Combined support for rear transverse stabilizer and shock absorber, combined mechanism and automobile

Abstract

The utility model relates to the field of automobile parts, in particular to a combined support for a rear transverse stabilizer and a shock absorber, a combined mechanism and an automobile. The combined support for the rear transverse stabilizer and the shock absorber comprises a base plate, the damping pin is suitable for mounting a damper; the main body comprises a connecting part which is detachably connected with the base plate, a supporting part which is fixedly connected with the damping pin, and a fixing part which is suitable for being fixedly connected with a frame; the connecting part is configured to be matched with the base plate to sleeve the circumferential outer side of the transverse stabilizer bar; an insertion hole matched with the damping pin is formed in the supporting part and extends in the length direction of the transverse stabilizer bar. According to the combined support for the rear transverse stabilizer and the shock absorber, the transverse stabilizer bar and the shock absorber can be conveniently fixed to a vehicle frame, the shock absorption pin extends in the width direction of the vehicle frame, and the use requirement that the shock absorber is adjusted in the length direction of the vehicle frame can be met.

Description

Technical Field

[0001] The utility model relates to the field of automobile parts, in particular to a combined bracket, a combined mechanism and an automobile for a rear lateral stabilizer and a shock absorber. Background Art

[0002] At present, existing light trucks are basically equipped with rear shock absorbers as standard, and rear lateral stabilizer bars are optional. When matching with conventional air brake drum rear axles, the shock absorbers are arranged at the front side of the rear axle, and the stabilizer bars are arranged at the rear side. However, with the increasing requirements for lightweight and diversified configurations, there are now many more disc or wedge-type rear axles. The air chambers of these axles are arranged at the rear side of the leaf spring mounting seat of the axle, and are arranged horizontally, occupying the installation space of the original stabilizer bar. Therefore, it is necessary to arrange the stabilizer bar at the front side of the axle to solve this problem. At this time, the support bracket of the stabilizer bar overlaps with the lower bracket position of the shock absorber. In order to reduce the installation space, improve assembly efficiency, and reduce the number of parts, it is necessary to design a combined mounting bracket that simultaneously connects the shock absorber and the stabilizer bar.

[0003] The Chinese utility model patent with announcement number CN220923746U discloses a combined mounting bracket for a shock absorber and a stabilizer bar. The combined mounting bracket includes a bracket body and a stepped pin. The side of the bracket body is provided with a stepped pin mounting hole, and the front side is provided with a "C"-shaped support; one end of the stepped pin is provided with a terminal, and the other end is provided with a step and a thread, and the stepped pin is inserted into the stepped pin mounting hole and welded and fixed at the terminal; the upper lifting ring on the shock absorber is connected to the shock absorber crossbeam by bolts, and the lower lifting ring is sleeved on the stepped pin. However, the stepped pin of this combined mounting bracket extends along the length direction (i.e., longitudinal direction) of the automobile frame, so that the shock absorber can only be adjusted in the width direction (i.e., transverse direction) of the automobile frame, and interferes with the stepped pin when the angle is adjusted in the length direction of the automobile frame. Therefore, the combined mounting bracket is not suitable for the scenario where the shock absorber is adjusted in the length direction of the automobile frame.

[0004] Therefore, this field needs a new technical solution to solve the above problems. Summary of the invention

[0005] In order to improve or solve the technical problem that the shock absorber in the prior art cannot be adjusted in angle in the length direction of the automobile frame, the utility model provides a combined bracket for the rear lateral stabilizer and the shock absorber. The combined bracket for the rear lateral stabilizer and the shock absorber comprises: a pad; a shock absorber pin, suitable for installing the shock absorber; a main body, including a connecting portion detachably connected to the pad, a supporting portion fixedly connected to the shock absorber pin, and a fixing portion suitable for forming a fixed connection with the frame; the connecting portion is configured to be sleeved on the circumferential outer side of the lateral stabilizer bar in cooperation with the pad; a socket matching the shock absorber pin is provided on the supporting portion, and the socket extends along the length direction of the lateral stabilizer bar.

