Impact-resistant buffer structure of electro-hydraulic active suspension shock absorber of passenger car

Abstract

The utility model relates to the technical field of vehicle suspensions, in particular to an anti-impact buffer structure of a passenger car electro-hydraulic active suspension shock absorber, which comprises a passenger car electro-hydraulic active suspension main body, and an anti-impact buffer component is arranged outside the passenger car electro-hydraulic active suspension main body; the anti-impact buffering assembly comprises a first connecting block arranged on one side of the upper end of the passenger car electro-hydraulic active suspension body, a connecting plate is arranged on one side of the first connecting block, a second connecting block is arranged on one side of the connecting plate, and a connecting rod penetrates through the middle of the first connecting block, the middle of the connecting plate and the middle of the second connecting block. According to the shock-resistant buffering structure for the shock absorber of the electro-hydraulic active suspension of the passenger car, shock-resistant buffering is carried out through the shock absorber and the spring, and the shock-resistant buffering strength of the electro-hydraulic active suspension main body of the passenger car is conveniently improved by fixing the connecting column and the second connecting block at an inclined angle; and the electro-hydraulic active suspension main body of the passenger car is more convenient to use.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicle suspension, in particular to an anti-impact buffer structure of an electro-hydraulic active suspension shock absorber of a passenger car. Background Art

[0002] Automobile suspension is an important component that affects the smoothness and handling stability of the automobile. Automobile suspension is divided into independent suspension and non-independent suspension, which usually refers to the connection structure system between the body, frame and wheels.

[0003] In the patent with the announcement number CN209539900U, a magnetorheological semi-active suspension shock absorber for automobile is proposed, which includes a piston rod, a bottom valve assembly, a piston assembly, a shock absorber body, and a control module. The shock absorber body is a hollow tube, and the shock absorber body is coaxially sleeved with an inner cylinder. By setting the interior of the shock absorber body to an inner hollow tube and sleeved with an inner cylinder, the liquid storage chamber and the piston working chamber are filled with magnetorheological fluid. The magnetorheological fluid is based on the energized coil. The energized coil can not only change the damping characteristic value of the magnetorheological fluid in the flow hole of the piston assembly, but also change the damping characteristic value of the magnetorheological fluid at the corresponding position of the liquid storage chamber, thereby further comprehensively improving the corresponding damping characteristics; a wire is wound around the piston assembly to form a coil and a circumferentially arranged flow hole, and its structure is compact, simple, and easy to control, but there are still the following problems in this patent:

[0004] The above-mentioned active suspension has poor impact resistance and buffering effect during vehicle use, which makes the vehicle inconvenient to use.

[0005] In view of the above problems, it is necessary to design an anti-impact buffer structure of a passenger car electro-hydraulic active suspension shock absorber to overcome the above problems. Utility Model Content

[0006] The main purpose of the utility model is to provide an anti-impact buffer structure of an electro-hydraulic active suspension shock absorber for a passenger car, which can effectively solve the problems in the background technology.

[0007] In order to achieve the above purpose, the technical solution adopted by the utility model is:

[0008] An anti-impact buffer structure of a passenger car electro-hydraulic active suspension shock absorber comprises a passenger car electro-hydraulic active suspension body, wherein an anti-impact buffer component is arranged outside the passenger car electro-hydraulic active suspension body;

[0009] The anti-impact buffer assembly includes a first connecting block arranged on one side of the upper end of the main body of the passenger car electro-hydraulic active suspension, a connecting plate is arranged on one side of the first connecting block, a second connecting block is arranged on one side of the connecting plate, a connecting rod passes through the middle of the first connecting block, the connecting plate and the second connecting block, a nut is arranged at one end of the connecting rod, a shock absorber is arranged at one end of the second connecting block, a connecting sleeve is arranged on the outer wall of the shock absorber, a spring is arranged on the outer wall of one end of the connecting sleeve, a connecting column is arranged on the other end of the shock absorber, and one end of the connecting column is provided with a spring. A fastening block is provided at the middle of the end, and a first connecting frame is provided at both ends of the lower side of the passenger car electro-hydraulic active suspension body, and a connecting tube is provided at one end of the first connecting frame, and a first clamping ball is provided at one end of the connecting tube, and one side of the connecting tube is connected to the outer wall of one end of the fastening block, and a second connecting frame is provided at both ends of the upper side of the passenger car electro-hydraulic active suspension body, and a second clamping ball is provided at one end of the second connecting frame, and the outer walls of the first clamping ball and the second clamping ball are embedded with a clamping groove, and a central axis is provided at one end of the clamping groove, and a tire is provided on the outer wall of the central axis.

