New energy automobile suspension support arm structure capable of elastically collapsing and resetting

Abstract

The invention discloses a new energy automobile suspension supporting arm structure capable of elastically collapsing and resetting, and relates to the field of automobile suspension structures. The flow speed of hydraulic oil in the damping buffering assembly during damping can be adjusted so as to adjust the contraction amplitude between the hydraulic sleeve and the buffering shaft, when the flow speed of the hydraulic oil is adjusted to be reduced, the buffering contraction amplitude between the hydraulic sleeve and the buffering shaft is reduced, and the whole suspension is made to be hard; the buffering contraction amplitude between the hydraulic sleeve and the buffering shaft is increased, so that the whole suspension is soft, the contraction damping amplitude of the suspension can be adjusted according to the driving habit of a driver, and the driving comfort and the applicability of the suspension are improved; and on the other hand, when the vehicle runs on a flat road surface, the flow speed of the hydraulic oil can be adjusted and increased, so that the whole suspension is soft, a better damping effect is provided, and when the vehicle runs on an uneven road surface, the flow speed of the hydraulic oil can be adjusted and reduced, and the buffering amplitude of the vehicle is reduced.

Description

Technical Field

[0001] The present invention belongs to the field of automotive suspension structures. Specifically, it particularly relates to a suspension support arm structure for new energy vehicles that can elastically collapse and reset. Background Art

[0002] Automobile suspensions are important components to ensure riding comfort. At the same time, as a force-transmitting component connecting the frame (or body) and the axle (or wheels), automobile suspensions are also important components to ensure the driving safety of vehicles. In the prior art, hydraulic shock absorbers are installed on automobile suspensions, and the body is buffered and shock-absorbed through the damping shock-absorbing principle of the hydraulic shock absorbers. Most of the existing hydraulic shock absorbers have a fixed shock-absorbing effect, that is, their telescopic shock-absorbing amplitude is fixed and cannot be adjusted accordingly according to the habits of the driver and passengers and the actual road conditions, thus affecting the driving comfort of the vehicle. Summary of the Invention

[0003] In view of the problems in the related art, the present invention proposes a suspension support arm structure for new energy vehicles that can elastically collapse and reset to overcome the above-mentioned technical problems existing in the prior related art.

[0004] To solve the above technical problems, the present invention is realized through the following technical solutions: The present invention is a suspension support arm structure for new energy vehicles that can elastically collapse and reset, including a support mechanism. The support mechanism includes a main frame, a wheel hub connection frame, and a movable connecting piece. The movable connecting piece is installed between the main frame and the wheel hub connection frame, and a buffer mechanism is also installed between the main frame and the wheel hub connection frame; The buffer mechanism includes a hydraulic sleeve, a buffer shaft, an elastic buffer support assembly, a damping buffer assembly, and a flow rate adjustment assembly; the hydraulic sleeve and the buffer shaft are movably inserted into each other, the elastic buffer support assembly is supported between the hydraulic sleeve and the buffer shaft, the damping buffer assembly is arranged inside the hydraulic sleeve, the buffer shaft can drive the hydraulic oil in the damping buffer assembly to squeeze and flow inside the hydraulic sleeve during contraction and shock absorption to perform damping shock absorption, and the flow rate adjustment assembly can adjust the flow rate of the hydraulic oil during shock absorption.

[0005] Further, the movable connecting piece includes an upper connecting arm, a lower connecting arm, and two universal ball connectors. The two universal ball connectors are respectively fixedly installed at the upper and lower ends inside the wheel hub connection frame. One end of the upper connecting arm is rotatably connected to the upper end of the main frame, and the other end of the upper connecting arm is movably connected to the universal ball connector at the upper end inside the wheel hub connection frame. One end of the lower connecting arm is rotatably connected to the lower end of the main frame, and the other end of the lower connecting arm is movably connected to the universal ball connector at the lower end inside the wheel hub connection frame.

[0006] Further, a steering connection head is fixedly installed at one end of the inner side of the wheel hub connection frame.

[0007] Further, the main frame is made of an elastic metal material, and the main frame is in a U-shaped structure. An elastic connecting plate is installed at the opening of the U-shaped structure.

