Upper supporting structure of automobile air suspension

Abstract

The utility model provides an automobile air suspension upper supporting structure, which relates to the technical field of automobile suspensions and comprises a first connecting shaft sleeve, a first connecting hole is formed in the outer surface of one side of the first connecting shaft sleeve close to the center, and a supporting plate is fixedly connected to the top of the first connecting shaft sleeve. An air sleeve is fixedly connected to the position, close to the center, of the top of the supporting plate, a piston block is slidably connected to the position, close to the center, between the inner surface walls of the air sleeve, a plurality of connecting rods are fixedly connected to the bottom of the piston block at equal intervals in the circumferential direction, and connecting blocks are fixedly connected to the bottom ends of the connecting rods. The device solves the problems that a traditional supporting structure generally uses springs for damping, and when a certain amount of the springs are used, the vibration of a vehicle frame and a chassis is larger, so that the vehicle frame is damaged, the device is inconvenient to effectively use, the use effect of the device is reduced, and the service life of the device is prolonged. And the service life of the device is shortened.

Description

Technical Field

[0001] The utility model relates to the technical field of automobile suspension, in particular to an upper supporting structure of an automobile air suspension. Background Art

[0002] Automobile suspension consists of three parts: elastic element, shock absorber and force transmission device. These three parts play the role of buffering, vibration reduction and force transmission respectively. The front suspension of our common cars is generally McPherson suspension. McPherson is one of the most popular independent suspensions today, generally used for the front wheels of cars. Secondly, the four-link front suspension system is mostly used in luxury cars. It cleverly separates traction, braking force and steering force through kinematic principles, while giving the vehicle precise steering control.

[0003] When using the support structure on the automobile air suspension, the traditional support structure generally uses springs for shock absorption. Then, after a certain amount of time, the use of springs will make the vehicle frame and chassis vibrate more, causing the vehicle frame to be damaged, making it inconvenient to use the device effectively, reducing the use effect of the device, and reducing the service life of the device. Utility Model Content

[0004] The purpose of the utility model is to solve the problem in the prior art that traditional support structures generally use springs for shock absorption, and then after a certain amount of time, the use of springs will make the vehicle frame and the chassis more vibrating, causing the vehicle frame to be damaged, thereby causing the device to be inconvenient for effective use, reducing the use effect of the device and reducing the service life of the device, and a vehicle air suspension upper support structure is proposed.

[0005] In order to achieve the above-mentioned purpose, the utility model adopts the following technical scheme: an upper support structure of an automobile air suspension, comprising a first connecting sleeve, a first connecting hole is opened near the center of an outer surface of one side of the first connecting sleeve, a support plate is fixedly connected to the top of the first connecting sleeve, an air sleeve is fixedly connected to the top of the support plate near the center, a piston block is slidably connected between the inner walls of the air sleeve near the center, a plurality of connecting rods are fixedly connected to the bottom of the piston block at equal intervals along the circumferential direction, a plurality of connecting rods are fixedly connected to the bottom ends of the connecting blocks, a plurality of connecting blocks are fixedly connected to the outer surfaces of one side of the buffer blocks, and a friction resistance block is fixedly installed on the outer surfaces of one side of the plurality of buffer blocks.

[0006] As a preferred embodiment, a plurality of damping grooves are formed at equal intervals on the outer surface of the piston block along the circumferential direction.

[0007] As a preferred implementation, a piston rod is fixedly connected to the top of the piston block near the center, and the top end of the piston rod extends to the outside of the air sleeve.

[0008] As a preferred implementation, the top end of the piston rod is fixedly connected to a fixed top plate.

[0009] As a preferred embodiment, a damping spring is fixedly mounted on the outer surface of the air sleeve, and the bottom end of the damping spring is welded to the top of the support plate, and the top end of the damping spring is welded to the bottom of the fixed top plate.

[0010] As a preferred implementation, a movable block is fixedly provided near the center of the top of the fixed top plate.

[0011] As a preferred implementation, a second connecting sleeve is fixedly connected to the top of the movable block, and a second connecting hole is formed on an outer surface of one side of the second connecting sleeve.

