New energy automobile shock absorber support

Abstract

The invention discloses a new energy automobile shock absorber support, which belongs to the technical field of automobile shock absorbers, and comprises an automobile body support, a chassis support, a first connecting rod, a second connecting rod, a shock absorber body, a damping buffer piece and a buffer piece connecting piece, the two ends of the first connecting rod and the second connecting rod are hinged to the vehicle body support and the chassis support correspondingly, the first connecting rod and the second connecting rod are parallel, and the two ends of the damping buffering piece and the shock absorber body are hinged to the first connecting rod and the second connecting rod correspondingly; the damping buffering piece comprises an outer barrel, a first inserting column, a first pin shaft, a second inserting column, a second pin shaft and a first spring, the outer barrel is connected to the shock absorber body through the buffering piece connecting piece, and one end of the first inserting column is hinged to the first connecting rod through the first pin shaft. The damping buffer piece disclosed by the invention can be used for reducing the vibration of the bracket, so that the comfort of the automobile is further improved.

Description

Technical Field

[0001] The present invention belongs to the technical field of automobile shock absorbers, and in particular relates to a shock absorber bracket for a new energy vehicle. Background Art

[0002] The shock absorber bracket is a key component that connects the shock absorber to the vehicle body or chassis. Its main function is to fix the shock absorber and ensure its stable operation, while also transmitting and dissipating the impact force during vehicle driving. It works together with the shock absorber to improve the vehicle's handling, comfort, and safety. During use, the shock absorber bracket connects the shock absorber and the vehicle body. If the stiffness or damping is insufficient, more vibration will be transmitted to the vehicle body, affecting comfort. Improper bracket design may cause resonance and amplify vibration and noise of specific frequencies. It needs to be optimized in coordination with the shock absorber to achieve the best vibration reduction effect. Therefore, there is an urgent need to provide a shock absorber bracket for new energy vehicles that can further eliminate vehicle vibration during driving to improve the vehicle's comfort. Summary of the Invention

[0003] In view of this, an object of the present invention is to provide a new energy vehicle shock absorber bracket that can solve the above technical problems.

[0004] In order to achieve the above object, the present invention provides the following technical solutions:

[0005] The present invention discloses a new energy vehicle shock absorber bracket, comprising a body support, a chassis support, a first connecting rod, a second connecting rod, a shock absorber body, a damping buffer, and a buffer connector, wherein the body support and the chassis support are respectively connected to the body and chassis of the vehicle, the two ends of the first connecting rod and the second connecting rod are respectively hinged to the body support and the chassis support, the first connecting rod and the second connecting rod are parallel to each other, and the two ends of the damping buffer and the shock absorber body are respectively hinged to the first connecting rod and the second connecting rod; the damping buffer comprises an outer tube, a first plug, a first pin, a second plug, a second pin, and a first spring, the outer tube is connected to the shock absorber body through the buffer connector, one end of the first plug is hinged to the first connecting rod through the first pin, the other end of the first plug is slidably and sealedly inserted in one end of the outer tube, one end of the second plug is hinged to the second connecting rod through the second pin, the other end of the second plug is slidably and sealedly inserted in the other end of the outer tube, the outer tube is filled with damping fluid, and a first spring is connected between the first plug and the second plug.

[0006] Furthermore, a first sliding hole is provided at one end of the first plug located in the outer cylinder, and a second sliding hole is provided at one end of the second plug located in the outer cylinder, and a transition tube is sealed and slidably arranged in the first sliding hole and the second sliding hole at the same time, and the transition tube is coaxially fixed to the inner side of the outer cylinder through an intermediate plate, and the transition tube is filled with damping fluid; a first piston is slidably arranged at one end of the transition tube, and the first piston is connected to a first roller through a first support rod, a second spring is connected between the first piston and the first plug, and a first cam corresponding to the first roller is provided on the first pin shaft; a second piston is slidably arranged at the other end of the transition tube, and the second piston is connected to a second roller through a second support rod, a third spring is connected between the second piston and the second plug, and a second cam corresponding to the second roller is provided on the second pin shaft.

[0007] Furthermore, piston holes cooperating with the first piston and the second piston are formed at both ends of the transition pipe respectively, and a central hole connecting the piston holes at both ends is formed in the middle of the transition pipe, and the diameter of the central hole is smaller than the diameter of the piston holes.

