Double-torsion-bar automobile spring for pickup truck type suspension
By adopting a dual torsion rod automotive spring structure in the pickup truck model suspension, the two-stage stiffness of the suspension is variable, solving the problem of unadjustable stiffness of the traditional suspension, improving comfort and load-bearing capacity, and optimizing the space layout.
Patent Information
- Application Number
- CN202421509336.6
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-06-28
- Publication Date
- 2025-03-14
- Estimated Expiration
- 2034-06-28
AI Technical Summary
The suspension springs of traditional pickup trucks cannot adjust the stiffness according to the cargo loading conditions, resulting in high comfort during no-load but insufficient load-bearing capacity during cargo loading. The spring shape is large, making it difficult to arrange in a narrow space.
The dual torsion rod automotive spring structure is adopted. Through the connection structure and action stroke between the main torsion rod spring and the secondary torsion rod spring, the two-stage stiffness of the suspension is variable, adapting to non-cargo and cargo conditions.
It realizes the stiffness adjustment of the suspension under non-cargo and cargo conditions, improves riding comfort and cargo carrying capacity. At the same time, due to its compact structure and small space, it is suitable for application promotion.
Smart Images
Figure CN222610861U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to the technical field of automobile springs, in particular to a double torsion bar automobile spring for a pickup truck suspension. Background Art
[0002] A pickup truck is a light truck with a roofless cargo box behind the cab, and the cargo box side panels are connected to the cab. A pickup truck looks like a sedan in front and has a cargo box in the back, so it is a passenger and cargo vehicle. As an important part of the automobile market, pickup trucks have the comfort of sedans, and are more capable of carrying cargo and adapting to poor roads than sedans. With the changes in market demand, the comfort and cargo carrying capacity requirements of pickup trucks are also constantly increasing. The key functional requirements of pickup trucks are comfort and load-bearing capacity.
[0003] The suspension is one of the important assemblies on the car, which connects the car body and the wheels elastically. The main function of the suspension is to transmit all forces and moments acting between the wheels and the car body, and to ease the impact load transmitted to the car body by the uneven road surface, attenuate the vibration caused by it, ensure the comfort of the passengers, and reduce the dynamic load of the cargo and the vehicle itself. The suspension is related to the various performances of the car. In order to meet these performances, the suspension system must be able to meet the requirements of these performances: First, the suspension system must ensure that the car has good driving smoothness. For cars whose main purpose is to carry people, the vibration acceleration that the passengers bear in the car cannot exceed the limit value specified by the national standard. Secondly, the suspension must ensure that the amplitude of the car body and the wheel in the resonance zone is small and the vibration decays quickly. Thirdly, it must ensure that the car has good handling stability, and on the other hand, it must reduce the dynamic load and wheel bounce of the wheel. In addition, it must ensure that the car body is stable during braking, turning, and acceleration, and reduce the pitch and roll of the car body. Since pickup trucks have the dual characteristics of both family cars and commercial vehicles, the suspension, as an important component that affects the comfort and carrying capacity of the vehicle, places higher requirements on the vehicle suspension.
[0004] At present, the front suspension of mainstream pickup trucks in the market is a double wishbone structure, which includes an upper swing arm, a lower swing arm, a spring and a damper to reduce road bumps. The spring is an elastic buffer load-bearing element. When the impact force of the road on the wheel is transmitted to the spring, the spring deforms, absorbs the kinetic energy of the wheel, and converts it into potential energy of the spring. Its function is to transmit the force and torque acting between the wheel and the frame, and buffer the impact force transmitted to the frame or body by the uneven road surface, and reduce the vibration caused by it, so as to ensure that the car can run smoothly, and at the same time bear all the weight of the whole vehicle on the spring. Stiffness, as an important parameter of the spring, directly affects the comfort and load-bearing capacity of the whole vehicle. In order to meet the load-bearing capacity, the spring stiffness will inevitably be increased, but at the same time it will reduce the ride comfort. The traditional pickup suspension spring cannot adjust the stiffness according to the working mode such as no-load or full-load, and the stiffness cannot be turned into a pain point for the suspension of pickup trucks; in addition, the springs used in traditional pickup trucks are coil springs, and the outer dimensions of the coil spring assembly are large, which is very difficult to arrange in the narrow wheel side space. Utility Model Content
[0005] The utility model aims to provide a double torsion bar automobile spring for a pickup truck suspension to solve the problem of stiffness adjustment of a traditional pickup truck suspension spring.
