Drive-by-wire chassis damping structure

Abstract

The utility model relates to the technical field of drive-by-wire chassis damping structures, and discloses a drive-by-wire chassis damping structure which is characterized in that a bottom fixing cylinder is installed at the top end of a base, an upper sleeve is slidably connected to the upper end of the bottom fixing cylinder in a sleeved mode, and a damping spring lower end supporting table is slidably clamped in the bottom fixing cylinder; a damping spring upper end supporting and positioning piece is installed in the upper sleeve, and a damping spring is tightly arranged between the damping spring lower end supporting table and the damping spring upper end supporting and positioning piece in an abutting mode. A lower end supporting table position adjusting mechanism for driving the lower end supporting table to slide up and down in the bottom fixing cylinder to adjust the damping deformation quantity of the damping spring is installed in the base, and an outer buffering piece is connected to the position, on the outer side of the bottom fixing cylinder, of an upper end opening of the base in a sleeving mode. According to the drive-by-wire chassis damping structure, through innovative design and intelligent adjustment, the damping performance and the driving stability of a vehicle chassis are improved, rapid adaptation to different road conditions and driving requirements is achieved, and more comfortable and safer driving experience is provided for a driver.

Description

Technical Field

[0001] The utility model relates to the technical field of wire-controlled chassis shock-absorbing structures, in particular to a wire-controlled chassis shock-absorbing structure. Background Art

[0002] In the field of automotive engineering, chassis shock absorption structure is an important component related to vehicle driving stability and ride comfort. The traditional chassis shock absorption structure is usually composed of shock absorbing springs and shock absorbers. The springs and dampers coordinate to absorb and reduce the vibration generated during vehicle driving to ensure the stability and comfort of vehicle driving.

[0003] However, the traditional chassis shock absorption structure has some shortcomings:

[0004] Fixed preset: Traditional shock-absorbing structures are usually fixed preset and cannot be intelligently adjusted according to real-time road conditions and vehicle status. Therefore, when facing different road conditions and load conditions, the shock-absorbing effect may not be satisfactory, resulting in affected driving comfort and stability.

[0005] Adjustment complexity: The adjustment of traditional chassis shock-absorbing structures usually requires manual operation. The adjustment process is cumbersome and time-consuming, and requires professional knowledge and skills. It also has certain requirements on the driver's operating skills. At the same time, it is impossible to achieve real-time adjustment, which affects the convenience and safety of driving.

[0006] Lack of intelligence: Traditional shock-absorbing structures lack intelligent adjustment functions and cannot be adjusted intelligently according to real-time road conditions and vehicle status. However, modern vehicles are increasingly focusing on intelligence and automation. This deficiency makes the traditional chassis shock-absorbing structure incompatible with the development trend of modern vehicles.

[0007] Insufficient stability: Traditional shock-absorbing structures lack stability when facing extreme road conditions or external impacts, which may cause damage or failure of the shock-absorbing structure, thereby affecting the safety and durability of the vehicle.

[0008] Limited adjustment range: The traditional shock-absorbing structure has a limited adjustment range and cannot meet the needs of different driving conditions, such as comfortable driving, sports driving or off-road driving. Therefore, the performance advantages of the shock-absorbing structure cannot be fully utilized. Utility Model Content

[0009] 1. Technical issues to be resolved

[0010] In view of the shortcomings of the existing technology, the utility model provides a wire-controlled chassis shock-absorbing structure, which has the advantages of efficient shock-absorbing performance, intelligent adaptability, precise control, automatic adjustment and multiple safety guarantees, and solves the above-mentioned technical problems.

[0011] (II) Technical solution

[0012] To achieve the above-mentioned purpose, the utility model provides the following technical solutions: a wire-controlled chassis shock-absorbing structure, comprising a base, a bottom fixed tube and an upper sleeve, the bottom fixed tube is installed at the top end of the base, the upper sleeve is slidably sleeved on the upper end of the bottom fixed tube, the bottom fixed tube is internally slidably clamped with a lower end support platform of a shock-absorbing spring, the upper end support positioning piece of a shock-absorbing spring is installed inside the upper sleeve, a shock-absorbing spring is tightly pressed between the lower end support platform of the shock-absorbing spring and the upper end support positioning piece of the shock-absorbing spring, and a lower end support platform adjustment mechanism is installed inside the base for driving the lower end support platform of the shock-absorbing spring to slide up and down inside the bottom fixed tube to adjust the shock-absorbing deformation amount of the shock-absorbing spring, and an external buffer is sleeved on the upper port of the base and on the outer side of the bottom fixed tube.