[0006] In the utility model, the combined bracket for the rear transverse stabilizer and the shock absorber includes a pad, a shock-absorbing pin and a main body. Among them, the main body includes a connecting portion, a supporting portion and a fixing portion. The connecting portion and the pad form a detachable connection, which can more conveniently fix the transverse stabilizer bar. The fixing portion is suitable for being connected to the frame, so as to fix the main body on the frame. The supporting portion is provided with a socket that matches the shock-absorbing pin, and the socket extends along the length direction of the transverse stabilizer bar, that is, the width direction of the frame, and can meet the use requirement of the shock absorber being able to adjust the angle in the length direction of the frame by adjusting the relative position of the main body and the frame in the transverse direction. Through the above-mentioned settings, the utility model is used for the combined bracket for the rear transverse stabilizer and the shock absorber, which can more conveniently fix the transverse stabilizer bar and the shock absorber on the frame, and the shock-absorbing pin extends along the width direction of the frame, which can meet the use requirement of the shock absorber being able to adjust the angle in the length direction of the frame.

[0007] In the preferred technical solution of the combined bracket for the rear stabilizer and shock absorber, a connecting hole is provided on the connecting portion, and the connecting portion and the pad are detachably connected by connecting bolts. Through the above arrangement, the pad and the connecting portion are connected by a bolt connection mechanism, which is convenient for the installation of the lateral stabilizer bar and has a strong connection stability.

[0008] In the preferred technical solution of the combined bracket for rear lateral stabilizer and shock absorber, a rubber bushing is also included which is arranged between the lateral stabilizer bar and the connecting part and the pad. Through the above arrangement, the arrangement of the rubber bushing can realize the flexible connection between the combined bracket and the lateral stabilizer bar.

[0009] In the preferred technical solution of the combined bracket for the rear transverse stabilizer and the shock absorber, the shock-absorbing pin has a first end and a second end opposite to each other, and threads and nuts matching the threads are arranged on the first end and the second end; the shock-absorbing pin is formed with a boss near the second end; the support portion is arranged between the boss and the first end, and the shock absorber is suitable for being arranged between the boss and the second end. Through the above arrangement, the support portion is arranged between the boss and the first end, that is, the first end extends out of the combined bracket, which can facilitate the connection between the shock-absorbing pin and the support portion, and facilitate the assembly and disassembly of the shock-absorbing pin; the shock absorber is arranged between the boss and the second end, which can better fix the shock absorber.

[0010] In the preferred technical solution of the combined bracket for the rear stabilizer and shock absorber, the main body is designed with a symmetrical central axis. Two combined brackets are generally provided, and the two combined brackets are fixed on the left and right sides of the frame respectively, and the two brackets are symmetrical parts, requiring two templates, and are actually two products. Through the above-mentioned setting, the combined bracket is arranged symmetrically in the central axis, using one template and symmetrical mold opening, which can avoid the appearance of left and right symmetrical parts, reduce the difficulty of material control and mold opening costs.

[0011] In order to solve the above technical problems, the utility model also discloses a combination mechanism, which includes: a lateral stabilizer bar; a shock absorber; a combination bracket for a rear lateral stabilizer and a shock absorber as described in any of the above items, wherein the pad and the connecting portion of the combination bracket are sleeved on the circumferential outer side of the lateral stabilizer bar; and one end of the shock absorber is sleeved on the circumferential outer side of the shock absorber pin. Through the above arrangement, the combination mechanism of the utility model can more conveniently fix the lateral stabilizer bar and the shock absorber on the frame, and the shock absorber pin extends along the width direction of the frame, which can meet the use requirements of the shock absorber for angle adjustment in the length direction of the frame.

[0012] In the preferred technical solution of the above-mentioned combined mechanism, the transverse stabilizer bar includes a rod body and swing arms arranged at both ends of the rod body; and the combined bracket is sleeved on the circumferential outer side of the rod body.

[0013] In order to solve the above technical problems, the utility model also discloses a car, which includes: a frame having a crossbeam and a rear leaf spring; a combination mechanism as described in any of the above, wherein a combination bracket of the combination mechanism is installed on the rear leaf spring; one end of the shock absorber of the combination mechanism is installed on the crossbeam, and the other end is installed on the combination bracket. Through the above arrangement, the utility model vehicle can more conveniently fix the lateral stabilizer bar and the shock absorber on the frame, and the shock absorber pin extends along the width direction of the frame, which can meet the use requirements of the shock absorber for angle adjustment in the length direction of the frame.

[0014] In the preferred technical solution of the above automobile, a riding bolt is further included which is installed on the rear leaf spring, and the riding bolt is fixedly connected with the fixing part of the combined mechanism. Through the above arrangement, the riding bolt is used for assembly, which is simple, reliable and has strong versatility.

