346 and the first spring 345 cooperate with each other to form a second elastic shock-absorbing structure on the outside of the damping hydraulic cylinder 346 and the piston cylinder 344, which is used to provide secondary buffering protection to the buffer assembly 34 when it is impacted. The first elastic shock-absorbing structure and the second elastic shock-absorbing structure cooperate with each other to jointly and synchronously act on the buffer assembly 34 to provide sufficient shock-absorbing protection to it.

[0044] The elastic coefficient of the first spring 345 is greater than the elastic coefficient of the second spring 3412, and the elastic coefficient of the first spring 345 is adjustable. Specifically, the lower support ring 348 can be moved upward or downward by rotating the adjusting nut 349 to shorten or increase the distance between the upper and lower support rings, thereby compressing and releasing the first spring 345 accordingly. When the first spring 345 is compressed, its elastic coefficient is further increased. When the first spring 345 is expanded and released, its elastic coefficient is correspondingly reduced. However, the minimum elastic coefficient of the first spring 345 is still greater than the elastic coefficient of the second spring 3412.

[0045] The adjusting nut 349, the lower supporting ring 348 and the upper supporting ring 343 cooperate with each other to form an elastic force adjusting structure for the first spring 345, which is used to adjust the elastic force coefficient of the first spring 345 and thereby adjust the supporting force of the damping hydraulic cylinder 346 on the piston cylinder 344, so that the buffer assembly 34 can provide different buffering forces. Accordingly, the entire shock absorbing mechanism 3 can be adapted to different shock absorbing needs, with stronger adaptability and more stable use.

[0046] The interior of the damping hydraulic cylinder 346 is filled with hydraulic oil. When the second piston 3413 slides inside the damping hydraulic cylinder 346, the hydraulic oil in the lower layer of the damping hydraulic cylinder 346 will flow into the upper layer of the damping hydraulic cylinder 346 along the first throttle hole 3414. Under the effect of the flow of hydraulic oil, the second piston 3413 will generate damping when sliding into the damping hydraulic cylinder 346. The second piston 3413 can slowly slide into the damping hydraulic cylinder 346 to avoid sliding too fast and affecting the shock absorption effect. Similarly, when the first spring 345 drives the second piston 3413 to move upward, the second piston 3413 will move downward. When the second piston 3413 rebounds and resets, under the action of the hydraulic oil, the second piston 3413 will slowly move up, and the first spring 345 can also be slowly released at this time to prevent a large vibration caused by too fast rebound. The first throttle hole 3414, the damping hydraulic cylinder 346 and the hydraulic oil inside thereof cooperate to form a damping structure for the second piston 3413, which is used to prevent the first spring 345 from being compressed or rebounded too quickly, so that the buffer assembly 34 can better absorb and release pressure, improve the buffering efficiency of the buffer assembly 34, and achieve a better buffering effect.

[0047] When the second piston 3413 slides inside the damping hydraulic cylinder 346, the hydraulic oil in the lower layer inside the damping hydraulic cylinder 346 will also flow into the piston cylinder 344 along the second throttle hole 3415. When the hydraulic oil flows into the piston cylinder 344, the second spring 3412 inside the piston cylinder 344 will be immersed in the hydraulic oil. The spring will generate heat during the compression and release process. The second spring 3412 is sealed in the piston cylinder 344, and its heat is difficult to transfer outwards quickly. When a lot of heat accumulates, it will affect the performance of the spring. At this time, the heat generated by the second spring 3412 is absorbed by an oil bath, and the second spring 3412 is cooled to keep the performance of the second spring 3412 stable, so that it can better provide a buffering support effect. When the second spring 3412 is immersed in hydraulic oil, the density of oil is larger than that of air. When the spring rebounds, the second spring 3412 will encounter relatively large resistance. The hydraulic oil can provide a certain damping and buffering effect on the second spring 3412, so that it no longer rebounds so quickly. The damping hydraulic cylinder 346 and the hydraulic oil inside the damping hydraulic cylinder 346 cooperate with the second throttle hole 3415 to form an oil bath buffering protection structure for the second spring 3412 inside the piston cylinder 344, which is used for oil bath cooling and damping of the second spring 3412, so as to prevent the second spring 3412 from overheating and slow down the rebound speed of the second spring 3412. Accordingly, the buffering efficiency of the buffer assembly 34 is further improved, and the buffering effect is better.

[0048] It will be apparent to those skilled in the art that the invention is not limited to the details of the exemplary embodiments described above and that the invention can be implemented in other specific forms without departing from the spirit or essential features of the invention. Therefore, the embodiments should be considered exemplary and non-limiting in all respects, and the scope of the invention is defined by the appended claims rather than the foregoing description, and it is intended that all variations falling within the meaning and scope of the equivalent elements of the claims be included in the invention. Any reference numeral in a claim should not be considered as limiting the claim to which it relates.