[0008] Further, the elastic buffer support assembly includes a buffer spring and two spring seats. The two spring seats are respectively fixedly installed on the hydraulic sleeve and the buffer shaft. The buffer spring is sleeved on the outer circles of the hydraulic sleeve and the buffer shaft and abuts between the two spring seats.

[0009] Further, the damping buffer assembly includes a hydraulic piston. The hydraulic piston is hermetically and slidably installed inside the hydraulic sleeve, dividing the inside of the hydraulic sleeve into two left and right hydraulic buffer chambers. Both of the two hydraulic buffer chambers are filled with hydraulic oil. One end of the hydraulic piston is fixedly connected to the inner end of the buffer shaft. The hydraulic piston is provided with a diversion hole capable of communicating the two left and right hydraulic buffer chambers.

[0010] Further, the flow rate regulating assembly includes a chute and a pneumatic driving unit. The chute is opened inside the hydraulic piston. One end of the chute communicates with the diversion hole. A pore regulating plate is slidably installed inside the chute. The pore regulating plate can move towards the direction of the diversion hole under the drive of the pneumatic driving unit to regulate the pore size of the diversion hole.

[0011] Further, the pneumatic driving unit includes an interface, an air guide chamber and a pressure chamber. The pressure chamber is opened inside the hydraulic piston and is located on one side of the chute. An adjusting piston is slidably installed inside the pressure chamber. One end of the adjusting piston is fixedly installed with a connecting rod. One end of the connecting rod extends into the chute and is fixedly connected to the pore regulating plate. A pressure spring is sleeved on the outer circle of the connecting rod. One end of the pressure spring abuts against the end of the adjusting piston, and the other end of the pressure spring abuts against the end wall of the pressure chamber; The air guide chamber is opened inside the buffer shaft. The interface is fixedly installed on the outer side end of the buffer shaft and communicates with the air guide chamber. The outer side end of the interface communicates with a gas source. One end of the pressure chamber is provided with a gas guide hole communicating with the air guide chamber.

[0012] Further, an air piston is also hermetically and slidably installed inside the hydraulic sleeve. The end of the air piston inside the hydraulic sleeve isolates to form a pneumatic buffer chamber, and the pneumatic buffer chamber is filled with buffer gas.

[0013] Further, a nozzle is fixedly installed at one end of the air piston located in the hydraulic buffer chamber. A through hole communicating with the nozzle is opened on the air piston. A gas guide pipe is connected and installed on the nozzle, and one end of the gas guide pipe communicates with the air guide chamber.

[0014] The present invention has the following beneficial effects: 1. In the present invention, the vehicle can be buffered and shock-absorbed through the cooperation of the elastic buffer support assembly, the hydraulic sleeve, the buffer shaft and the damping buffer assembly, thereby improving the comfort of the vehicle during driving. Moreover, the flow rate of the hydraulic oil in the damping buffer assembly during shock absorption can be adjusted by the flow rate adjustment assembly to adjust the contraction amplitude between the hydraulic sleeve and the buffer shaft. When the flow rate adjustment of the hydraulic oil decreases, the buffer contraction amplitude between the hydraulic sleeve and the buffer shaft decreases, making the overall suspension harder. When the flow rate adjustment of the hydraulic oil increases, the buffer contraction amplitude between the hydraulic sleeve and the buffer shaft increases, making the overall suspension softer. Thus, the contraction shock absorption amplitude of the suspension can be adjusted according to the driving habits of the driver, which is beneficial to improving the driving comfort and the applicability of the suspension. On the other hand, when the vehicle is driving on a relatively flat road surface, the flow rate of the hydraulic oil can be adjusted to increase, making the overall suspension softer and providing a better shock absorption effect. When the vehicle is driving on an uneven road surface, the flow rate of the hydraulic oil can be adjusted to decrease, making the overall suspension harder to prevent the vehicle chassis from touching the ground or the suspension from being damaged due to excessive deformation caused by over-contraction shock absorption, which is beneficial to improving the driving safety of the vehicle.