[0010] As a preferred solution of the utility model, the first connecting frame is fixedly connected to the main body of the passenger car electro-hydraulic active suspension, the connecting tube is fixedly connected to the first connecting frame, and the fastening block is fixedly connected to the connecting tube.

[0011] As a preferred solution of the utility model, the fastening block is fixedly connected to the connecting column, the connecting column is fixedly connected to the shock absorber, and the connecting sleeve is sleeved to the shock absorber.

[0012] As a preferred solution of the utility model, the spring is fixedly connected to the connecting sleeve, the spring is sleeved to the shock absorber, and the second connecting block is fixedly connected to the shock absorber.

[0013] As a preferred solution of the utility model, the second connecting block is sleeved with the connecting rod, the nut is threadedly connected to the connecting rod, the first connecting block is fixedly connected to the main body of the passenger car electro-hydraulic active suspension, the first connecting block is fixedly connected to the connecting rod, the connected plate is sleeved with the connecting rod, and the second connecting frame is fixedly connected to the main body of the passenger car electro-hydraulic active suspension.

[0014] As a preferred solution of the utility model, the second clamping ball is fixedly connected to the second connecting frame, the first clamping ball is clamped to the clamping slot, the second clamping ball is clamped to the clamping slot, the center axis is fixedly connected to the clamping slot, and the tire is fixedly installed to the center axis. Beneficial Effects

[0015] Compared with the prior art, the utility model has the following beneficial effects:

[0016] In the utility model, an anti-impact buffering structure of a passenger car electro-hydraulic active suspension shock absorber is designed, shock absorbers and springs are used for anti-impact buffering, and the connecting column and the second connecting block are fixed at an inclined angle, so as to improve the anti-impact buffering strength of the passenger car electro-hydraulic active suspension body, thereby making it easier to operate and use the passenger car electro-hydraulic active suspension body. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 It is a structural schematic diagram of the utility model;

[0018] Figure 2 It is a schematic diagram of the tire and shock absorber structure of the utility model;

[0019] Figure 3 It is a front view structural schematic diagram of a passenger car electro-hydraulic active suspension body of the utility model.

[0020] In the figure: 1. the main body of the electro-hydraulic active suspension of a passenger car; 2. the anti-impact buffer component; 201. the first connecting block; 202. the connecting plate; 203. the connecting rod; 204. the nut; 205. the second connecting block; 206. the shock absorber; 207. the first connecting frame; 208. the connecting sleeve; 209. the spring; 210. the connecting column; 211. the fastening block; 212. the connecting tube; 213. the first clamping ball; 214. the second connecting frame; 215. the second clamping ball; 216. the tire; 217. the central axis; 218. the clamping groove. DETAILED DESCRIPTION

[0021] In order to make the technical means, creative features, objectives and effects achieved by the present invention easy to understand, the present invention is further described below in conjunction with specific implementation methods.

