A shock absorber transverse automobile suspension

Abstract

The utility model relates to the technical field of automobile suspension, in particular to a shock absorber transverse automobile suspension, comprising an intermediate frame, rotating arms are respectively hinged on both sides of the top of the intermediate frame, cantilevers are respectively hinged on the left and right sides of the intermediate frame, a connecting rod is hinged between one end of the rotating arm and the cantilever, and a shock absorber is hinged between the rotating arm and the tail end of the top of the intermediate frame; the shock absorber and the connecting rod are arranged in a surrounding shape around the top and side of the intermediate frame, and the vibration and impact suffered by the automobile in the vertical direction are transmitted to the shock absorber which is basically arranged in the transverse direction through the connection of the rotating arm to be weakened, thereby reducing the space height occupied in the longitudinal direction and obtaining a higher degree of integration.

Description

Technical Field

[0001] The utility model relates to the technical field of automobile suspensions, in particular to a transversely mounted shock absorber automobile suspension. Background Art

[0002] The automobile suspension is an important part of the automobile chassis. It is located between the frame (or load-bearing body) and the wheels (or axles), and is responsible for connecting, supporting and isolating the two parts to ensure that the car can be stable, comfortable and maintain good handling performance during driving; the shock absorber of the automobile suspension can effectively absorb and reduce the impact and vibration in the vertical direction caused by uneven road surface. Most of the existing automobile suspension shock absorbers are longitudinally arranged. For example, in the patent with application number CN2015206178760, an electric vehicle rear suspension is proposed, which has a shock absorber 30 that is basically longitudinally arranged. The shock absorber occupies a large longitudinal space and cannot achieve a high degree of integration and space utilization. Utility Model Content

[0003] 1. Technical issues to be solved

[0004] The utility model aims to provide a transversely mounted shock absorber automobile suspension, wherein the shock absorber is arranged transversely to reduce the impact and vibration of the automobile in the vertical direction, thereby improving the integration and space utilization.

[0005] 2. Technical Solution

[0006] The utility model is realized by the following technical solutions:

[0007] The utility model provides a shock absorber transverse automobile suspension, comprising an intermediate frame, wherein rotating arms are respectively hinged on both sides of the top of the intermediate frame, cantilevers are respectively hinged on the left and right sides of the intermediate frame, a connecting rod is hinged between one end of the rotating arm and the cantilever, and a shock absorber is hinged between the rotating arm and the tail end of the top of the intermediate frame.

[0008] Furthermore, a V-shaped connecting frame is provided at the tail end of the top of the intermediate frame, and shock absorbers are hinged between the two sides of the V-shaped connecting frame and the two sides of the top of the intermediate frame, and the middle axis directions of the two shock absorbers are perpendicular to each other.

[0009] Furthermore, the intermediate frame includes a base frame connected to the vehicle body, and a receiving frame fixed above the base frame, and the receiving frame is a hollow frame structure formed by welding steel plates.

[0010] Furthermore, the middle axes of the connecting rod, the rotating arm and the shock absorber are all in an inclined plane, and the angle range α between the inclined plane and the top surface of the middle frame satisfies: 60°≤α≤85°.

[0011] 3. Beneficial Effects

[0012] Compared with the prior art, the utility model has the following beneficial effects:

[0013] In the utility model, the shock absorber and the connecting rod are arranged in a surrounding shape around the top and side of the intermediate frame, and the vibration and impact suffered by the automobile in the vertical direction are transmitted to the shock absorber which is basically arranged in the horizontal direction to be weakened through the connection of the rotating arm, thereby reducing the space height occupied in the longitudinal direction and achieving a higher integration. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 It is a front view of the utility model;

[0015] Figure 2 It is a top view of the utility model;

[0016] Figure 3 It is a left view of the utility model;

[0017] 1-middle frame; 11-bottom frame; 12-accommodating frame; 13-V-shaped connecting frame; 2-cantilever; 3-rotating arm; 4-shock absorber; 5-connecting rod. DETAILED DESCRIPTION

[0018] In order to make the purpose, technical solution and advantages of the utility model more clear, the utility model is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described here are only used to explain the utility model and are not used to limit the utility model.