[0015] 2. In the present invention, an air piston and a pneumatic buffer chamber are also provided in the hydraulic cylinder to cooperate with the damping buffer assembly for buffering and shock absorption. When the hydraulic piston in the damping buffer assembly reciprocates, the oil fluid needs to flow bidirectionally during the compression and rebound processes. The elastic buffer of the pneumatic buffer chamber can reduce the sudden change of the oil fluid flow resistance, making the damping force more linear, and thus making the suspension buffering and shock absorption process smoother, which is beneficial to improving the comfort of the vehicle during driving.

[0016] 3. In the present invention, the pore adjustment plate is driven by air pressure to move towards the diversion hole on the hydraulic piston to adjust the pore size of the diversion hole, and further adjust the flow rate of the hydraulic oil flowing through the diversion hole during shock absorption and the buffering and shock absorption effect of the buffer mechanism. Through the drive of air pressure, the pores of multiple diversion holes can be adjusted, making the pore adjustment process more convenient. Moreover, the air pressure chamber is connected to the pneumatic buffer chamber. When the buffer mechanism contracts and shock-absorbs, the greater the contraction amplitude, the greater the air pressure in the air pressure chamber and the pneumatic buffer chamber. Thus, the pore adjustment plate can be driven by air pressure to continue to move towards the diversion hole to adjust and reduce the pore of the diversion hole and the flow rate of the hydraulic oil, and further slow down the buffer contraction speed of the buffer mechanism to prevent the buffer mechanism from over-contracting and causing the vehicle chassis to touch the ground or the suspension to be damaged due to excessive deformation.

[0017] Of course, it is not necessary for any product implementing the present invention to achieve all the above-mentioned advantages simultaneously. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] To more clearly illustrate the technical solutions of the embodiments of the invention, the following will briefly introduce the drawings required for describing the embodiments. Obviously, the drawings in the following description are only some embodiments of the invention. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0019] Figure 1 One of the three-dimensional structure schematic diagrams of the suspension support arm structure of the present invention; Figure 2 For the present invention Figure 1 The partial enlarged structure schematic diagram at A of; Figure 3 Two of the three-dimensional structure schematic diagrams of the suspension support arm structure of the present invention; Figure 4 Three of the three-dimensional structure schematic diagrams of the suspension support arm structure of the present invention; Figure 5 For the present invention Figure 4 The partial enlarged structure schematic diagram at B of; Figure 6 Four of the three-dimensional structure schematic diagrams of the suspension support arm structure of the present invention; Figure 7 For the present invention Figure 6 The partial enlarged structure schematic diagram at C of; Figure 8 Five of the three-dimensional structure schematic diagrams of the suspension support arm structure of the present invention; Figure 9 For the present invention Figure 8 The partial enlarged structure schematic diagram at D of; Figure 10 Six of the three-dimensional structure schematic diagrams of the suspension support arm structure of the present invention; Figure 11 For the present invention Figure 10 The partial enlarged structure schematic diagram at E of.

[0020] In the figure: 1. Support mechanism; 11. Main frame; 12. Upper connecting arm; 13. Lower connecting arm; 14. Wheel hub connecting frame; 15. Universal ball connector; 16. Steering connecting head; 2. Buffer mechanism; 21. Hydraulic sleeve; 22. Spring seat; 23. Buffer spring; 24. Buffer shaft; 25. Hydraulic piston; 26. Diversion hole; 27. Hydraulic buffer cavity; 28. Air piston; 29. Air pressure buffer cavity; 210. Interface; 211. Air nozzle; 212. Air duct; 213. Air guide cavity; 214. Slide groove; 215. Pore adjusting plate; 216. Pressure spring; 217. Pressure cavity; 218. Connecting rod; 219. Adjusting piston; 220. Air guide hole; 221. Through hole. Detailed implementation manners

[0021] The following will clearly and completely describe the technical solutions in the embodiments of the invention with reference to the accompanying drawings in the embodiments of the invention. Obviously, the described embodiments are only a part of the embodiments of the invention, rather than all the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the invention without creative efforts belong to the scope of protection of the invention.

[0022] In the description of the present invention, it should be understood that the terms "opening", "upper", "lower", "top", "middle", "inner", etc. indicating the orientation or positional relationship are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the components or elements referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as a limitation of the present invention.