[0013] As a preferred technical solution of the utility model, the upper end support positioning member of the shock absorbing spring specifically includes the following structure:

[0014] Connecting columns distributed at the inner axial position of the upper casing;

[0015] A fixing bolt installed at the center of the top end of the upper sleeve to position the top end of the connecting column;

[0016] The upper end support platform of the shock absorbing spring is connected to the bottom end of the connecting column, and the top end of the shock absorbing spring is supported on the bottom end of the upper end support platform of the shock absorbing spring.

[0017] As a preferred technical solution of the utility model, the lower support platform adjustment mechanism specifically includes the following structure:

[0018] A lower end support platform position adjustment drive screw rod distributed on the inner central axis of the bottom fixed cylinder, wherein the lower end support platform position adjustment drive screw rod of the damping spring is threadedly connected to the inner center of the lower end support platform of the damping spring;

[0019] A driving screw drive mechanism is installed inside the base to drive the support platform at the lower end of the shock-absorbing spring to adjust the driving screw to rotate.

[0020] As a preferred technical solution of the utility model, the driving screw driving mechanism specifically includes the following structure:

[0021] A driving motor installed inside the base;

[0022] A driving disc connected to the output end of the driving motor;

[0023] A driving gear ring docked at the top of the driving rotary disc;

[0024] A transmission gear meshing with the inner annular surface of the driving gear ring;

[0025] A driven gear meshing with the inner tooth surface of the transmission gear;

[0026] A driving shaft is connected to the top center of the driven gear, and the top end of the driving shaft passes through the interior of the base and is connected to the bottom end of the drive screw rod of the support platform at the lower end of the shock absorbing spring.

[0027] As a preferred technical solution of the utility model, the transmission ratio among the driven gear, the transmission gear and the driving gear ring is set to 5:5:1.

[0028] As a preferred technical solution of the present utility model, the drive motor is connected to the vehicle wire control system.

[0029] As the preferred technical solution of the utility model, limiting convex teeth are arranged at the front, rear, left and right edges of the support platform at the lower end of the shock-absorbing spring, and positioning guide rails adapted for the up and down sliding of the four limiting convex teeth are arranged on the front, rear, left and right walls inside the bottom fixed cylinder.

[0030] As a preferred technical solution of the utility model, the external buffer specifically includes the following structure:

[0031] A lower fixing ring overlapped at the port position on the base;

[0032] An upper fixing ring disposed directly above the lower fixing ring;

[0033] A buffer spring is butted between the upper fixing ring and the lower fixing ring, and the upper fixing ring, the lower fixing ring and the buffer spring are integrally sleeved on the outside of the bottom fixing tube.

[0034] As a preferred technical solution of the utility model, a bottom positioning ear is provided at the bottom of the base, and a top positioning ear is provided on the left side of the top end of the upper sleeve.

[0035] As a preferred technical solution of the present utility model, a limiting ring that shrinks inwards is provided at the port position on the bottom fixing cylinder.

[0036] Compared with the prior art, the utility model provides a wire-controlled chassis shock absorption structure with the following features:

[0037] Beneficial effects:

[0038] Efficient shock absorption performance: The shock absorption structure of the wire-controlled chassis adopts a sliding sleeve design and a shock-absorbing spring preload adjustment mechanism, which can effectively absorb and release the vibration energy during vehicle driving, improving driving stability and comfort.

[0039] Intelligent adaptability: The vehicle's wire control system intelligently selects the shock absorption mode through real-time road condition recognition and analysis, and dynamically adjusts the preload of the shock absorber spring according to the vehicle's load conditions, allowing the vehicle chassis to quickly adapt to different road conditions and driving requirements, thereby improving driving safety and driving comfort.

[0040] Precise control: The drive motor accurately controls the rotation of the drive screw through a multi-stage gear transmission system, achieving precise adjustment of the position of the support platform at the lower end of the shock-absorbing spring, thereby changing the preload force of the shock-absorbing spring and ensuring the stability and reliability of the shock-absorbing effect.

[0041] Automatic adjustment: The shock-absorbing structure is connected to the vehicle's wire control system, which can realize automatic adjustment and perform intelligent adjustment according to real-time road conditions and vehicle status, thereby improving driving comfort and safety and reducing the driver's operating burden.

[0042] Multiple safety guarantees: The design of external buffers provides additional buffering effect, protects the shock-absorbing structure from excessive vibration and external impact, improves the durability and reliability of the shock-absorbing structure, and enhances the safety of the vehicle chassis.