[0049] In addition, it should be understood that although the present specification is described according to implementation modes, not every implementation mode contains only one independent technical solution. This description of the specification is only for the sake of clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each embodiment may also be appropriately combined to form other implementation modes that can be understood by those skilled in the art.

Claims

1. A vehicle shock absorbing device, comprising a vehicle frame (1), a guard plate (2) arranged on one side of the vehicle frame (1), and a shock absorbing mechanism (3) arranged between the vehicle frame (1) and the guard plate (2), characterized in that: A slide frame (4) is arranged between the shock absorbing mechanism (3) and the frame (1), and the slide frame (4) is connected and fixed to the frame (1). The shock absorbing mechanism (3) comprises a first buffer structure and a second buffer structure. The first buffer structure is used for directly buffering and absorbing the guard plate (2) in the vertical direction when the guard plate (2) is hit, and the second buffer structure is used for indirectly buffering and absorbing the guard plate (2) in the horizontal direction when the guard plate (2) is hit. Buffer components (34) are arranged in the first buffer structure and the second buffer structure. A plurality of buffer components (34) are respectively connected to different positions on one side of the frame (1) to evenly distribute the impact force to the frame (1).

2. The automobile shock absorbing device according to claim 1, characterized in that: The shock absorbing mechanism (3) comprises a base (31), the base (31) is a special-shaped structure with a stepped upper portion and a round lower portion in cross section, the guard plate (2) is fixed on the base (31), both sides of the base (31) are rotatably connected to a contact wheel (32) through a bracket, a contact plate (33) is arranged on one side of the two contact wheels (32), the two contact wheels (32) are inclinedly arranged facing one side of the contact plate (33) and the bottom ends of the two contact wheels (32) are both against the contact plate (33), and the contact plate (33) is slidably connected to the slide frame (4), A connecting piece (312) is fixed at the middle position of the bottom of the abutment plate (33), a joint (313) is rotatably connected to the connecting piece (312), a buffer assembly (34) is arranged at the bottom of the joint (313), the bottom end of the buffer assembly (34) is connected and fixed to the frame (1), the base (31), the abutment wheel (32), the abutment plate (33), the connecting piece (312), the joint (313) and the buffer assembly (34) cooperate with each other to form the first buffer structure in the vertical direction of the guard plate (2).

3. The automobile shock absorbing device according to claim 2, characterized in that: A second connecting shaft (310) is fixedly connected to the lower end of the base (31), both ends of the second connecting shaft (310) extend to the outside of the base (31), one end of the second connecting shaft (310) is rotatably connected to the frame (1), and a crank (311) is fixed to the other end of the second connecting shaft (310), and one end of the crank (311) away from the second connecting shaft (310) is rotatably connected to a transmission rod (39), a gear (35) is provided on the outside of the base (31) at a side corresponding to the transmission rod (39), a first connecting shaft (38) is provided on the gear (35), the gear (35) is rotatably connected to the frame (1) via the first connecting shaft (38), one end of the transmission rod (39) is eccentrically connected to one side of the gear (35), and the gear (35) is provided with a plurality of gears on both the upper and lower sides. A guide rail (36), wherein the two guide rails (36) are both connected and fixed to the vehicle frame (1), and the two guide rails (36) are both slidably connected with a rack (37), the two racks (37) are respectively meshed and connected to the upper and lower sides of the gear (35), and the buffer assembly (34) is provided at one end of the two racks (37) away from the gear (35), and one end of the two buffer assemblies (34) is connected and fixed to the vehicle frame (1), the crank (311), the transmission rod (39), the gear (35), the rack (37) and the buffer assembly (34) cooperate with each other to form the second buffer structure in the horizontal direction of the guard plate (2), and the first buffer structure and the second buffer structure cooperate with each other and synchronously act on the guard plate (2) to buffer and reduce shock to the guard plate (2) from two different directions at the same time.

4. The automobile shock absorbing device according to claim 1, characterized in that: The buffer component (34) includes a first elastic shock absorbing structure, a second elastic shock absorbing structure, an elastic force adjustment structure, a damping structure and an oil bath buffer protection structure. The first elastic shock absorbing structure is used to provide preliminary buffering protection to the buffer component (34) when it is impacted, and the second elastic shock absorbing structure is used to provide secondary buffering protection to the buffer component (34) when it is impacted. The first elastic shock absorbing structure and the second elastic shock absorbing structure cooperate with each other and act synchronously to provide sufficient shock absorbing protection for the guard plate (2). The elastic force adjustment structure is used to adjust the supporting strength of the buffer component (34), and the damping structure is used to enable the buffer component (34) to better absorb and release pressure. The oil bath buffer protection structure is used to further improve the buffering efficiency of the buffer component (34).