[0023] Embodiment 1

[0024] Please refer to Figures 1-3 、 Figure 8 、 Figure 9 As shown, the present invention is a new energy vehicle suspension support arm structure capable of elastic collapse and reset, including a support mechanism 1. The support mechanism 1 includes a main frame 11, a wheel hub connection frame 14 and a movable connector. A movable connector is installed between the main frame 11 and the wheel hub connection frame 14, and a buffer mechanism 2 is also installed between the main frame 11 and the wheel hub connection frame 14; the buffer mechanism 2 includes a hydraulic sleeve 21, a buffer shaft 24, an elastic buffer support assembly, a damping buffer assembly and a flow rate adjustment assembly; the hydraulic sleeve 21 and the buffer shaft 24 are movably inserted into each other, the elastic buffer support assembly is supported between the hydraulic sleeve 21 and the buffer shaft 24, the damping buffer assembly is arranged inside the hydraulic sleeve 21, and the buffer shaft 24 can drive the hydraulic oil in the damping buffer assembly to squeeze and flow in the hydraulic sleeve 21 during contraction and shock absorption for damping shock absorption, and the flow rate adjustment assembly can adjust the flow rate of the hydraulic oil during shock absorption; Among them, the main frame 11 is fixedly connected to the chassis of the new energy vehicle, and the wheel hub connecting frame 14 is fixedly connected to the wheel hub of the new energy vehicle. Thus, the new energy vehicle is supported by this suspension support arm structure. When the vehicle is driving on a bumpy road, the buffer shaft 24 contracts into the hydraulic sleeve 21, thereby driving the elastic buffer support assembly to contract for buffering and shock absorption. At the same time, the buffer shaft 24 drives the hydraulic oil in the damping buffer assembly to squeeze and flow in the hydraulic sleeve 21 for damping shock absorption. Thus, through the cooperation of the elastic buffer support assembly, the hydraulic sleeve 21, the buffer shaft 24, and the damping buffer assembly, the vehicle is buffered and shock-absorbed, improving the comfort of the vehicle during driving. Moreover, the flow rate regulating assembly can regulate the flow rate of the hydraulic oil in the damping buffer assembly during shock absorption to adjust the contraction amplitude between the hydraulic sleeve 21 and the buffer shaft 24. When the flow rate regulation of the hydraulic oil decreases, the buffer contraction amplitude between the hydraulic sleeve 21 and the buffer shaft 24 decreases, making the overall suspension harder. When the flow rate regulation of the hydraulic oil increases, the buffer contraction amplitude between the hydraulic sleeve 21 and the buffer shaft 24 increases, making the overall suspension softer. Thus, the contraction shock absorption amplitude of the suspension can be adjusted according to the driving habits of the driver, which is beneficial to improving the driving comfort and the applicability of the suspension. On the other hand, when the vehicle is driving on a relatively flat road surface, the flow rate of the hydraulic oil can be adjusted to increase, making the overall suspension softer to provide a better shock absorption effect. When the vehicle is driving on a rough road surface, the flow rate of the hydraulic oil can be adjusted to decrease, making the overall suspension harder to prevent the vehicle chassis from touching the ground or the suspension from being damaged due to excessive deformation caused by over-contraction shock absorption, which is beneficial to improving the driving safety of the vehicle.

[0025] Embodiment 2

[0026] Please refer to Figures 1-3 As shown, the difference between this embodiment and the above embodiment is that the movable connecting piece includes an upper connecting arm 12, a lower connecting arm 13, and two universal ball connectors 15. The two universal ball connectors 15 are respectively fixedly installed at the upper and lower ends inside the wheel hub connecting frame 14. One end of the upper connecting arm 12 is rotatably connected to the upper end of the main frame 11, and the other end of the upper connecting arm 12 is movably connected to the universal ball connector 15 at the upper end inside the wheel hub connecting frame 14. One end of the lower connecting arm 13 is rotatably connected to the lower end of the main frame 11, and the other end of the lower connecting arm 13 is movably connected to the universal ball connector 15 at the lower end inside the wheel hub connecting frame 14. By providing the upper and lower connecting arms, the connection stability between the main frame 11 and the wheel hub connecting frame 14 can be improved, and the connecting arm and the wheel hub connecting frame 14 are connected through the universal ball connector 15, so that there is sufficient rotational freedom between the connecting arm and the wheel hub connecting frame 14 during the shock absorption process and when the wheels are turning, to ensure the stable progress of the vehicle turning and shock absorption processes.