[0006] To achieve the above-mentioned object, the utility model provides a double torsion bar automobile spring for a pickup truck suspension, comprising: a suspension swing arm;
[0007] The first fixed bracket is a rigid part, the circular end of which is an internal spline, and the other end is fixedly connected to the rear end surface of the suspension swing arm by bolts;
[0008] The main torsion bar spring is a rod-shaped elastic element, both ends of which are external spline structures, and one end cooperates with the internal spline of the fixed bracket to achieve fixed connection;
[0009] The second fixing bracket is a rigid part, one end of which is provided with an arc-shaped groove structure, and the other end is fixedly connected to the front end surface of the suspension swing arm by bolts;
[0010] The third fixing bracket is a rigid part, one end of which is an internal spline, and the other end is provided with an arc-shaped protrusion structure to cooperate with the arc-shaped groove structure of the second fixing bracket for coaxial rotation connection;
[0011] The auxiliary torsion bar spring is a rod-type elastic element, both ends of which are external spline structures, and one end cooperates with the internal spline of the fixed bracket three to achieve a fixed connection.
[0012] Preferably, in the above-mentioned double torsion bar automobile spring for pickup truck suspension, it also includes a fixing bracket four, which is a rigid part, and its circular end is an internal spline, which cooperates with the external spline at the other end of the main torsion bar spring to achieve a fixed connection, and the other end is fixedly connected to the frame by bolts.
[0013] Preferably, in the above-mentioned double torsion bar automobile spring for pickup truck suspension, it also includes a fixed bracket five, which is a rigid part, and its circular end is an internal spline, which cooperates with the external spline at the other end of the auxiliary torsion bar spring to achieve a fixed connection, and the other end is fixedly connected to the frame by bolts.
[0014] Preferably, in the above-mentioned double torsion bar automobile spring for pickup truck suspension, the structural size of the arc-shaped groove is larger than the structural size of the arc-shaped protrusion, so that there is a certain gap between their connecting surfaces, so that the fixed bracket three can rotate relative to the fixed bracket two.
[0015] Preferably, in the above-mentioned double torsion bar automobile spring for pickup truck suspension, the main torsion bar spring and the auxiliary torsion bar spring store and release energy through torsion bar deformation and rebound.
[0016] Therefore, the utility model adopts a double torsion bar automobile spring of the above-mentioned structure for a pickup truck suspension, and realizes a variable structure of two-stage stiffness of the pickup truck suspension through the connection structure and effective action stroke between the main torsion bar spring and the auxiliary torsion bar spring, which can adapt to non-loading conditions and loading conditions at the same time. The suspension stiffness is small and the comfort is high in non-loading conditions, and the suspension stiffness is large and the load-bearing capacity is strong in loading conditions. The design structure is simple, easy to implement, low in cost, and suitable for application and promotion. The structure is compact and occupies little space, which saves more space for the pickup truck to arrange other components. The energy storage per unit mass of the torsion bar spring is 3 times that of the leaf spring, and the suspension using the torsion bar spring is light in weight, which is conducive to the lightweight design of the automobile.
[0017] The technical solution of the utility model is further described in detail below through the accompanying drawings and embodiments. BRIEF DESCRIPTION OF THE DRAWINGS
[0018] Figure 1 It is a schematic diagram of the overall structure of a double torsion bar automobile spring of an embodiment of the utility model for a pickup truck suspension;
[0019] Figure 2 It is a structural schematic diagram of a fixing bracket 2 of an embodiment of a double torsion bar automobile spring for a pickup truck suspension according to the utility model;
[0020] Figure 3 It is a structural schematic diagram of a fixing bracket 3 of an embodiment of a double torsion bar automobile spring for a pickup truck suspension according to the utility model;
[0021] Figure 4 The utility model is a schematic structural diagram of a second fixing bracket and a third fixing bracket connected to each other in a double torsion bar automobile spring embodiment for a pickup truck suspension. DETAILED DESCRIPTION
[0022] The technical solution of the utility model is further described below through the accompanying drawings and embodiments.