[0015] In a preferred technical solution of the above automobile, a rear pressure plate is arranged between the riding bolt and the rear leaf spring. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] The preferred embodiments of the present invention are described below in conjunction with the accompanying drawings, in which:

[0017] Figure 1 It is a schematic diagram of an embodiment of the utility model automobile.

[0018] Figure 2 It is a schematic diagram of a combined bracket for a rear transverse stabilizer and a shock absorber according to the utility model.

[0019] Figure 3 It is another schematic diagram of the combined bracket for the rear transverse stabilizer and the shock absorber of the utility model.

[0020] Figure 4 It is a side view of a combined bracket for a rear transverse stabilizer and a shock absorber of the utility model.

[0021] Figure 5 The utility model is a schematic diagram of a vibration reduction pin in a combined bracket for a rear transverse stabilizer and a vibration absorber.

[0022] List of reference numerals: 1. frame; 11. rear leaf spring; 12. rear axle; 2. anti-roll bar; 21. rod body; 22. swing arm; 3. shock absorber; 4. combined bracket; 41. main body; 411. connecting part; 412. supporting part; 413. fixing part; 414. connecting hole; 415. plug hole; 416. fixing hole; 417. reinforcing rib; 42. pad; 43. damping pin; 431. boss; 5. riding bolt; 51. rear pressure plate. DETAILED DESCRIPTION

[0023] The preferred embodiments of the present invention are described below with reference to the accompanying drawings. It should be understood by those skilled in the art that these embodiments are only used to explain the technical principles of the present invention and are not intended to limit the protection scope of the present invention.

[0024] It should be noted that in the description of the present invention, the terms "upper", "lower", "left", "right", "inner", "outer" and the like indicating directions or positional relationships are based on the directions or positional relationships shown in the drawings, which are only for the convenience of description, and do not indicate or imply that the device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present invention. In addition, the terms "first" and "second" are used for descriptive purposes only, and cannot be understood as indicating or implying relative importance.

[0025] In addition, it should be noted that in the description of the present invention, unless otherwise clearly specified and limited, the terms "installation", "setting", 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 direct connection, an indirect connection through an intermediate medium, or the internal connection of two components. For those skilled in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0026] In order to improve or solve the technical problem that the shock absorber in the prior art cannot be adjusted in angle in the length direction of the automobile frame, the utility model provides a combined bracket for the rear lateral stabilizer and the shock absorber. The combined bracket for the rear lateral stabilizer and the shock absorber comprises: a pad 42; a shock absorbing pin 43, suitable for installing the shock absorber 3; a main body 41, comprising a connecting portion 411 detachably connected to the pad 42, a supporting portion 412 fixedly connected to the shock absorbing pin 43, and a fixing portion 413 suitable for forming a fixed connection with the frame 1; the connecting portion 411 is configured to be sleeved on the circumferential outer side of the lateral stabilizer bar 2 in cooperation with the pad 42; a plug hole 415 matching the shock absorbing pin 43 is provided on the supporting portion 412, and the plug hole 415 extends along the length direction of the lateral stabilizer bar 2.

[0027] In this document, unless otherwise expressly stated, the terms "lateral" and "width direction of the frame" refer to the width direction of the vehicle; the terms "longitudinal" and "length direction of the frame" refer to the length direction of the vehicle; the term "rear stabilizer" refers to the lateral stabilizer bar 2.

[0028] Figure 1 Schematic diagram of an embodiment of the utility model automobile, Figure 2 This is a schematic diagram of the utility model for the combined bracket of the rear lateral stabilizer and the shock absorber. Figure 1 and Figure 2 As shown, the combined bracket for the rear lateral stabilizer and shock absorber of the utility model comprises a main body 41 , a pad 42 and a shock absorbing pin 43 .