[0027] Further, a steering connector 16 is fixedly installed at one end of the inner side of the wheel hub connector 14. The steering connector 16 can be connected to the steering system of a new energy vehicle, so that the wheels can be steered by pushing and pulling in cooperation with the steering system and the steering connector 16.

[0028] Further, the main frame 11 is made of an elastic metal material, and the main frame 11 is in a U-shaped structure. An elastic connecting plate is installed at the opening of the U-shaped structure. When the hydraulic sleeve 21 and the buffer shaft 24 contract for shock absorption, the main frame 11 can be driven to undergo elastic buckling deformation. After the shock absorption is completed, the main frame 11 can elastically reset to its original state, and the elastic connecting plate can elastically limit the main frame 11 to improve the stability of the main frame 11.

[0029] Embodiment Three

[0030] Please refer to Figure 1 、 Figure 2 As shown in the figure, the difference between this embodiment and the above embodiments is that the elastic buffer support assembly includes a buffer spring 23 and two spring seats 22. The two spring seats 22 are respectively fixedly installed on the hydraulic sleeve 21 and the buffer shaft 24. The buffer spring 23 is sleeved on the outer circles of the hydraulic sleeve 21 and the buffer shaft 24 and abuts between the two spring seats 22; Among them, the buffer spring 23 is used to support the weight of the vehicle. When the vehicle jolts, the buffer shaft 24 contracts into the hydraulic sleeve 21, so that the two spring seats 22 move closer, and the two spring seats 22 cooperate to squeeze and contract the buffer spring 23 to buffer and shock-absorb the vehicle. After that, the buffer spring 23 resets and elongates under the action of the reset elastic force, and drives the buffer shaft 24 to move out and reset along the hydraulic sleeve 21.

[0031] Embodiment Four

[0032] Please refer to Figure 2 、 Figure 4 、 Figure 5 As shown in the figure, the difference between this embodiment and the above embodiments is that the damping buffer assembly includes a hydraulic piston 25. The hydraulic piston 25 is hermetically and slidably installed inside the hydraulic sleeve 21, dividing the inside of the hydraulic sleeve 21 into two left and right hydraulic buffer chambers 27. Both of the two hydraulic buffer chambers 27 are filled with hydraulic oil. One end of the hydraulic piston 25 is fixedly connected to the inner side end of the buffer shaft 24, and the hydraulic piston 25 is provided with a diversion hole 26 that can communicate the two left and right hydraulic buffer chambers 27; When the buffer shaft 24 contracts and damps inside the hydraulic sleeve 21, the buffer shaft 24 drives the hydraulic piston 25 to move towards the right hydraulic buffer chamber 27, squeezing the hydraulic oil in the right hydraulic buffer chamber 27, so that the hydraulic oil in the right hydraulic buffer chamber 27 is transported through the diversion hole 26 on the hydraulic piston 25 to the left hydraulic buffer chamber 27. Correspondingly, when the buffer shaft 24 moves outward and resets under the restoring elastic force of the buffer spring 23, the buffer shaft 24 drives the hydraulic piston 25 to move into the left hydraulic buffer chamber 27, thereby squeezing and transporting the hydraulic oil in the left hydraulic buffer chamber 27 into the right hydraulic buffer chamber 27. Repeating this process, it can drive the hydraulic oil to reciprocate between the left and right hydraulic buffer chambers 27 during the damping process. And during the reciprocating flow of the hydraulic oil, it can convert the kinetic potential energy into heat energy through viscous friction to achieve the damping process.

