Automobile axle with high anti-seismic property

Abstract

The utility model provides an automobile axle with strong anti-seismic performance, which belongs to the technical field of automobile parts and comprises two tie rods, two second fixing blocks fixedly connected to the top ends of the two tie rods respectively, two first telescopic shock absorbers fixedly connected to the top ends of the two second fixing blocks respectively, and two second telescopic shock absorbers fixedly connected to the top ends of the two first telescopic shock absorbers respectively. The two second spiral springs are arranged on the circumferential surfaces of the two first telescopic shock absorbers in a sleeving mode correspondingly, in the running process, the system operates efficiently, vibration is relieved through the second telescopic shock absorbers firstly and then buffered step by step through the first spiral springs, the first telescopic shock absorbers and the second spiral springs, and finally the transverse pull rod and the device body absorb residual vibration. According to the multi-layer damping strategy, the vibration of the vehicle body is greatly reduced, and it is ensured that excellent driving stability and riding comfort can still be kept under severe road conditions.

Description

Technical Field

[0001] The utility model belongs to the technical field of automobile parts, and in particular relates to an automobile axle with strong anti-seismic performance. Background Art

[0002] The automobile axle is a very important structural component of the automobile chassis system. It is an intermediate device connecting the suspension structure and the body, and bears different forces from the ground, the whole vehicle and the engine. At the same time, it supports the steering system and the suspension system, and is used to isolate the road vibration and noise from entering, and improve the smoothness and stability of the whole vehicle.

[0003] The authorization publication number "CN 211641716 U" records "a truck axle", including an axle, a connecting rod fixedly connected inside the axle, and a shock-absorbing mechanism fixedly installed on the bottom end of the connecting rod, a cleaning mechanism is sleeved on the outside of the connecting rod, and a tire is fixedly installed on one side of the connecting rod, the central axis of the cleaning mechanism coincides with the central axis of the tire, and the tire is symmetrical about the central axis of the axle, the shock-absorbing mechanism includes a first telescopic rod inside, and a first spring is fixedly installed inside the first telescopic rod.

[0004] The above patent can achieve that when the baffle is hit, the baffle drives the second telescopic rod inward, and the impact between the baffle and the connecting rod is reduced by the elastic force of the second spring. When the protruding part of the baffle hits the first stop block, the first stop block moves inward through the first telescopic rod, and the elastic force of the first spring further reduces the impact, thereby achieving an anti-collision effect, protecting the axle, and achieving the effect of preventing the axle from collision. However, in the prior art, the vehicle can only be anti-seismic through a vertically placed suspension device, and the axle cannot be anti-seismic according to vibrations at different angles. Utility Model Content

[0005] The utility model aims to provide a vehicle axle with strong anti-vibration performance, aiming to solve the problem in the prior art that the axle cannot be anti-vibrated according to vibrations at different angles.

[0006] To achieve the above purpose, the utility model provides the following technical solution: an automobile axle with strong seismic resistance, comprising:

[0007] two tie rods;

[0008] Two second fixing blocks, wherein the two second fixing blocks are respectively fixedly connected to the top ends of the two tie rods;

[0009] Two first cylinder shock absorbers, wherein the two first cylinder shock absorbers are respectively fixedly connected to the top ends of the two second fixing blocks;

[0010] Two second coil springs are respectively sleeved on the circumferential surfaces of the two first cylinder shock absorbers.

[0011] As a preferred solution of the utility model, the top ends of the two tie rods are respectively fixedly connected with first fixing blocks, the top ends of the two first fixing blocks are fixedly connected with first coil springs, and the circumferential surfaces of the two first coil springs are sleeved with second cylinder shock absorbers.

[0012] As a preferred solution of the utility model, the adjacent ends of the two tie rods are fixedly connected with a shell bridge body, and the circumferential inner wall of the shell bridge body is fixedly connected with a device body.

[0013] As a preferred solution of the utility model, a connection interface is fixedly connected to one side end of the device body, and the angle of inclination of the two first cylinder shock absorbers is 15-20 degrees.

[0014] As a preferred solution of the utility model, one side end of the two tie rods is fixedly connected to a brake disc housing, one side end of the two brake disc housings is fixedly connected to a fixing ring, and the other side end of the two brake disc housings is threadedly connected to a protective housing.

[0015] As a preferred solution of the utility model, the materials of the two tie rods are high-ductility steel, shape memory alloy, and lightweight porous material from inside to outside.