5. The automobile shock absorbing device according to claim 4, characterized in that: The buffer assembly (34) includes a damping hydraulic cylinder (346), a piston cylinder (344) is slidably connected to the damping hydraulic cylinder (346), one end of the piston cylinder (344) extends to the top of the damping hydraulic cylinder (346), a piston rod (342) is slidably connected to the piston cylinder (344), one end of the piston rod (342) extends to the top of the piston cylinder (344), and an upper support (341) is fixed to the top of the piston rod (342), and a lower support (3410) is fixed to the bottom end of the damping hydraulic cylinder (346); A first piston (3411) is fixed to the bottom end of the piston rod (342), and the first piston (3411) is slidably sealed in the piston cylinder (344). The piston cylinder (344) is a cylinder structure with an opening at the bottom end, and a second piston (3413) is fixed to the bottom end of the piston cylinder (344), and the second piston (3413) is slidably sealed in the damping hydraulic cylinder (346). A second spring (3412) is arranged inside the piston cylinder (344), and the upper and lower ends of the second spring (3412) are respectively connected and fixed to the first piston (3411) and the second piston (3413); The piston rod (342), the first piston (3411), the second piston (3413) and the second spring (3412) cooperate with each other to form the first elastic shock-absorbing structure inside the piston cylinder (344); the first spring (345) is sleeved on the outside of the piston cylinder (344) and the damping hydraulic cylinder (346); the piston cylinder (344), the damping hydraulic cylinder (346) and the first spring (345) cooperate with each other to form the second elastic shock-absorbing structure outside the damping hydraulic cylinder (346).

6. The automobile shock absorbing device according to claim 5, characterized in that: The top end of the piston cylinder (344) is sleeved and fixed with an upper supporting ring (343), and the lower end of the damping hydraulic cylinder (346) is sleeved and fixed with a threaded cylinder (347), the outer surface of the threaded cylinder (347) is provided with threads, and the threaded cylinder (347) is connected to an adjusting nut (349) through the threads on its outer surface, and the top of the adjusting nut (349) is rotatably connected to a lower supporting ring (348), and the lower supporting ring (348) is sleeved on the outside of the damping hydraulic cylinder (346), and the first spring (345) is provided between the lower supporting ring (348) and the upper supporting ring (343), and the first spring The upper and lower ends of the first spring (345) are respectively fixed on the upper supporting ring (343) and the lower supporting ring (348); the elastic coefficient of the first spring (345) is greater than the elastic coefficient of the second spring (3412), and the elastic coefficient of the first spring (345) is adjustable; the adjusting nut (349), the lower supporting ring (348) and the upper supporting ring (343) cooperate with each other to form an elastic adjustment structure for the first spring (345), which is used to adjust the elastic coefficient of the first spring (345) and thereby adjust the supporting force of the damping hydraulic cylinder (346) on the piston cylinder (344).

7. The automobile shock absorbing device according to claim 6, characterized in that: A plurality of first throttling holes (3414) are arranged at equal intervals around the outer circumference of the inner wall of the second piston (3413), and the plurality of first throttling holes (3414) are all arranged on the outer side of the piston cylinder (344). The interior of the damping hydraulic cylinder (346) is divided by the second piston (3413) to form two upper and lower cavities, and the upper and lower cavities are connected through the plurality of first throttling holes (3414). The interior of the damping hydraulic cylinder (346) is filled with hydraulic oil. The first throttling holes (3414), the damping hydraulic cylinder (346) and the hydraulic oil therein cooperate with each other to form a damping structure for the second piston (3413), which is used to prevent the first spring (345) from being compressed or rebounded too quickly, so as to enable the buffer assembly (34) to better absorb and release pressure.

8. The automobile shock absorbing device according to claim 7, characterized in that: A second throttling hole (3415) is provided at the center of the inner wall of the second piston (3413), and the piston cylinder (344) and the damping hydraulic cylinder (346) are connected internally through the second throttling hole (3415). The damping hydraulic cylinder (346), the hydraulic oil inside the damping hydraulic cylinder (346) and the second throttling hole (3415) cooperate to form an oil bath buffering protection structure for the second spring (3412) inside the piston cylinder (344), which is used for oil bath cooling and damping of the second spring (3412).

9. The automobile shock absorbing device according to claim 1, characterized in that: A groove (21) is provided on the outer wall of the guard plate (2), and a plurality of rollers (22) are rotatably connected in the groove (21) at equal intervals.

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