[0033] Embodiment Five

[0034] Please refer to Figure 8 、 Figure 9 As shown in the figure, the difference between this embodiment and the above embodiment is that the flow rate adjustment component includes a chute 214 and a pneumatic drive unit. The chute 214 is opened inside the hydraulic piston 25. One end of the chute 214 is communicated with the diversion hole 26. A pore adjustment plate 215 is slidably installed inside the chute 214. The pore adjustment plate 215 can move towards the diversion hole 26 under the drive of the pneumatic drive unit to adjust the pore size of the diversion hole 26. The pneumatic drive unit includes an interface 210, a gas guide chamber 213, and a pressure chamber 217. The pressure chamber 217 is opened inside the hydraulic piston 25 and is located on one side of the chute 214. An adjustment piston 219 is slidably installed inside the pressure chamber 217. One end of the adjustment piston 219 is fixedly installed with a connecting rod 218. One end of the connecting rod 218 extends into the chute 214 and is fixedly connected with the pore adjustment plate 215. A pressure spring 216 is sleeved on the outer circle of the connecting rod 218. One end of the pressure spring 216 abuts against the end of the adjustment piston 219, and the other end of the pressure spring 216 abuts against the end wall of the pressure chamber 217. The gas guide chamber 213 is opened inside the buffer shaft 24. The interface 210 is fixedly installed on the outer end of the buffer shaft 24 and is communicated with the gas guide chamber 213. And the outer end of the interface 210 is communicated with the gas source. One end of the pressure chamber 217 is provided with a gas guide hole 220 communicated with the gas guide chamber 213. When the hydraulic piston 25 reciprocates left and right to drive the hydraulic oil to flow and absorb shock, the larger the pore size of the guide hole 26, the faster the flow rate of the hydraulic oil through the guide hole 26, so that the hydraulic oil in the hydraulic buffer chamber 27 can flow more easily and be transported to the hydraulic buffer chamber 27 on the other side, thereby increasing the movement stroke of the hydraulic piston 25 to increase the contraction buffer amplitude. Correspondingly, when the pore size of the guide hole 26 is smaller, the slower the flow rate of the hydraulic oil through the guide hole 26, thereby slowing down the speed at which the hydraulic oil in the hydraulic buffer chamber 27 is transported to the hydraulic buffer chamber 27 on the other side, thereby reducing the movement stroke of the hydraulic piston 25 to reduce the contraction buffer amplitude. Specifically, when the contraction buffering amplitude of the buffer shaft 24 and the hydraulic sleeve 21 needs to be reduced, the air source continues to inflate and pressurize the air guide chamber 213 and the pressure chamber 217 through the interface 210. At this time, the air pressure in the pressure chamber 217 overcomes the elastic force of the pressure spring 216 to squeeze the adjusting piston 219 toward the aperture adjustment plate 215, so that the adjusting piston 219 drives the aperture adjustment plate 215 to move toward the guide hole 26 through the connecting rod 218, so that the aperture adjustment plate 215 increases the sealing and blocking area of the guide hole 26, thereby adjusting and reducing the aperture size of the guide hole 26, so that the speed of the hydraulic oil flowing through the guide hole 26 during buffering and shock absorption is slowed down; When it is necessary to increase the contraction buffering amplitude of the buffer shaft 24 and the hydraulic sleeve 21, the air in the air guide chamber 213 and the pressure chamber 217 is evacuated and decompressed through the interface 210. At this time, the return force of the pressure spring 216 in the pressure chamber 217 overcomes the air pressure to push the regulating piston 219 in the direction away from the aperture regulating plate 215, so that the regulating piston 219 drives the aperture regulating plate 215 to move away from the guide hole 26 through the connecting rod 218, so that the aperture regulating plate 215 and the guide hole 26 gradually move away from each other to reduce the sealing and blocking area of the guide hole 26, and then adjust and increase the aperture size of the guide hole 26, so that the speed of the hydraulic oil flowing through the guide hole 26 during buffering and shock absorption becomes faster.