[0016] Compared with the prior art, the beneficial effects of the utility model are:

[0017] 1. In this scheme, the device includes four groups of shock absorbers, two groups of first cylinder shock absorbers and two groups of second cylinder shock absorbers, which are firmly connected to the special support plate. The first cylinder shock absorber is set at an inclination angle of 15-20 degrees to enhance the shock absorption effect. It is easy to install and is fixed to the chassis by supporting plate blocks and welding. During driving, the system operates efficiently: the vibration is first alleviated by the second cylinder shock absorber, and then buffered step by step by the first coil spring, the first cylinder shock absorber, and then the second coil spring. Finally, the tie rod and the device body absorb the remaining vibration. This multi-level shock absorption strategy greatly reduces the vibration of the vehicle body, ensuring excellent driving stability and ride comfort under harsh road conditions.

[0018] 2. In this solution, the high-ductility steel used inside ensures the structural stability and safety under extreme driving conditions with its excellent strength and toughness, effectively resists the high stress generated by emergency braking or harsh road environment, and prevents fracture. The shape memory alloy used in the middle layer, as an intelligent buffer layer, has the ability to deform under external force and restore to its original state under appropriate conditions. This feature can not only absorb and disperse impact energy and reduce damage to the vehicle structure, but also greatly enhance the self-repair ability and service life of the tie rod. The lightweight porous material covering the outermost layer significantly reduces the weight of the tie rod and reduces the unsprung mass, which is beneficial to improving fuel efficiency or the endurance of electric vehicles. At the same time, the vibration absorption and noise reduction effect of the porous structure brings a higher level of comfort to the riding experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] The accompanying drawings are used to provide a further understanding of the present invention and constitute a part of the specification. Together with the embodiments of the present invention, they are used to explain the present invention and do not constitute a limitation of the present invention. In the accompanying drawings:

[0020] Figure 1 It is a three-dimensional diagram of the utility model;

[0021] Figure 2 It is a side view of the utility model;

[0022] Figure 3 for Figure 1 Enlarged view of point A in the middle.

[0023] In the figure: 1. device body; 2. connection interface; 3. shell bridge body; 4. tie rod; 5. fixing ring; 6. brake disc housing; 7. protective housing; 8. first cylinder shock absorber; 9. first fixing block; 10. first coil spring; 11. second coil spring; 12. second cylinder shock absorber; 13. second fixing block; 14. high ductility steel; 15. shape memory alloy; 16. lightweight porous material. DETAILED DESCRIPTION

[0024] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely describe the technical solutions in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments in the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0025] Example

[0026] For details, please refer to Figure 1 - Figure 3 , an automobile axle with strong anti-seismic performance, comprising:

[0027] Two tie rods 4;

[0028] Two second fixing blocks 13, the two second fixing blocks 13 are respectively fixedly connected to the top ends of the two tie rods 4;

[0029] Two first cylinder shock absorbers 8, the two first cylinder shock absorbers 8 are fixedly connected to the top ends of the two second fixing blocks 13 respectively;

[0030] Two second coil springs 11 are respectively sleeved on the circumferential surfaces of the two first cylinder shock absorbers 8 .

[0031] In this embodiment: In this device, the device configuration includes two groups of first cylinder shock absorbers 8 and two groups of second cylinder shock absorbers 12, the tops of which are firmly connected to a specially designed support plate, wherein the first cylinder shock absorber is carefully set at an inclination angle between 15 and 20 degrees. This ingenious design is intended to optimize the shock absorption performance, and the installation process is simple. The user only needs to accurately position the device under the chassis of the car, use the built-in card block of the support plate to fasten it to the predetermined position of the vehicle chassis, and finally fix it through a reliable welding process to ensure that the device is firmly connected. When driving on a rugged road, the device will show excellent Performance, the vibration encountered by the vehicle is first captured by the second tube shock absorber 12, then preliminarily buffered by the first coil spring 10 and the first tube shock absorber 8, and then transmitted to the second coil spring 11. This series of precise shock-absorbing elements work together to greatly weaken the vibration impact. Finally, the remaining vibration is effectively absorbed by the two sturdy tie rods 4 and the device body 1. Through the multi-stage shock-absorbing mechanism, the vehicle body vibration is minimized to the greatest extent, ensuring that the driver and passengers enjoy a smooth and comfortable driving experience. Even in the face of complex road conditions, the vehicle's driving stability and ride comfort can be optimized.