[0012] Compared with the prior art, the advantages and positive effects of the utility model are:

[0013] 1. In the utility model, the first connecting sleeve and the second connecting sleeve are fixed on the automobile equipment, and the first connecting hole and the second connecting hole are used for penetrating and fixing, so that the equipment can be easily fixed on the automobile device. When the equipment is squeezed by the upper frame of the automobile, it is transmitted through the movable block, and then the fixed top plate drives the piston rod to move, and then the piston block slides inside the air sleeve, and friction damping is performed between the damping groove and the inner wall of the air sleeve, so that the device is easy to perform shock absorption and buffering. Further, by fixing the connecting rod, the connecting block is easy to fix. Under the action of the fixing of the connecting block, the buffer block is fixed, so that the friction resistance block is easy to fix, so that when the device is shaking, it will be more quickly and effectively shock-absorbing, thereby improving the use effect of the device.

[0014] 2. In the utility model, while the device performs shock absorption effect, the shock-absorbing spring performs partial shock absorption again, so that the device performs multiple shock absorption devices, which makes the use effect of the device better. Under the buffering effect of the shock-absorbing spring, the device is more convenient to perform shock absorption and buffering, which improves the use effect of the device. Further, by fixing the first connecting sleeve, the support plate is easy to fix, so that the device is easy to use stably. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 The utility model provides a schematic diagram of the main three-dimensional structure of an upper support structure of an automobile air suspension;

[0016] Figure 2 The utility model provides a side view of a partially cutaway three-dimensional structure of an upper support structure of an automobile air suspension;

[0017] Figure 3 The utility model provides a top-view stereoscopic structural schematic diagram of an upper support structure of an automobile air suspension;

[0018] Figure 4 The utility model proposes a vehicle air suspension upper support structure Figure 2 Schematic diagram of the three-dimensional structure at A in the middle.

[0019] Legend: 1. First connecting sleeve; 2. First connecting hole; 3. Support plate; 4. Air sleeve; 5. Piston block; 6. Damping groove; 7. Connecting rod; 8. Connecting block; 9. Buffer block; 10. Friction resistance block; 11. Piston rod; 12. Fixed top plate; 13. Shock-absorbing spring; 14. Movable block; 15. Second connecting sleeve; 16. Second connecting hole. DETAILED DESCRIPTION

[0020] In order to more clearly understand the above-mentioned purpose, features and advantages of the utility model, the utility model is further described below in conjunction with the accompanying drawings and embodiments. It should be noted that the embodiments of the present application and the features in the embodiments can be combined with each other without conflict.

[0021] In the following description, many specific details are set forth to facilitate a full understanding of the present invention. However, the present invention may also be implemented in other ways than those described herein. Therefore, the present invention is not limited to the specific embodiments of the following disclosure.

[0022] Embodiment 1, as Figure 1-4 As shown, the utility model provides an upper support structure of an automobile air suspension, including a first connecting sleeve 1, a first connecting hole 2 is opened on the outer surface of one side of the first connecting sleeve 1 near the center, a support plate 3 is fixedly connected to the top of the first connecting sleeve 1, an air sleeve 4 is fixedly connected to the top of the support plate 3 near the center, a piston block 5 is slidably connected between the inner surface walls of the air sleeve 4 near the center, a plurality of connecting rods 7 are fixedly connected to the bottom of the piston block 5 at equal intervals along the circumferential direction, a plurality of connecting rods 7 are fixedly connected to the bottom ends of the plurality of connecting rods 7, a plurality of connecting blocks 8 are fixedly connected to the outer surfaces of one side of the plurality of connecting blocks 8, a buffer block 9 is fixedly connected to the outer surfaces of one side of the plurality of buffer blocks 9, and a friction resistance block 10 is fixedly installed on the outer surfaces of one side of the plurality of buffer blocks 9.

[0023] The effect achieved by the entire embodiment 1 is that when the device is used, it is first fixed to the automobile equipment through the first connecting sleeve 1 and the second connecting sleeve 15, and is fixed through the first connecting hole 2 and the second connecting hole 16, so that the device is easy to be fixed on the automobile device, and then when the device is squeezed through the upper frame of the automobile, it is transmitted through the movable block 14, and then the fixed top plate 12 drives the piston rod 11 to move, and then the piston block 5 slides inside the air sleeve 4, and friction damping is performed with the damping groove 6 and the inner wall of the air sleeve 4, so that the device is easy to perform shock absorption and buffering, and further through the fixation of the connecting rod 7, the connecting block 8 is easy to be fixed, and under the action of the fixing of the connecting block 8, the buffer block 9 is fixed, so that the friction resistance block 10 is easy to be fixed, so that when the device is shaking, it will be more quickly and effectively shock-absorbing, thereby improving the use effect of the device.