[0043] The wire-controlled chassis shock-absorbing structure improves the shock-absorbing performance and driving stability of the vehicle chassis through innovative design and intelligent adjustment, achieves rapid adaptation to different road conditions and driving requirements, provides drivers with a more comfortable and safe driving experience, and has broad market application prospects and economic benefits. BRIEF DESCRIPTION OF THE DRAWINGS

[0044] Figure 1 It is a schematic diagram of the structure of the utility model;

[0045] Figure 2 This is a schematic diagram of the overall half-cut structure of the utility model;

[0046] Figure 3 This is a perspective view of the exterior and interior of the utility model;

[0047] Figure 4 This is an exploded separation diagram of the internal structure of the utility model;

[0048] Figure 5 This is a schematic diagram of the internal structure of the utility model;

[0049] Figure 6 This is a structural schematic diagram of the screw drive mechanism of the utility model;

[0050] Figure 7 It is a structural schematic diagram of the external buffer of the utility model.

[0051] Among them: 1. Base; 2. Bottom fixing tube; 3. Upper sleeve; 4. Upper support positioning piece of shock-absorbing spring; 5. Shock-absorbing spring; 6. Lower support platform of shock-absorbing spring; 7. Positioning mechanism of lower support platform; 8. External buffer;

[0052] 11. Bottom positioning ears;

[0053] 21. Positioning guide rail; 22. Limiting ring;

[0054] 31. Top positioning ear;

[0055] 41. Fixing bolt; 42. Connecting column; 43. Upper end support platform of shock absorbing spring;

[0056] 61. Limiting convex teeth;

[0057] 71. The lower end support table adjusts the driving screw; 72. The driving screw driving mechanism;

[0058] 721, driving shaft; 722, driven gear; 723, transmission gear; 724, driving gear ring; 725, driving rotary disc; 726, driving motor;

[0059] 81. Upper fixing ring; 82. Lower fixing ring; 83. Buffer spring. DETAILED DESCRIPTION

[0060] The following is a further detailed description of the implementation of the present invention in conjunction with the accompanying drawings and examples. The following examples are used to illustrate the present invention, but cannot be used to limit the scope of the present invention.

[0061] In the description of the present invention, unless otherwise specified, "multiple" means two or more; the terms "upper", "lower", "left", "right", "inner", "outer", "front end", "rear end", "head", "tail" and the like indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, which is only for the convenience of describing the present invention and simplifying the description, and does not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operate in a specific orientation, and therefore cannot be understood as limiting the present invention. In addition, the terms "first", "second", "third" and the like are only used for descriptive purposes and cannot be understood as indicating or implying relative importance.

[0062] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "connected" and "connection" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0063] See also Figure 1-7 , a wire-controlled chassis shock-absorbing structure:

[0064] The base 1 serves as the foundation of the entire shock-absorbing structure. The bottom fixing tube 2 is fixed to the top of the base 1 to ensure the stability of the structure. A sliding sleeve design is adopted between the upper sleeve 3 and the bottom fixing tube 2, so that the upper sleeve 3 can slide freely in the vertical direction, thereby effectively absorbing the vibration of the vehicle. The lower end support platform 6 of the shock-absorbing spring is fixed inside the bottom fixing tube 2 by sliding card connection, and it is connected to the bottom end of the shock-absorbing spring 5. The installation position of the upper end support positioning member 4 of the shock-absorbing spring is fixed, which can provide a stable support point for the upper end of the shock-absorbing spring 5.

[0065] The connecting column 42 of the upper end support positioning member 4 of the shock absorbing spring is located at the internal axis position of the upper sleeve 3. Its design ensures concentricity with the upper sleeve 3, thereby ensuring that the force center of the shock absorbing spring 5 is consistent with the central axis of the shock absorbing structure. The fixing bolt 41 is fastened to the center position of the top of the upper sleeve 3 to provide a firm top position for the connecting column 42 to prevent it from shifting during use. The upper end support platform 43 of the shock absorbing spring is docked with the bottom end of the connecting column 42. Its surface is specially treated to reduce friction with the top of the shock absorbing spring 5 and provide sufficient support force to ensure that the shock absorbing spring 5 can effectively absorb and release energy. The limit ring 22 is distributed at the upper end of the bottom fixed cylinder 2. It is to prevent the upper sleeve 3 from sliding too far during the shock absorbing process. The lower end of the upper end support positioning member 4 of the shock absorbing spring is separated from the inside of the bottom fixed cylinder 2, which causes the upper sleeve 3 to separate from the upper end of the bottom fixed cylinder 2, and then causes the entire shock absorbing structure to disintegrate.