[0008] Furthermore, an axially penetrating damping hole is provided on the middle plate.

[0009] Furthermore, the buffer connector includes a first clamp, a second clamp and a hinge plate, the first clamp is sleeved on the outside of the shock absorber body, the second clamp is sleeved on the outside of the outer tube, and the first clamp and the second clamp are hinged through the hinge plate.

[0010] Furthermore, a sliding groove is provided on the second connecting rod, the second pin shaft is slidably arranged in the sliding groove, and the second pin shaft is fixed to the second connecting rod by a locking member.

[0011] Furthermore, a first damping cylinder is connected between the first connecting rod and the vehicle body support, and the first damping cylinder is arranged along the normal direction of the first connecting rod. A second damping cylinder is connected between the second connecting rod and the chassis support, and the second damping cylinder is arranged along the normal direction of the second connecting rod.

[0012] Furthermore, a damping cavity is formed on the inner side of the first damping cylinder, an annular damping groove is provided on the surface of the first connecting rod, a through hole connecting the damping cavity and the damping groove is provided on the first connecting rod, a damping plate is installed in the damping groove, and a damping hole is provided on the damping plate.

[0013] Furthermore, the opening of the damping groove is closed by a sealing plate, and the sealing plate is provided with a connecting hole connected to the first connecting rod.

[0014] The beneficial effects of the present invention are:

[0015] The present invention discloses a shock absorber bracket for new energy vehicles. The bracket comprises a body support, a chassis support, a first connecting rod, and a second connecting rod, forming a parallelogram linkage mechanism, resulting in a more stable structure. The shock absorber body can dampen road vibrations transmitted from the chassis to the vehicle body. When vibrations occur in the vehicle body or chassis, these vibrations are transmitted from the first connecting rod to the second connecting rod, respectively, to the damping buffer. The damping buffer can then dampen the bracket's own vibrations, further improving the vehicle's comfort.

[0016] In the bracket disclosed in the present invention, the vibrations of the vehicle body and chassis are transmitted from the first connecting rod and the second connecting rod respectively, thereby partially offsetting the vibrations between the two, thereby improving the vibration reduction capability compared to a structure with a single connecting rod or shock absorber.

[0017] In the bracket disclosed in the present invention, vibration reduction is achieved through the relative movement between the first plug-in column and the second plug-in column. The outer tube is connected to the shock absorber body through a buffer connector, and then converted into movement of the plug-in column through the relative distance between the first connecting rod and the second connecting rod, making the overall operation of the bracket more stable.

[0018] Other advantages, objectives and features of the present invention will be described in the following description and will be apparent to those skilled in the art to some extent, or those skilled in the art can be taught from the practice of the present invention. The objectives and other advantages of the present invention can be realized and obtained through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] In order to make the purpose, technical solutions and beneficial effects of the present invention more clear, the present invention provides the following drawings for illustration:

[0020] Figure 1 It is a structural schematic diagram of the shock absorber bracket of the present invention;

[0021] Figure 2 for Figure 1 Enlarged view at point A;

[0022] Figure 3 is a structural diagram of a damping buffer;

[0023] Figure 4 It is a structural diagram of the buffer connector;

[0024] Figure 5 Schematic diagram of the structure of the first connecting rod.

[0025] The numbers in the accompanying drawings are as follows: body support 1, chassis support 2, first connecting rod 3, second connecting rod 4, shock absorber body 5, damping buffer 6, buffer connector 7, outer tube 8, first plug column 9, first pin 10, second plug column 11, second pin 12, first spring 13, first sliding hole 14, second sliding hole 15, transition tube 16, intermediate plate 17, first piston 18, first support rod 19, first roller 20, second spring 21, first cam 22, second piston 23, second support rod 24, second roller 25, third spring 26, second cam 27, piston hole 28, center hole 29, first clamp 30, second clamp 31, hinge plate 32, slide groove 33, locking member 34, first damping cylinder 35, second damping cylinder 36, damping chamber 37, damping groove 38, through hole 39, damping plate 40, sealing plate 41, connecting hole 42. DETAILED DESCRIPTION