[0023] Unless otherwise defined, the technical terms or scientific terms used in the present invention shall have the usual meanings understood by persons with ordinary skills in the field to which the present invention belongs. The words "first", "second" and similar words used in the present invention do not indicate any order, quantity or importance, but are only used to distinguish different components. Words such as "include" or "comprise" and the like mean that the elements or objects appearing before the word include the elements or objects listed after the word and their equivalents, without excluding other elements or objects. Words such as "connect" or "connected" and the like are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. "Up", "down", "left", "right" and the like are only used to indicate relative positional relationships. When the absolute position of the described object changes, the relative positional relationship may also change accordingly.
[0024] See attached Figure 1-4 As shown, the present application provides a double torsion bar automobile spring for a pickup truck suspension, comprising: a suspension swing arm 1;
[0025] The fixed bracket 1 2 is a rigid part, the circular end of which is an internal spline, and the other end is fixedly connected to the rear end surface of the suspension swing arm 1 by bolts;
[0026] The main torsion bar spring 3 is a rod-shaped elastic element, both ends of which are external spline structures, and one end cooperates with the internal spline of the fixed bracket 2 to achieve fixed connection;
[0027] The second fixing bracket 4 is a rigid part, one end of which is provided with an arc-shaped groove structure, and the other end is fixedly connected to the front end surface of the suspension swing arm 1 by bolts;
[0028] The fixing bracket 3 5 is a rigid part, one end of which is an internal spline, and the other end is provided with an arc-shaped protrusion structure to cooperate with the arc-shaped groove structure of the fixing bracket 2 4, and is coaxially rotatably connected;
[0029] The auxiliary torsion bar spring 6 is a rod-shaped elastic element, both ends of which are external spline structures, and one end of which cooperates with the internal spline of the fixed bracket 3 5 to achieve a fixed connection.
[0030] In order to further optimize the above technical solution, it also includes a fixed bracket 47, which is a rigid part. Its circular end is an internal spline, which cooperates with the external spline at the other end of the main torsion bar spring 3 to achieve a fixed connection, and the other end is fixedly connected to the frame by bolts.
[0031] In order to further optimize the above technical solution, it also includes a fixed bracket 58, which is a rigid part. Its circular end is an internal spline, which cooperates with the external spline at the other end of the auxiliary torsion bar spring 6 to achieve a fixed connection, and the other end is fixedly connected to the frame by bolts.
[0032] It should be noted that the fixing bracket 4 7 and the fixing bracket 85 respectively connect the main torsion bar spring 3 and the auxiliary torsion bar spring 6 to the frame, which has a compact structure and occupies a small space, saving more space for the pickup truck to arrange other components.
[0033] To further optimize the above technical solution, the structural dimensions of the arc-shaped groove are larger than those of the arc-shaped protrusion, so that there is a certain gap between their connecting surfaces, so that the fixed bracket three 5 can rotate relative to the fixed bracket two 4.
[0034] Specifically, since the arc-shaped groove structure size of the fixing bracket 2 4 is larger than the arc-shaped protrusion structure size of the fixing bracket 3 5 , there is a certain gap between the active surfaces of the connecting structures, so that the rotation between the fixing bracket 3 5 and the fixing bracket 2 4 forms a non-active angle.
[0035] To further optimize the above technical solution, the main torsion bar spring 3 and the auxiliary torsion bar spring 6 store and release energy through torsion bar deformation and rebound.
[0036] Working principle: When the pickup truck is not carrying any cargo, the bouncing range of the unloaded wheel and the rotation angle of the suspension arm 1 are calculated according to the weight of the vehicle, and a main torsion bar spring 3 with appropriate stiffness is selected. The suspension arm 1 bounces in the vertical direction with the wheel, driving the main torsion bar spring 3 to rotate. Since the other end of the main torsion bar spring 3 is fixed to the frame through a fixed bracket 4 7, the main torsion bar spring 3 undergoes elastic deformation. Although the fixed bracket 2 4 is also rotating with the suspension arm 1, since the structural size of the arc-shaped groove of the fixed bracket 2 4 is larger than the structural size of the arc-shaped protrusion of the fixed bracket 3 5, there is a certain gap between the active surfaces of the connecting structure, so that the rotation between the fixed bracket 3 5 and the fixed bracket 2 4 forms a non-active angle. This non-active angle is the range of the unloaded tire bouncing. In this process, the entire suspension stiffness uses only the stiffness of the main torsion bar spring 3, thereby improving ride comfort.