[0066] The lower support platform adjustment drive screw 71 of the lower support platform adjustment mechanism 7 is located on the central axis of the bottom fixed cylinder 2, and its thread design matches the inner center of the lower support platform 6 of the shock-absorbing spring. The position of the lower support platform 6 of the shock-absorbing spring can be accurately adjusted by rotating the drive screw 71, thereby changing the preload force of the shock-absorbing spring 5 to meet the shock absorption requirements under different road conditions and load conditions. The drive screw drive mechanism 72 is installed inside the base 1, and its design is compact, which can effectively convert the rotational motion of the drive motor 726 into the rotational motion of the drive screw 71, so as to achieve precise control of the shock absorption deformation of the shock-absorbing spring 5.

[0067] The driving motor 726 of the driving screw drive mechanism 72 is the power source of the entire mechanism, and the driving disc 725 connected to its output end transmits the rotational motion to the driving shaft 721 through the gear transmission system of the driving gear ring 724, the transmission gear 723 and the driven gear 722. This multi-stage gear transmission design not only improves the transmission efficiency, but also realizes the precise control of the transmission ratio, so that the rotation speed and torque of the driving shaft 721 can meet the driving requirements of the lower support platform adjustment driving screw 71. The docking design between the driving shaft 721 and the bottom end of the lower support platform adjustment driving screw 71 ensures the direct transmission of power.

[0068] The transmission ratio among the driven gear 722, the transmission gear 723 and the driving gear ring 724 is set to 5:5:1. The design of this transmission ratio takes into account the output characteristics of the driving motor 726 and the driving requirements of the lower support platform adjustment driving screw 71, thereby realizing efficient power transmission and precise displacement control, and thus realizing the operation of quickly adjusting the position of the lower support platform 6 of the shock-absorbing spring, thereby realizing the rapid adjustment of the shock-absorbing mode of the entire vehicle chassis, thereby quickly adapting to the driving requirements of different road sections.

[0069] The drive motor 726 is connected to the vehicle's wire control system, which means that the adjustment of the shock absorbing structure can be automatically completed by the vehicle's electronic control system, and intelligent adjustments can be made according to real-time road conditions and vehicle status, thereby improving driving comfort and safety.

[0070] The design of the limiting convex teeth 61 of the lower end support platform 6 of the shock-absorbing spring takes into account its sliding stability inside the bottom fixed cylinder 2. By cooperating with the adjustment guide rails 21 on the front, rear, left and right cylinder walls inside the bottom fixed cylinder 2, the guidance and stability of the lower end support platform 6 of the shock-absorbing spring during the up and down sliding process are ensured, and the phenomenon of following the rotation due to the rotation of the lower end support platform adjustment driving screw 71 to achieve position adjustment is avoided.

[0071] The lower fixing ring 82 and the upper fixing ring 81 of the external buffer 8 are connected by a buffer spring 83. This design not only provides an additional buffering effect, but also provides additional protection after the shock absorbing spring 5 is extremely contracted and fails due to excessive vibration of the vehicle, and can also protect the bottom fixing cylinder 2 from the direct effect of external impact. The selection and design of the buffer spring 83 take into account its elastic characteristics and durability, ensuring that good buffering performance can be maintained during long-term use.

[0072] The design of the bottom positioning ear 11 at the bottom of the base 1 and the top positioning ear 31 at the top of the upper sleeve 3 provides additional installation and positioning options for the entire shock-absorbing structure, so that the shock-absorbing structure can adapt to different installation environments and requirements. The design of these positioning ears takes into account the connection method with the vehicle chassis, ensuring the stability and reliability of the shock-absorbing structure during vehicle driving.

[0073] How it works

[0074] Road condition recognition and analysis:

[0075] The vehicle's wire control system collects real-time road condition information through sensors.

[0076] The system analyzes this data to determine the characteristics of the current driving section, such as urban roads, highways, rugged mountain roads, etc.

[0077] Shock absorption mode selection:

[0078] Based on the results of the road condition analysis, the wire control system selects the corresponding shock absorption mode, such as comfort mode, sports mode or off-road mode.

[0079] The system adjusts the preload setting of the shock absorber spring according to the vehicle load.

[0080] Shock absorber spring preload adjustment:

[0081] The driving motor 726 receives the instruction and starts driving the screw driving mechanism 72 .

[0082] The driving disc 725 transmits the rotational motion to the driving shaft 721 through the gear transmission system 722 , 723 , 724 .

[0083] The driving shaft 721 drives the lower support platform to adjust the driving screw 71 to rotate.

[0084] The lower support platform position adjustment driving screw 71 matches with the thread inside the lower support platform 6 of the damping spring, so that the support platform 6 moves up and down, thereby adjusting the preload force of the damping spring 5 in real time.