[0035] Example 6

[0036] See also Figures 4-11 As shown, the difference between this embodiment and the above embodiment is that an air piston 28 is further installed in a sliding and sealing manner inside the hydraulic sleeve 21. The air piston 28 is isolated at the end inside the hydraulic sleeve 21 to form an air pressure buffer chamber 29, and the air pressure buffer chamber 29 is filled with buffer gas. When the hydraulic piston 25 moves towards the right hydraulic buffer chamber 27 to contract and dampen vibrations, the hydraulic piston 25 squeezes and pressurizes the hydraulic oil in the right hydraulic buffer chamber 27. At this time, the hydraulic buffer chamber 27 squeezes and moves the air piston 28 towards the pneumatic buffer chamber 29 through the hydraulic pressure of the hydraulic oil, so that the space of the pneumatic buffer chamber 29 shrinks and the internal air pressure increases. Correspondingly, when the hydraulic piston 25 moves towards the left hydraulic buffer chamber 27, the space of the right hydraulic buffer chamber 27 increases and the hydraulic pressure decreases. At this time, the pneumatic buffer chamber 29 squeezes and moves the air piston 28 towards the hydraulic buffer chamber 27 through the air pressure, so as to assist in buffering and damping through the contraction of the air pressure in the pneumatic buffer chamber 29. The elastic buffer of the pneumatic buffer chamber 29 can reduce the sudden change of the flow resistance of the hydraulic oil, make the damping force more linear, and thus make the suspension buffering and damping process smoother, which is beneficial to improving the comfort of the vehicle during driving.

[0037] Furthermore, a nozzle 211 is fixedly installed at one end of the air piston 28 located in the hydraulic buffer chamber 27. A through hole 221 communicating with the nozzle 211 is opened on the air piston 28. A conduit 212 is connected and installed on the nozzle 211, and one end of the conduit 212 communicates with the air guide chamber 213; When the buffer shaft 24 contracts and dampens vibrations towards the inside of the hydraulic sleeve 21, the greater the contraction amplitude, the greater the movement amplitude of the air piston 28 towards the pneumatic buffer chamber 29, making the internal space of the pneumatic buffer chamber 29 smaller and the air pressure higher. At this time, since the air guide chamber 213 communicates with the pneumatic buffer chamber 29 through the through hole 221, the nozzle 211, and the conduit 212, the air pressures in the air guide chamber 213 and the pressure chamber 217 increase synchronously. Thus, the air pressure in the pressure chamber 217 can drive the pore adjustment plate 215 to move towards the diversion hole 26 to adjust and reduce the gap size of the diversion hole 26 and the flow rate of the hydraulic oil, and further slow down the buffer contraction speed of the continuous contraction of the hydraulic piston 25 and the buffer shaft 24, preventing the buffer shaft 24 from over-contracting and causing the vehicle chassis to touch the ground or the suspension to be damaged due to excessive deformation, which is beneficial to improving the driving safety of the vehicle.

[0038] In the description of this specification, the description referring to terms such as "one embodiment", "example", "specific example", etc. means that the specific features, structures, materials or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in a suitable manner in any one or more embodiments or examples.

[0039] The preferred embodiments of the invention disclosed above are only used to help illustrate the invention. The preferred embodiments do not describe all the details in detail, nor do they limit the invention to the specific embodiments described. Obviously, according to the content of this specification, many modifications and variations can be made. This specification selects and specifically describes these embodiments in order to better explain the principle and practical application of the invention, so that those skilled in the art can well understand and utilize the invention.

Claims

1. A suspension support arm structure for new energy vehicles that can be elastically collapsed and reset, including a support mechanism, characterized in that: The support mechanism includes a main frame, a hub connecting frame, and a movable connecting piece. The movable connecting piece is installed between the main frame and the hub connecting frame, and a buffer mechanism is also installed between the main frame and the hub connecting frame; The buffer mechanism includes a hydraulic sleeve, a buffer shaft, an elastic buffer support component, a damping buffer component, and a flow rate adjustment component; the hydraulic sleeve and the buffer shaft are movably inserted into each other. The elastic buffer support component is supported between the hydraulic sleeve and the buffer shaft. The damping buffer component is arranged inside the hydraulic sleeve. When the buffer shaft shrinks and damps, it can drive the hydraulic oil in the damping buffer component to squeeze and flow inside the hydraulic sleeve for damping shock absorption, and the flow rate adjustment component can adjust the flow rate of the hydraulic oil during shock absorption.