[0029] Continue to see Figure 1 and Figure 2 In one or more embodiments, the main body 41 includes a connecting portion 411, a supporting portion 412 and a fixing portion 413; the connecting portion 411 is used to cooperate with the pad 42 to fix the transverse stabilizer bar 2, and the supporting portion 412 is used to fix the damping pin 43, and then fix the shock absorber 3; the fixing portion 413 is used to fix the main body 41 on the frame 1. Among them, the connecting portion 411 is roughly U-shaped and has an opening. The pad 42 is roughly in the shape of a long strip and has a closed opening. Further, the pad 42 and the connecting portion 411 form a detachable connection. Specifically, a connecting hole 414 is provided on the connecting portion 411, and a connecting bolt is provided on the pad 42, and the connecting portion 411 and the pad 42 form a detachable connection through the connecting bolt. The connecting hole 414 is a threaded hole that matches the connecting bolt. Furthermore, a rubber bushing is arranged in the opening. The shape and size of the rubber bushing match the opening and is used to be sleeved on the circumferential outer side of the transverse stabilizer bar 2 , so that the main body 41 and the transverse stabilizer bar 2 form a flexible connection.

[0030] Figure 3 This is another schematic diagram of the combined bracket for the rear lateral stabilizer and shock absorber of the utility model. Figure 2 and Figure 3As shown, in one or more embodiments, the support portion 412 is arranged between the connecting portion 411 and the fixing portion 413, the supporting portion 412 is roughly in the shape of a circular shaft, and a socket 415 is provided in the supporting portion 412. The socket 415 matches the damping pin 43 and extends along the length direction of the lateral stabilizer bar 2. Further, a reinforcing rib 417 is provided on the supporting portion 412. The reinforcing rib 417 is arranged on the key force transmission path of the combined bracket 4. The connecting portion 411, the supporting portion 412 and the fixing portion 413 adopt a multi-rib and less-surface design on the key force transmission path. Through simulation topology optimization, the constraints and objective functions are set to achieve the maximum material utilization and minimum volume while satisfying the forces under the two working conditions of vehicle impact and vehicle roll. Further, a fixing hole 416 is provided on the fixing portion 413, two fixing holes 416 are provided, and the two fixing holes 416 are arranged side by side along the length direction of the socket 415; the fixing hole 416 is a threaded hole.

[0031] Figure 4 This is a side view of the combined bracket for the rear lateral stabilizer and shock absorber of the utility model. Figure 4 As shown, the main body 41 adopts a central axis symmetrical design. Figure 4 The middle dotted line is the central axis symmetry plane of the main body 41 , and is also the casting parting plane of the main body 41 .

[0032] Figure 5 This is a schematic diagram of the vibration reduction pin in the combined bracket of the rear lateral stabilizer and the vibration absorber of the utility model. Figure 1 and Figure 5 As shown, in one or more embodiments, the damping pin 43 has a first end and a second end opposite to each other. Figure 1 In the orientation shown, the first end is the left end and the second end is the right end. Threads and nuts matching the threads are arranged on the first end and the second end. The damping pin 43 is formed with a boss 431 near the second end, the support portion 412 is arranged between the boss 431 and the first end, and the damper 3 is arranged between the boss 431 and the second end. Further, the damping pin 43 can be made of 40Cr high-strength alloy material.

[0033] Continue to see Figure 1In order to improve or solve the technical problem that the shock absorber in the prior art cannot adjust the angle in the length direction of the automobile frame, the utility model also provides a combined mechanism, which includes a lateral stabilizer bar 2; a shock absorber 3; the above-mentioned combined bracket for the rear lateral stabilizer and shock absorber, the pad 42 and the connecting portion 411 of the combined bracket 4 are sleeved on the circumferential outer side of the lateral stabilizer bar 2; one end of the shock absorber 3 is sleeved on the circumferential outer side of the shock absorber pin 43. Specifically, the lateral stabilizer bar 2 includes a rod body 21 and swing arms 22 arranged at both ends of the rod body 21, the rubber bushing of the combined bracket 4 is sleeved on the circumferential outer side of the rod body 21, and the rubber bushing is fixed in the opening of the connecting portion 411. Further, one end of the shock absorber 3 is provided with a through hole matching the shock absorber pin 43, the shock absorber 3 is sleeved on the circumferential outer side of the shock absorber pin 43, and is limited on the shock absorber pin 43 by the boss 431 and the bolt.