[0085] 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. A wire-controlled chassis shock-absorbing structure, comprising a base (1), a bottom fixing tube (2) and an upper sleeve (3), characterized in that: The bottom fixing tube (2) is mounted on the top of the base (1); the upper sleeve (3) is slidably sleeved on the upper end of the bottom fixing tube (2); a lower end support platform (6) of a shock absorbing spring is slidably clamped inside the bottom fixing tube (2); an upper end support positioning piece (4) of a shock absorbing spring is installed inside the upper sleeve (3); a shock absorbing spring (5) is pressed tightly between the lower end support platform (6) of the shock absorbing spring and the upper end support positioning piece (4) of the shock absorbing spring; a lower end support platform adjustment mechanism (7) is installed inside the base (1) for driving the lower end support platform (6) of the shock absorbing spring to slide up and down inside the bottom fixing tube (2) to adjust the shock absorbing deformation amount of the shock absorbing spring (5); an external buffer (8) is sleeved on the upper end of the base (1) and on the outer side of the bottom fixing tube (2).

2. The shock absorbing structure of a controlled-by-wire chassis according to claim 1, characterized in that: The upper end support positioning member (4) of the shock absorbing spring specifically comprises the following structure: A connecting column (42) distributed at an inner axial position of the upper casing (3); A fixing bolt (41) installed at the center of the top end of the upper sleeve (3) for positioning the top end of the connecting column (42); The upper end support platform (43) of the shock absorbing spring is connected to the bottom end of the connecting column (42), and the top end of the shock absorbing spring (5) is supported on the bottom end of the upper end support platform (43) of the shock absorbing spring.

3. The shock absorbing structure of a controlled-by-wire chassis according to claim 1, characterized in that: The lower support platform positioning mechanism (7) specifically comprises the following structure: A lower end support platform position adjustment drive screw (71) distributed on the inner central axis of the bottom fixed cylinder (2), wherein the lower end support platform position adjustment drive screw (71) is threadedly connected to the inner center of the lower end support platform (6) of the damping spring; A drive screw drive mechanism (72) is installed inside the base (1) and drives the lower support platform to adjust the drive screw (71) to rotate.

4. The shock absorbing structure of a controlled-by-wire chassis according to claim 3, characterized in that: The driving screw drive mechanism (72) specifically comprises the following structure: A driving motor (726) installed inside the base (1); A driving rotary disc (725) connected to the output end of the driving motor (726); A driving gear ring (724) docked at the top of the driving rotary disc (725); A transmission gear (723) meshed with the inner annular surface of the driving gear ring (724); A driven gear (722) meshed with the inner tooth surface of the transmission gear (723); A driving shaft (721) is connected to the top center of the driven gear (722), and the top end of the driving shaft (721) passes through the interior of the base (1) and is connected to the bottom end of the lower support platform adjustment driving screw (71).

5. The shock absorbing structure of a controlled-by-wire chassis according to claim 4, characterized in that: The transmission ratio between the driven gear (722), the transmission gear (723) and the driving gear ring (724) is set to 5:5:

1.

6. The shock absorbing structure of a controlled-by-wire chassis according to claim 4, characterized in that: The drive motor (726) is connected to the vehicle wire control system.

7. The shock absorbing structure of a controlled-by-wire chassis according to claim 2, characterized in that: Limiting convex teeth (61) are arranged at the front, rear, left and right edges of the upper end support platform (43) of the damping spring, and positioning guide rails (21) adapted to the four limiting convex teeth (61) for sliding up and down are arranged on the front, rear, left and right walls inside the bottom fixed cylinder (2).

8. The shock absorbing structure of a controlled-by-wire chassis according to claim 1, characterized in that: The external buffer (8) specifically comprises the following structure: A lower fixing ring (82) overlapped at the upper port position of the base (1); An upper fixing ring (81) disposed directly above the lower fixing ring (82); A buffer spring (83) is butted between the upper fixing ring (81) and the lower fixing ring (82), and the upper fixing ring (81), the lower fixing ring (82) and the buffer spring (83) are integrally sleeved on the outside of the bottom fixing tube (2).

9. The shock absorbing structure of a controlled-by-wire chassis according to claim 1, characterized in that: The bottom of the base (1) is provided with a bottom positioning ear (11), and the left side of the top end of the upper sleeve (3) is provided with a top positioning ear (31).

10. The wire-controlled chassis shock-absorbing structure according to claim 1, characterized in that: An inwardly contracted limiting ring (22) is provided at the upper port of the bottom fixing cylinder (2).

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