[0026] like Figures 1 to 5 As shown, the present invention discloses a shock absorber bracket for a new energy vehicle, comprising a body support 1, a chassis support 2, a first connecting rod 3, a second connecting rod 4, a shock absorber body 5, a damping buffer 6, and a buffer connector 7. The body support 1 and the chassis support 2 are respectively connected to the body and chassis of the vehicle, the first connecting rod 3 and the second connecting rod 4 are respectively hinged to the body support 1 and the chassis support 2 at both ends, the first connecting rod 3 and the second connecting rod 4 are parallel to each other, the damping buffer 6 and the shock absorber body 5 are respectively hinged to the first connecting rod 3 and the second connecting rod 4 at both ends; the shapes of the body support 1 and the chassis support 2 can be adjusted according to actual conditions.

[0027] The working principle and process of the present invention application are as follows:

[0028] The body mount 1 and chassis mount 2 are hinged at two points to the first link 3 and second link 4, respectively. Together, these four components form a parallelogram linkage. The shock absorber body 5 utilizes an existing structure, with its ends mounted on the first link 3 and second link 4. It primarily absorbs and mitigates vibrations caused by road irregularities, enhancing ride comfort. When additional vibrations are transmitted to the first and second links 3 and 4, the damping element 6 reduces the vibrations of the mount itself, further enhancing vehicle comfort.

[0029] The damping buffer component 6 disclosed in the present invention includes an outer tube 8, a first plug 9, a first pin 10, a second plug 11, a second pin 12, and a first spring 13. The outer tube 8 is generally cylindrical and is connected to the shock absorber body 5 via a buffer connector 7, which can predetermine the basic position of the outer tube 8. One end of the first plug 9 is hinged to the first connecting rod 3 via the first pin 10, and the other end of the first plug 9 is inserted into one end of the outer tube 8 in a sliding and sealing manner. Similar to the first plug 9, one end of the second plug 11 is hinged to the second connecting rod 4 via the second pin 12, and the other end of the second plug 11 is inserted into the other end of the outer tube 8 in a sliding and sealing manner. The outer tube 8 is filled with damping fluid. A first spring 13 is connected between the first plug 9 and the second plug 11 to provide elastic restoring force for the first plug 9 and the second plug 11.

[0030] The present invention utilizes a damping buffer 6 installed between the first and second connecting rods 3 and 4. The damping of the first and second connecting rods 3 and 4's own vibrations is also achieved through the relative movement between the first and second plug posts 9 and 11 of the damping buffer 6. The outer cylinder 8 is connected to the shock absorber body 5 via the buffer connector 7. The relative distance between the first and second connecting rods 3 and 4 is then used to translate the movement of the plug posts, thus stabilizing the overall operation of the bracket. The direction of vibration reduction is primarily along the length of the first and second connecting rods 3 and 4.

[0031] Vibration reduction can also be achieved for the normal vibration of the first connecting rod 3 and the second connecting rod 4. Specifically, a first sliding hole 14 is defined at the end of the first plug 9 located within the outer tube 8, and a second sliding hole 15 is defined at the end of the second plug 11 located within the outer tube 8. A transition tube 16 is sealed and slidably disposed within both the first and second sliding holes 14, 15. Transition tube 16 is coaxially secured to the inner side of the outer tube 8 via an intermediate plate 17. In this embodiment, an axially extending damping hole is defined in the intermediate plate 17, providing a buffer when damping fluid flows through the damping hole.

[0032] The transition tube 16 is filled with damping fluid. A first piston 18 is slidably mounted on one end of the transition tube 16. The first piston 18 is connected to a first roller 20 via a first support rod 19. A second spring 21 is connected between the first piston 18 and the first plug 9. A first cam 22 corresponding to the first roller 20 is mounted on the first pin 10. A second piston 23 is slidably mounted on the other end of the transition tube 16. The second piston 23 is connected to a second roller 25 via a second support rod 24. A third spring 26 is connected between the second piston 23 and the second plug 11. A second cam 27 corresponding to the second roller 25 is mounted on the second pin 12. To prevent the pin from falling off the plug, a stopper can be provided at the end, and an elastic recovery device can be installed between the pin and the connecting rod to restore the normal position of the plug to its original position.