[0032] For details, please refer to Figure 1 - Figure 3 The top ends of the two tie rods 4 are respectively fixedly connected with first fixing blocks 9, the top ends of the two first fixing blocks 9 are both fixedly connected with first coil springs 10, and the circumferential surfaces of the two first coil springs 10 are both sleeved with second cylinder shock absorbers 12.

[0033] In this embodiment: the device integrates the tie rod 4, the first fixed block 9, the first coil spring 10 and the second tube shock absorber 12, and realizes efficient vibration management through precise layout. The double first fixed blocks 9 at the top of the tie rod 4 reinforce the structure and also serve as a connecting bridge to guide the energy flow. The first coil spring 10 fixed on each side of the first fixed block 9 is covered with the second tube shock absorber 12 to construct a closed loop and form a multi-stage energy absorption system. This design allows the vibration to pass through the second tube shock absorber 12 and the first coil spring 10 in turn, gradually weakening the impact force, protecting various components and extending the service life. At the same time, the combination of the tie rod and the fixed block enhances the lateral stability and improves the balance of the vehicle when cornering and off-roading, so that the system can be personalized according to different models and road conditions to ensure the best shock absorption performance and ride comfort, demonstrating the efficiency and flexibility of the shock absorption scheme.

[0034] For details, please refer to Figure 1 - Figure 3 The adjacent ends of the two tie rods 4 are fixedly connected with the shell bridge body 3, and the circumferential inner wall of the shell bridge body 3 is fixedly connected with the device body 1.

[0035] In this embodiment: the shell bridge body 3 serves as the core support, tightly connecting the two ends of the transverse tie rod 4, thereby strengthening the rigidity and stability of the shock absorbing system, effectively resisting the vertical and lateral forces under the dynamic load of the vehicle, preventing component displacement, and reinforcing the overall structure. This design promotes a direct and efficient force transmission path between the device body 1 and the transverse tie rod 4, ensuring that the force generated by bumps or turns during driving can be quickly and evenly dispersed, reducing stress concentration points, accelerating response, and optimizing shock absorption effects. The layout of the device body 1 embedded in the shell bridge body 3 not only provides a barrier for precision components such as shock absorbing springs and shock absorbers, protecting them from environmental damage such as dust, moisture, and collisions, but also significantly extends the life of the components and the overall long-term performance of the system, ensuring long-term stability and safety.

[0036] For details, please refer to Figure 1 - Figure 3 A connection interface 2 is fixedly connected to one side end of the device body 1, and the angle of inclination of the two first cylinder shock absorbers 8 is 15-20 degrees.

[0037] In this embodiment: the shock absorber design with a specific tilt angle of 15-20 degrees plays a vital role in the vehicle driving system. This design not only optimizes the vibration absorption efficiency, but also can more efficiently disperse the impact force and significantly improve the ride comfort, especially when facing rough roads. Through angle adjustment, the working range of the shock absorber can be expanded, ensuring excellent shock absorption performance in all terrains.

[0038] For details, please refer to Figure 1 - Figure 3One side end of the two tie rods 4 is fixedly connected to a brake disc housing 6, one side end of the two brake disc housings 6 is fixedly connected to a fixing ring 5, and the other side end of the two brake disc housings 6 is threadedly connected to a protective housing 7.

[0039] In this embodiment: the direct fixing design of the tie rod 4 and the brake disc housing 6 strengthens the rigid connection between the brake system and the chassis, ensures the stable operation of the brake system under emergency braking and complex road conditions, significantly reduces vibration and noise, and brings better driving stability and safety to the vehicle. The brake disc housing 6 is connected with the auxiliary connection of the fixing ring 5, which not only provides a stable support and precise positioning for the brake disc to prevent the deflection during high-speed rotation, but also effectively blocks the impact of foreign objects from the outside and protects the brake disc from damage. Although the heat dissipation details are not explicitly stated, the careful design of the brake disc housing 6 is usually integrated into the heat dissipation channel, which helps to dissipate heat, prevent overheating, and maintain braking efficiency. The threaded connection of the protective shell 7 to the other side of the brake disc housing 6 enhances the sealing of the system and effectively isolates dust and moisture from intrusion.

[0040] For details, please refer to Figure 1 - Figure 3 The materials of the two tie rods 4 are, from inside to outside, high ductility steel 14 , shape memory alloy 15 , and lightweight porous material 16 .