[0024] Embodiment 2, as Figure 1-3 As shown, the outer surface of the piston block 5 is provided with a plurality of damping grooves 6 equidistantly along the circumferential direction, the top of the piston block 5 is fixedly connected with a piston rod 11 near the center, and the top end of the piston rod 11 extends to the outside of the air sleeve 4, the top end of the piston rod 11 is fixedly connected with a fixed top plate 12, the outer surface of the air sleeve 4 is fixedly sleeved with a shock-absorbing spring 13, and the bottom end of the shock-absorbing spring 13 is welded to the top of the support plate 3, and the top end of the shock-absorbing spring 13 is welded to the bottom of the fixed top plate 12, a movable block 14 is fixedly provided near the center of the top of the fixed top plate 12, the top of the movable block 14 is fixedly connected with a second connecting sleeve 15, and a second connecting hole 16 is provided on the outer surface of one side of the second connecting sleeve 15.

[0025] The effect achieved by the entire embodiment 2 is that when the device is used, the device first performs a shock-absorbing effect, and then the shock-absorbing spring 13 performs partial shock-absorbing again, so that the device performs multiple shock-absorbing devices, so that the use effect of the device is better. Under the buffering effect of the shock-absorbing spring 13, the device is more convenient to perform shock absorption and buffering, which improves the use effect of the device. Further, by fixing the first connecting sleeve 1, the support plate 3 is easy to fix, so that the device is easy to use stably.

[0026] The above are only preferred embodiments of the present invention, and are not intended to limit the present invention in other forms. Any technician familiar with the profession may use the technical contents disclosed above to change or modify them into equivalent embodiments with equivalent changes and apply them to other fields. However, any simple modification, equivalent change and modification made to the above embodiments based on the technical essence of the present invention without departing from the technical solution of the present invention still falls within the protection scope of the technical solution of the present invention.

Claims

1. An upper support structure of an automobile air suspension, comprising a first connecting sleeve (1), characterized in that: A first connecting hole (2) is provided near the center of the outer surface of one side of the first connecting sleeve (1); a support plate (3) is fixedly connected to the top of the first connecting sleeve (1); an air sleeve (4) is fixedly connected to the top of the support plate (3) near the center; a piston block (5) is slidably connected between the inner surface walls of the air sleeve (4) near the center; a plurality of connecting rods (7) are fixedly connected to the bottom of the piston block (5) at equal intervals along the circumferential direction; the bottom ends of the plurality of connecting rods (7) are fixedly connected to connecting blocks (8); a plurality of buffer blocks (9) are fixedly connected to the outer surfaces of one side of the plurality of connecting blocks (8); and a friction resistance block (10) is fixedly installed on the outer surfaces of one side of the plurality of buffer blocks (9).

2. The upper support structure of an automobile air suspension according to claim 1, characterized in that: The outer surface of the piston block (5) is provided with a plurality of damping grooves (6) at equal intervals along the circumferential direction.

3. The upper support structure of an automobile air suspension according to claim 1, characterized in that: A piston rod (11) is fixedly connected to the top of the piston block (5) near the center, and the top end of the piston rod (11) extends to the outside of the air sleeve (4).

4. The upper support structure of an automobile air suspension according to claim 3, characterized in that: The top end of the piston rod (11) is fixedly connected to a fixed top plate (12).

5. The upper support structure of an automobile air suspension according to claim 4, characterized in that: A damping spring (13) is fixedly sleeved on the outer surface of the air sleeve (4), and the bottom end of the damping spring (13) is welded to the top of the support plate (3), and the top end of the damping spring (13) is welded to the bottom of the fixed top plate (12).

6. The upper support structure of an automobile air suspension according to claim 4, characterized in that: A movable block (14) is fixedly arranged near the center of the top of the fixed top plate (12).

7. The upper support structure of an automobile air suspension according to claim 6, characterized in that: A second connecting sleeve (15) is fixedly connected to the top of the movable block (14), and a second connecting hole (16) is formed on an outer surface of one side of the second connecting sleeve (15).

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