[0019] A shock absorber 4 transverse automobile suspension, see Figure 1-3 , including an intermediate frame 1, the intermediate frame 1 includes a base frame 11, a receiving frame 12 and a V-shaped connecting frame 13 arranged at the top and rear end of the receiving frame 12; wherein the base frame 11 is used to connect with the automobile body; the receiving frame 12 is fixed above the base frame 11, and the receiving frame 12 is a hollow frame structure welded from steel plates, and can adopt a hollow structure, and the original parts such as the automobile power assembly are installed in the receiving frame 12 to play a protective role; the intermediate frame 1 as a whole serves as a connecting support component with the vehicle body, and is used to connect with the automobile wheel hub, shock absorber 4, etc. through the cantilever 2, etc.

[0020] The middle frame 1 has rotating arms 3 hinged on both sides of the top, cantilevers 2 hinged on the left and right sides, and a connecting rod 5 hinged between one end of the rotating arm 3 and the cantilever 2; a shock absorber 4 is hinged between the rotating arm 3 and the top tail end of the middle frame 1. Preferably, a V-shaped connecting frame 13 is provided at the top tail end of the middle frame 1, and shock absorbers 4 are hinged on both sides of the V-shaped connecting frame 13 and the top two sides of the middle frame 1, and the middle axis directions of the two shock absorbers 4 are perpendicular to each other.

[0021] Among them, two shock absorbers 4 are arranged on the top of the middle frame 1, and the connecting rod 5 and the cantilever 2 are arranged on the side of the middle frame 1, that is, the shock absorber 4 and the connecting rod 5 are arranged in a surrounding shape around the top and side of the middle frame 1, and the vibration and impact suffered by the car in the vertical direction are transmitted to the shock absorber 4 which is basically arranged horizontally through the connection of the rotating arm 3 to be weakened, thereby reducing the space height occupied in the longitudinal direction and obtaining a higher integration degree; at the same time, the accommodating frame 12 of the middle frame 1 can also accommodate components such as the powertrain, further improving the space utilization rate.

[0022] In addition, in this embodiment, the middle axes of the connecting rod 5, the rotating arm 3 and the shock absorber 4 are all in an inclined plane, ensuring that the force can be effectively transmitted to the shock absorber 4 through the connecting rod 5 and the rotating arm 3 for shock absorption; wherein the angle range α between the inclined plane and the top surface of the intermediate frame 1 satisfies: 60°≤α≤85°.

[0023] The above-described embodiments are merely descriptions of preferred implementations of the present invention, and are not intended to limit the concept and scope of the present invention. Without departing from the design concept of the present invention, various modifications and improvements made by ordinary personnel in the field to the technical solution of the present invention should fall within the protection scope of the present invention, and the technical contents of the present invention for protection have been fully recorded in the claims.

Claims

1. A transverse shock absorber automobile suspension, characterized in that: It comprises an intermediate frame, wherein rotating arms are respectively hinged on both sides of the top of the intermediate frame, cantilevers are respectively hinged on the left and right sides of the intermediate frame, a connecting rod is hinged between one end of the rotating arm and the cantilever, and a shock absorber is hinged between the rotating arm and the tail end of the top of the intermediate frame.

2. A transversely mounted shock absorber automobile suspension according to claim 1, characterized in that: A V-shaped connecting frame is arranged at the tail end of the top of the middle frame, and shock absorbers are hinged between the two sides of the V-shaped connecting frame and the two sides of the top of the middle frame respectively, and the middle axis directions of the two shock absorbers are perpendicular to each other.

3. A transversely mounted shock absorber automobile suspension according to claim 2, characterized in that: The intermediate frame comprises a bottom frame connected to the vehicle body, and a receiving frame fixed on the top of the bottom frame, and the receiving frame is a hollow frame structure formed by welding steel plates.

4. A transversely mounted shock absorber automobile suspension according to claim 2 or 3, characterized in that: The middle axes of the connecting rod, the rotating arm and the shock absorber are all in an inclined plane, and the angle range α between the inclined plane and the top surface of the middle frame satisfies: 60°≤α≤85°.

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