[0041] In this embodiment: the high-ductility steel 14 used inside ensures the structural stability and safety under extreme driving conditions with its excellent strength and toughness, effectively resists the high stress generated by emergency braking or harsh road environment, and prevents fracture. The shape memory alloy 15 used in the middle layer, as an intelligent buffer layer, has the ability to deform under external force and restore to its original state under appropriate conditions. This feature can not only absorb and disperse impact energy and reduce damage to the vehicle structure, but also greatly enhance the self-repair ability and service life of the tie rod 4. The lightweight porous material 16 covering the outermost layer significantly reduces the weight of the tie rod 4 and reduces the unsprung mass, which is beneficial to improving fuel efficiency or the endurance of electric vehicles. At the same time, the vibration absorption and noise reduction effect of the porous structure brings higher comfort to the riding experience.

[0042] Working principle and use process of the utility model: the device configuration includes two groups of first cylinder shock absorbers 8 and two groups of second cylinder shock absorbers 12, the tops of which are firmly connected to a specially designed support plate, wherein the first cylinder shock absorber is carefully set at an inclination angle between 15 and 20 degrees, this ingenious design is intended to optimize the shock absorption performance, the installation process is simple, the user only needs to accurately position the device under the chassis of the car, use the built-in card block of the support plate to fasten it to the predetermined position of the vehicle chassis, and finally fix it through a reliable welding process to ensure that the device is firmly connected. When driving on a rugged road, the device will show excellent The vibration encountered by the vehicle is first captured by the second tube shock absorber 12, then preliminarily buffered by the first coil spring 10 and the first tube shock absorber 8, and then transmitted to the second coil spring 11. This series of precise shock-absorbing elements work together to greatly weaken the vibration impact. Finally, the remaining vibration is effectively absorbed by the two sturdy tie rods 4 and the device body 1. Through the multi-stage shock-absorbing mechanism, the vehicle body vibration is minimized to the greatest extent, ensuring that the driver and passengers enjoy a smooth and comfortable driving experience. Even in the face of complex road conditions, the vehicle's driving stability and ride comfort can be optimized.

[0043] Finally, it should be noted that the above description is only a preferred embodiment of the utility model and is not intended to limit the utility model. Although the utility model is described in detail with reference to the above embodiments, those skilled in the art can still modify the technical solutions recorded in the above embodiments or replace some of the technical features therein by equivalents. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the utility model shall be included in the protection scope of the utility model.

Claims

1. An automobile axle with strong seismic resistance, characterized in that: include: two tie rods (4); Two second fixing blocks (13), the two second fixing blocks (13) being fixedly connected to the top ends of the two transverse tie rods (4) respectively; Two first cylinder-type shock absorbers (8), the two first cylinder-type shock absorbers (8) being fixedly connected to the top ends of two second fixing blocks (13) respectively; Two second coil springs (11), the two second coil springs (11) are respectively sleeved on the circumferential surfaces of the two first cylinder shock absorbers (8).

2. The automobile axle with strong earthquake resistance according to claim 1, characterized in that: The top ends of the two tie rods (4) are respectively fixedly connected to first fixing blocks (9), the top ends of the two first fixing blocks (9) are both fixedly connected to first coil springs (10), and the circumferential surfaces of the two first coil springs (10) are both sleeved with second cylinder shock absorbers (12).

3. The automobile axle with strong earthquake resistance according to claim 2, characterized in that: The adjacent ends of the two transverse tie rods (4) are fixedly connected to a shell bridge body (3), and the circumferential inner wall of the shell bridge body (3) is fixedly connected to a device body (1).

4. The automobile axle with strong earthquake resistance according to claim 3, characterized in that: A connection interface (2) is fixedly connected to one side end of the device body (1), and the two first cylinder shock absorbers (8) are inclined at an angle of 15-20 degrees.

5. The automobile axle with strong earthquake resistance according to claim 4, characterized in that: One side end of the two tie rods (4) is fixedly connected to a brake disc housing (6), one side end of the two brake disc housings (6) is fixedly connected to a fixing ring (5), and the other side end of the two brake disc housings (6) is threadedly connected to a protective housing (7).

6. The automobile axle with strong earthquake resistance according to claim 5, characterized in that: The materials of the two (4) are, from the inside to the outside, high ductility steel (14), shape memory alloy (15), and lightweight porous material (16).

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