[0033] Taking the first pin 10 as an example, the normal vibration on the first connecting rod 3 can be transmitted to the first pin 10, allowing the first pin 10 to displace along its own axial direction. The first cam 22 on the first pin 10 can act on the first roller 20, allowing the first roller 20 to drive the first piston 18 to displace via the first support rod 19, thereby compressing the damping fluid in the transition tube 16 and providing a damping and buffering effect. Of course, the second pin 12 functions in a similar manner to the first pin 10. With the coordinated action of the two pins, they can be used to reduce the normal vibration on the first connecting rod 3 and the second connecting rod 4. Since the first piston 18 and the second piston 23 are located at opposite ends of the transition tube 16, the vibrations between the two pistons can also partially offset each other, improving the vibration reduction capability.

[0034] In this embodiment, piston holes 28 are formed at both ends of the transition tube 16, respectively, for engaging the first piston 18 and the second piston 23. A central hole 29 is formed in the middle of the transition tube 16, connecting the piston holes 28 at both ends. The diameter of the central hole 29 is smaller than that of the piston holes 28. When the piston compresses the piston holes 28, the damping fluid is compressed into the smaller diameter central hole 29, making the damping fluid flow in the central hole 29 more sensitive and improving the cushioning capacity.

[0035] In this embodiment, the buffer connector 7 includes a first clamp 30, a second clamp 31 and a hinge plate 32. The first clamp 30 is sleeved on the outside of the shock absorber body 5, but cannot interfere with the shock absorber spring. The second clamp 31 is sleeved on the outside of the outer tube 8. The first clamp 30 and the second clamp 31 are hinged by the hinge plate 32, which can adapt to the changes in the distance and angle between the shock absorber body 5 and the outer tube 8 to a certain extent, making it convenient for the installation of the two.

[0036] In this embodiment, a slot 33 is formed on the second connecting rod 4, and the second pin 12 is slidably disposed in the slot 33. The second pin 12 is secured to the second connecting rod 4 by a locking member 34. The hinge position of the second pin 12 can be adjusted along the slot 33, creating a suitable phase difference between the second pin 12 and the first pin 10, thereby more easily offsetting vibrations. The second pin 12 is then locked by the locking member 34 to prevent it from sliding during operation.

[0037] In this embodiment, a first damping cylinder 35 is connected between the first connecting rod 3 and the vehicle body support 1, and the first damping cylinder 35 is arranged along the normal direction of the first connecting rod 3. A second damping cylinder 36 is connected between the second connecting rod 4 and the chassis support 2, and the second damping cylinder 36 is arranged along the normal direction of the second connecting rod 4. The structure and installation method of the first damping cylinder 35 and the second damping cylinder 36 are identical. Taking the first damping cylinder 35 as an example, the first damping cylinder 35 is mounted outside the hinge axis between the first connecting rod 3 and the vehicle body support 1, which can buffer the vibration of the vehicle body support 1, allowing vibrations on the vehicle body support 1 to be more easily transmitted to the part without the second connecting rod 4. Similarly, the second damping cylinder 36 is mounted outside the hinge axis between the second connecting rod 4 and the chassis support 2, which can buffer the vibration of the chassis support 2, allowing vibrations on the chassis support 2 to be more easily transmitted to the part without the first connecting rod 3. Therefore, the vibrations on the first link 3 and the second link 4 are mainly transmitted through the chassis support 2 and the body support 1 respectively. After the two are offset in phase, they are damped and buffered by the damping buffer 6, which can achieve a better vibration reduction effect.

[0038] In this embodiment, a damping chamber 37 is formed inside the first damping cylinder 35. An annular damping groove 38 is formed on the surface of the first connecting rod 3. A through hole 39 is formed on the first connecting rod 3, connecting the damping chamber 37 and the damping groove 38. A damping plate 40 is mounted within the damping groove 38, and the damping plate 40 has damping holes formed therein. The damping fluid filled in the damping groove 38 can buffer the vibrations of the first connecting rod 3 and the second connecting rod 4. When the first damping cylinder 35 is compressed by vibration, the damping fluid in the first damping cylinder 35 can be compressed from the through hole 39 into the damping groove 38, and then pass through the damping holes in each damping plate 40 to reduce vibration.