[0022] like Figure 1-3 As shown, an anti-impact buffer structure of a passenger car electro-hydraulic active suspension shock absorber includes a passenger car electro-hydraulic active suspension body 1, and an anti-impact buffer component 2 is arranged outside the passenger car electro-hydraulic active suspension body 1;

[0023] The impact-resistant buffer component 2 includes a first connecting block 201 arranged on one side of the upper end of the main body 1 of the passenger car electro-hydraulic active suspension, a connecting plate 202 is arranged on one side of the first connecting block 201, a second connecting block 205 is arranged on one side of the connecting plate 202, a connecting rod 203 is passed through the middle of the first connecting block 201, the connecting plate 202 and the second connecting block 205, a nut 204 is arranged at one end of the connecting rod 203, a shock absorber 206 is arranged at one end of the second connecting block 205, a connecting sleeve 208 is arranged on the outer wall of the shock absorber 206, a spring 209 is arranged on the outer wall of one end of the connecting sleeve 208, a connecting column 210 is arranged at the other end of the shock absorber 206, and the connecting column 210 A fastening block 211 is provided in the middle of one end, a first connecting frame 207 is provided at both ends of the lower side of the passenger car electro-hydraulic active suspension body 1, a connecting tube 212 is provided at one end of the first connecting frame 207, a first clamping ball 213 is provided at one end of the connecting tube 212, one side of the connecting tube 212 is connected to the outer wall of one end of the fastening block 211, a second connecting frame 214 is provided at both ends of the upper side of the passenger car electro-hydraulic active suspension body 1, a second clamping ball 215 is provided at one end of the second connecting frame 214, a clamping groove 218 is embedded in the outer wall of the first clamping ball 213 and the second clamping ball 215, a central axis 217 is provided at one end of the clamping groove 218, and a tire 216 is provided on the outer wall of the central axis 217.

[0024] Please see attached Figure 1 , Attachment Figure 2 and attached Figure 3 As shown, the first connecting frame 207 is fixedly connected to the main body 1 of the electro-hydraulic active suspension of the passenger car, the connecting tube 212 is fixedly connected to the first connecting frame 207, the fastening block 211 is fixedly connected to the connecting tube 212, the fastening block 211 is fixedly connected to the connecting column 210, the connecting column 210 is fixedly connected to the shock absorber 206, the connecting sleeve 208 is sleeved with the shock absorber 206, the spring 209 is fixedly connected to the connecting sleeve 208, the spring 209 is sleeved with the shock absorber 206, the second connecting block 205 is fixedly connected to the shock absorber 206, the second connecting block 205 is sleeved with the connecting rod 203, and the nut 204 is threadedly connected to the connecting rod 203, the first connecting block 201 is fixedly connected to the main body 1 of the passenger car electro-hydraulic active suspension, the first connecting block 201 is fixedly connected to the connecting rod 203, the connected plate 202 is sleeved with the connecting rod 203, the second connecting frame 214 is fixedly connected to the main body 1 of the passenger car electro-hydraulic active suspension, the second clamping ball 215 is fixedly connected to the second connecting frame 214, the first clamping ball 213 is clamped to the clamping groove 218, the second clamping ball 215 is clamped to the clamping groove 218, the central shaft 217 is fixedly connected to the clamping groove 218, and the tire 216 is fixedly installed to the central shaft 217;

[0025] The shock absorbers 206 are fixed at a certain tilt angle, and the two groups of shock absorbers 206 are in an eight-shaped shape, which is convenient for the passenger car electro-hydraulic active suspension body 1 to perform impact resistance and buffering during use.

[0026] The working process of the utility model: the anti-impact buffer structure of the electric-hydraulic active suspension shock absorber of the passenger car designed by the scheme is used. When the force is applied to the electric-hydraulic active suspension body 1 of the passenger car, the shock absorber 206 is extended and retracted, and the spring 209 of the outer wall of the shock absorber 206 is extended and retracted accordingly, thereby playing an anti-impact buffering effect. In addition, a group of electric-hydraulic active suspension bodies 1 of passenger cars is provided with two groups of shock absorbers 206, which is convenient for improving the anti-impact buffering effect of the electric-hydraulic active suspension body 1 of the passenger car. The first card ball 213 and the second card ball 215 are respectively inserted into The corresponding slot 218 is convenient for installing the tire 216, and the first connecting frame 207 and the second connecting frame 214 play a supporting role. A connecting plate 202 is provided on one side of the second connecting block 205, which is convenient for separating the second connecting block 205 from the first connecting block 201 through the connecting plate 202, so as to prevent the first connecting block 201 from being worn during the extension and retraction of the shock absorber 206, and the connecting plate 202 is more convenient to replace, thereby reducing the loss of parts and components and improving the use effect of the passenger car electro-hydraulic active suspension body 1.