2. The structure of a suspension support arm for a new energy vehicle capable of elastic collapse and reset according to claim 1, characterized in that: The movable connecting piece includes an upper connecting arm, a lower connecting arm, and two universal ball connectors. The two universal ball connectors are respectively fixedly installed at the upper and lower ends inside the hub connecting frame. One end of the upper connecting arm is rotatably connected to the upper end of the main frame, and the other end of the upper connecting arm is movably connected to the universal ball connector at the upper inner side of the hub connecting frame. One end of the lower connecting arm is rotatably connected to the lower end of the main frame, and the other end of the lower connecting arm is movably connected to the universal ball connector at the lower inner side of the hub connecting frame.

3. The structure of a suspension support arm for a new energy vehicle capable of elastic collapse and reset according to claim 1, characterized in that: A steering connecting head is fixedly installed at one end of the inner side surface of the hub connecting frame.

4. A structure of a suspension support arm for a new energy vehicle capable of elastic collapse and reset, characterized in that: The main frame is made of an elastic metal material and has a U-shaped structure, and an elastic connecting plate is installed at the opening of the U-shaped structure.

5. The structure of a suspension support arm for a new energy vehicle capable of elastic collapse and reset according to claim 1, characterized in that: The elastic buffer support component includes a buffer spring and two spring seats. The two spring seats are respectively fixedly installed on the hydraulic sleeve and the buffer shaft. The buffer spring is sleeved on the outer circles of the hydraulic sleeve and the buffer shaft and abuts between the two spring seats.

6. The structure of a suspension support arm for a new energy vehicle capable of elastic collapse and reset according to claim 1, wherein: The damping buffer component includes a hydraulic piston. The hydraulic piston is hermetically and slidably installed inside the hydraulic sleeve, dividing the inside of the hydraulic sleeve into two left and right hydraulic buffer chambers. Both of the two hydraulic buffer chambers are filled with hydraulic oil. One end of the hydraulic piston is fixedly connected to the inner side end of the buffer shaft, and the hydraulic piston is provided with a diversion hole that can communicate the two left and right hydraulic buffer chambers.

7. The structure of a suspension support arm for a new energy vehicle capable of elastic collapse and reset according to claim 6, characterized in that: The flow rate adjustment component includes a chute and a pneumatic driving unit. The chute is opened inside the hydraulic piston. One end of the chute is communicated with the diversion hole. A pore adjustment plate is slidably installed inside the chute. The pore adjustment plate can move towards the diversion hole under the drive of the pneumatic driving unit to adjust the pore size of the diversion hole.

8. The structure of a suspension support arm for a new energy vehicle capable of elastic collapse and reset according to claim 7, characterized in that: The pneumatic driving unit includes an interface, a gas guide chamber, and a pressure chamber. The pressure chamber is opened inside the hydraulic piston and is located on one side of the chute. An adjustment piston is slidably installed inside the pressure chamber. One end of the adjustment piston is fixedly installed with a connecting rod. One end of the connecting rod extends into the chute and is fixedly connected to the pore adjustment plate. A pressure spring is sleeved on the outer circle of the connecting rod. One end of the pressure spring abuts against the end of the adjustment piston, and the other end of the pressure spring abuts against the end wall of the pressure chamber; The air guiding cavity is opened inside the buffer shaft. The interface is fixedly installed at the outer end of the buffer shaft and communicates with the air guiding cavity, and the outer end of the interface communicates with the air source. One end of the pressure cavity is provided with an air guiding hole communicating with the air guiding cavity.

9. The structure of a suspension support arm for a new energy vehicle capable of elastic collapse and reset according to claim 8, characterized in that: An air piston is also slidably and sealingly installed inside the hydraulic sleeve. The end of the air piston inside the hydraulic sleeve is isolated to form a pneumatic buffer cavity, and the pneumatic buffer cavity is filled with buffer gas.

10. A structure of a suspension support arm for a new energy vehicle capable of elastic collapse and reset, characterized in that: A nozzle is fixedly installed at one end of the air piston located in the hydraulic buffer cavity. A through hole communicating with the nozzle is opened on the air piston. A trachea is connected and installed on the nozzle, and one end of the trachea communicates with the air guiding cavity.

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