[0039] In this embodiment, the opening of the damping groove 38 is closed by a sealing plate 41 . The sealing plate 41 is provided with a connecting hole 42 connected to the first connecting rod 3 , which can facilitate cleaning of impurities in the damping groove 38 .

[0040] Finally, it should be noted that the above preferred embodiments are only used to illustrate the technical solutions of the present invention and are not limiting. Although the present invention has been described in detail through the above preferred embodiments, those skilled in the art should understand that various changes can be made in form and details without departing from the scope defined by the claims of the present invention.

Claims

1. A new energy vehicle shock absorber bracket, characterized by: The camshaft is connected to the chassis support by a first connecting rod, a second connecting rod, a shock absorber body, a damping buffer, and a buffer connector. The camshaft is connected to the chassis support by a first connecting rod, a second connecting rod and a second connecting rod at two ends. The camshaft is connected to the chassis support by a first connecting rod, a first connecting rod and a second connecting rod at two ends. The camshaft is connected to the chassis support by a first connecting rod, a first connecting rod and a second connecting rod at two ends. The camshaft is connected to the chassis support by a first connecting rod, a first connecting rod and a second connecting rod at two ends. The camshaft is connected to the chassis support by a first connecting rod, a first connecting rod and a second connecting rod at two ends.

2. The shock absorber bracket for new energy vehicles according to claim 1, characterized in that: The first plug is located at one end of the outer cylinder and is provided with a first sliding hole, the second plug is located at one end of the outer cylinder and is provided with a second sliding hole, and a transition tube is sealed and slidably arranged in the first sliding hole and the second sliding hole at the same time, and the transition tube is coaxially fixed to the inner side of the outer cylinder through an intermediate plate, and the transition tube is filled with damping fluid; a first piston is slidably arranged at one end of the transition tube, and the first piston is connected to a first roller through a first support rod, a second spring is connected between the first piston and the first plug, and a first cam corresponding to the first roller is provided on the first pin shaft; a second piston is slidably arranged at the other end of the transition tube, and the second piston is connected to a second roller through a second support rod, a third spring is connected between the second piston and the second plug, and a second cam corresponding to the second roller is provided on the second pin shaft.

3. The shock absorber bracket for new energy vehicles according to claim 2, characterized in that: The two ends of the transition pipe are respectively formed with piston holes that cooperate with the first piston and the second piston. The middle of the transition pipe is formed with a center hole that connects the piston holes at both ends. The diameter of the center hole is smaller than the diameter of the piston hole.

4. The shock absorber bracket for new energy vehicles according to claim 3, characterized in that: The middle plate is provided with an axially penetrating damping hole.

5. The shock absorber bracket for new energy vehicles according to claim 1, characterized in that: The buffer connector includes a first clamp, a second clamp and a hinge plate. The first clamp is sleeved on the outside of the shock absorber body, the second clamp is sleeved on the outside of the outer tube, and the first clamp and the second clamp are hinged through the hinge plate.

6. The shock absorber bracket for new energy vehicles according to claim 1, characterized in that: A sliding groove is provided on the second connecting rod, and the second pin shaft is slidably arranged in the sliding groove. The second pin shaft is fixed to the second connecting rod by a locking member.

7. A shock absorber bracket for new energy vehicles according to any one of claims 1 to 6, characterized in that: A first damping cylinder is connected between the first connecting rod and the vehicle body support, and the first damping cylinder is arranged along the normal direction of the first connecting rod. A second damping cylinder is connected between the second connecting rod and the chassis support, and the second damping cylinder is arranged along the normal direction of the second connecting rod.

8. The shock absorber bracket for new energy vehicles according to claim 7, characterized in that: A damping cavity is formed on the inner side of the first damping cylinder, an annular damping groove is provided on the surface of the first connecting rod, a through hole connecting the damping cavity and the damping groove is provided on the first connecting rod, a damping plate is installed in the damping groove, and a damping hole is provided on the damping plate.

9. The shock absorber bracket for new energy vehicles according to claim 8, characterized in that: The opening of the damping groove is closed by a sealing plate, and the sealing plate is provided with a connecting hole connected to the first connecting rod.

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