[0034] Continue to see Figure 1 In order to improve or solve the technical problem that the shock absorber cannot adjust the angle in the length direction of the automobile frame in the prior art, the utility model also provides an automobile. The automobile comprises: a frame 1 having a crossbeam and a rear leaf spring 11; the above-mentioned combined mechanism, the combined bracket 4 of the combined mechanism is installed on the rear leaf spring 11; one end of the shock absorber 3 of the combined mechanism is installed on the crossbeam, and the other end is installed on the combined bracket 4. Specifically, the crossbeam extends along the width direction of the automobile, and the rear leaf spring 11 extends along the length direction of the automobile. A riding bolt 5 is installed on the rear leaf spring 11, and the riding bolt 5 matches the fixing hole 416 of the fixing part 413 of the combined mechanism, and forms a fixed connection with the fixing part 413, so as to fix the combined mechanism on the rear leaf spring 11. Further, a rear pressure plate 51 is arranged between the rear leaf spring 11 and the riding bolt 5, and the rear pressure plate 51 is located above the rear leaf spring 11. Further, the automobile also comprises a rear axle 12, and the automobile can be a light truck.

[0035] So far, the technical scheme of the present invention has been described in conjunction with the preferred embodiments shown in the accompanying drawings. However, it is easy for those skilled in the art to understand that the protection scope of the present invention is obviously not limited to these specific embodiments. Without departing from the principle of the present invention, those skilled in the art can make equivalent changes or substitutions to the relevant technical features, and the technical schemes after these changes or substitutions will fall within the protection scope of the present invention.

Claims

1. A combined bracket for a rear lateral stabilizer and a shock absorber, characterized in that: include: Pad (42); A vibration damping pin (43) suitable for mounting the vibration damper (3); The main body (41) comprises a connecting portion (411) which is detachably connected to the pad (42), a supporting portion (412) which is fixedly connected to the vibration-damping pin (43), and a fixing portion (413) which is suitable for being fixedly connected to the vehicle frame (1); the connecting portion (411) is configured to be sleeved on the circumferential outer side of the transverse stabilizer bar (2) in cooperation with the pad (42); a plug hole (415) which matches the vibration-damping pin (43) is provided on the supporting portion (412), and the plug hole (415) extends along the length direction of the transverse stabilizer bar (2).

2. The combined bracket for rear lateral stabilizer and shock absorber according to claim 1, characterized in that: A connecting hole (414) is provided on the connecting portion (411), and the connecting portion (411) and the pad (42) are detachably connected via connecting bolts.

3. The combined bracket for rear lateral stabilizer and shock absorber according to claim 1, characterized in that: It also includes a rubber bushing suitable for being arranged between the transverse stabilizer bar (2), the connecting portion (411) and the pad (42).

4. The combined bracket for rear lateral stabilizer and shock absorber according to claim 1, characterized in that: The vibration-damping pin (43) has a first end and a second end opposite to each other, and threads and nuts matching the threads are arranged on the first end and the second end; a boss (431) is formed on the vibration-damping pin (43) near the second end; the supporting portion (412) is arranged between the boss (431) and the first end, and the vibration absorber (3) is suitable for being arranged between the boss (431) and the second end.

5. The combined bracket for rear lateral stabilizer and shock absorber according to claim 1, characterized in that: The main body (41) is designed to be symmetrical about the central axis.

6. A combined mechanism, characterized in that: include: A lateral stabilizer bar (2); Shock absorber (3); The combined bracket for rear stabilizer and shock absorber as described in any one of claims 1 to 5, wherein the pad (42) and the connecting portion (411) of the combined bracket (4) are sleeved on the circumferential outer side of the lateral stabilizer bar (2); and one end of the shock absorber (3) is sleeved on the circumferential outer side of the shock absorber pin (43).

7. The combined mechanism according to claim 6, characterized in that: The transverse stabilizer bar (2) comprises a bar body (21) and swing arms (22) arranged at both ends of the bar body (21); the combined bracket (4) is sleeved on the circumferential outer side of the bar body (21).

8. A car, characterized in that: include: A vehicle frame (1) having a crossbeam and a rear leaf spring (11); The combined mechanism described in claim 6, wherein the combined bracket (4) of the combined mechanism is mounted on the rear leaf spring (11); one end of the shock absorber (3) of the combined mechanism is mounted on the cross beam, and the other end is mounted on the combined bracket (4).

9. The automobile according to claim 8, characterized in that: It also includes a riding bolt (5) mounted on the rear leaf spring (11), wherein the riding bolt (5) is fixedly connected to the fixing portion (413) of the combined mechanism.

10. The automobile according to claim 9, characterized in that: A rear pressure plate (51) is arranged between the riding bolt (5) and the rear leaf spring (11).

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