[0027] Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. An anti-impact buffer structure of a passenger car electro-hydraulic active suspension shock absorber, comprising a passenger car electro-hydraulic active suspension body (1), characterized in that: An anti-impact buffer component (2) is arranged outside the passenger car electro-hydraulic active suspension body (1); The impact-resistant buffer component (2) comprises a first connection block (201) arranged on one side of the upper end of a passenger car electro-hydraulic active suspension body (1); a connection plate (202) is arranged on one side of the first connection block (201); a second connection block (205) is arranged on one side of the connection plate (202); a connection rod (203) passes through the middle of the first connection block (201), the connection plate (202) and the second connection block (205); a nut (204) is arranged at one end of the connection rod (203); a shock absorber (206) is arranged at one end of the second connection block (205); a connection sleeve (208) is arranged on the outer wall of the shock absorber (206); a spring (209) is arranged on the outer wall of one end of the connection sleeve (208); a connection column (210) is arranged at the other end of the shock absorber (206); and the connection column (211) is arranged at the other end of the shock absorber (206). A fastening block (211) is provided at the middle of one end of the fastening block (211), first connecting frames (207) are provided at both ends of the lower side of the passenger car electro-hydraulic active suspension body (1), a connecting tube (212) is provided at one end of the first connecting frame (207), a first clamping ball (213) is provided at one end of the connecting tube (212), one side of the connecting tube (212) is connected to the outer wall of one end of the fastening block (211), second connecting frames (214) are provided at both ends of the upper side of the passenger car electro-hydraulic active suspension body (1), a second clamping ball (215) is provided at one end of the second connecting frame (214), a clamping groove (218) is embedded in the outer wall of the first clamping ball (213) and the second clamping ball (215), a central axis (217) is provided at one end of the clamping groove (218), and a tire (216) is provided on the outer wall of the central axis (217).

2. The anti-impact buffer structure of a passenger car electro-hydraulic active suspension shock absorber according to claim 1, characterized in that: The first connecting frame (207) is fixedly connected to the passenger car electro-hydraulic active suspension body (1), the connecting tube (212) is fixedly connected to the first connecting frame (207), and the fastening block (211) is fixedly connected to the connecting tube (212).

3. The anti-impact buffer structure of a passenger car electro-hydraulic active suspension shock absorber according to claim 1, characterized in that: The fastening block (211) is fixedly connected to the connecting column (210), the connecting column (210) is fixedly connected to the shock absorber (206), and the connecting sleeve (208) is sleeved to the shock absorber (206).

4. The anti-impact buffer structure of a passenger car electro-hydraulic active suspension shock absorber according to claim 1, characterized in that: The spring (209) and the connecting sleeve (208) are fixedly connected, the spring (209) and the shock absorber (206) are sleeved, and the second connecting block (205) and the shock absorber (206) are fixedly connected.

5. The anti-impact buffer structure of a passenger car electro-hydraulic active suspension shock absorber according to claim 1, characterized in that: The second connection block (205) is sleeved with the connection rod (203), the nut (204) is threadedly connected to the connection rod (203), the first connection block (201) is fixedly connected to the passenger car electro-hydraulic active suspension body (1), the first connection block (201) is fixedly connected to the connection rod (203), the connected plate (202) is sleeved with the connection rod (203), and the second connection frame (214) is fixedly connected to the passenger car electro-hydraulic active suspension body (1).

6. The anti-impact buffer structure of a passenger car electro-hydraulic active suspension shock absorber according to claim 1, characterized in that: The second clamping ball (215) is fixedly connected to the second connecting frame (214), the first clamping ball (213) is clamped to the clamping slot (218), the second clamping ball (215) is clamped to the clamping slot (218), the central axis (217) is fixedly connected to the clamping slot (218), and the tire (216) is fixedly mounted to the central axis (217).

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