[0037] When the pickup truck is loaded with goods, while the main torsion bar spring 3 is deformed, the fixed bracket 2 4 is continuously rotated. When it reaches the half-load state, the fixed bracket 2 4 and the fixed bracket 3 5 drive the auxiliary torsion bar spring 6 to rotate. After the action surface contacts, the auxiliary torsion bar spring 6 also begins to be stressed and elastically deformed. According to the stiffness calculation formula of the parallel elastic element: K = K 1 +K 2 In this process, the entire suspension uses a secondary stiffness with greater stiffness, and the load-bearing capacity of the vehicle suspension is greatly improved.
[0038] Therefore, the utility model adopts a double torsion bar automobile spring of the above-mentioned structure for a pickup truck suspension, and realizes a variable structure of two-stage stiffness of the pickup truck suspension through the connection structure and effective action stroke between the main torsion bar spring and the auxiliary torsion bar spring, which can adapt to non-loading conditions and loading conditions at the same time. The suspension stiffness is small and the comfort is high in non-loading conditions, and the suspension stiffness is large and the load-bearing capacity is strong in loading conditions. The design structure is simple, easy to implement, low in cost, and suitable for application and promotion. The structure is compact and occupies little space, which saves more space for the pickup truck to arrange other components. The energy storage per unit mass of the torsion bar spring is 3 times that of the leaf spring, and the suspension using the torsion bar spring is light in weight, which is conducive to the lightweight design of the automobile.
[0039] Finally, it should be noted that the above embodiments are only used to illustrate the technical solution of the utility model rather than to limit it. Although the utility model has been described in detail with reference to the preferred embodiments, ordinary technicians in this field should understand that they can still modify or replace the technical solution of the utility model with equivalents, and these modifications or equivalent replacements cannot cause the modified technical solution to deviate from the spirit and scope of the technical solution of the utility model.
Claims
1. A double torsion bar automobile spring for a pickup truck suspension, characterized in that: include: Suspension swing arm; The first fixed bracket is a rigid part, the circular end of which is an internal spline, and the other end is fixedly connected to the rear end surface of the suspension swing arm by bolts; The main torsion bar spring is a rod-shaped elastic element, both ends of which are external spline structures, and one end cooperates with the internal spline of the fixed bracket to achieve fixed connection; The second fixing bracket is a rigid part, one end of which is provided with an arc-shaped groove structure, and the other end is fixedly connected to the front end surface of the suspension swing arm by bolts; The third fixing bracket is a rigid part, one end of which is an internal spline, and the other end is provided with an arc-shaped protrusion structure to cooperate with the arc-shaped groove structure of the second fixing bracket for coaxial rotation connection; The auxiliary torsion bar spring is a rod-type elastic element, both ends of which are external spline structures, and one end cooperates with the internal spline of the fixed bracket three to achieve a fixed connection.
2. A double torsion bar automobile spring for a pickup truck suspension according to claim 1, characterized in that: It also includes a fixing bracket four, which is a rigid part. Its circular end is an internal spline, which cooperates with the external spline at the other end of the main torsion bar spring to achieve a fixed connection, and the other end is fixedly connected to the frame by bolts.
3. A double torsion bar automobile spring for a pickup truck suspension according to claim 2, characterized in that: It also includes a fixed bracket five, which is a rigid part. Its circular end is an internal spline, which cooperates with the external spline at the other end of the auxiliary torsion bar spring to achieve a fixed connection, and the other end is fixedly connected to the frame by bolts.
4. The double torsion bar automobile spring for pickup truck suspension according to claim 3, characterized in that: The structural dimension of the arc-shaped groove is larger than that of the arc-shaped protrusion, so that there is a certain gap between the connecting surfaces, so that the fixing bracket three can rotate relative to the fixing bracket two.
5. The double torsion bar automobile spring for a pickup truck suspension according to claim 4, characterized in that: The main torsion bar spring and the auxiliary torsion bar spring store and release energy through torsion bar deformation and rebound.