Damping device for automobile and automobile

Abstract

The utility model provides a damping device for an automobile and the automobile, the damping device comprises a transmission rod, the transmission rod is arranged in a reciprocating motion along the extension direction of the transmission rod; the transmission part is in transmission connection with the transmission rod, and the transmission rod drives the transmission part to rotate; the torsional shock absorber is connected with the transmission part, and the torsional shock absorber is used for attenuating the rotary motion of the transmission part; the elastic element is connected with the transmission rod, and when the transmission rod moves, the transmission rod stretches or compresses the elastic element. According to the device, the transmission piece is arranged, the up-down reciprocating motion of the transmission rod is converted into rotation motion around the axis of the transmission rod through the transmission piece, and then rotation energy is attenuated and damped through the torsion damper; therefore, under the condition that the space is limited, shock absorption can be conducted on large bumping, and the shock absorption effect is better.

Description

Technical Field

[0001] The utility model belongs to the technical field of automobile shock absorption, in particular to a shock absorption device for an automobile and the automobile. Background Art

[0002] When a car runs on a speed bump or a bumpy road, a large vibration usually occurs. To solve this problem, existing vehicles are all provided with shock absorbers.

[0003] Existing shock absorbers usually use a combination of springs and hydraulic damping cylinders to absorb vibrations, that is, the shock absorber support consisting of a spring component and a damping cylinder is connected between the fulcrum of the wheel and the vehicle body, and then the vibration energy during the vehicle's driving is dissipated. However, the combined shock-absorbing structure of springs and hydraulic damping cylinders requires a relatively large vertical installation space, which is determined by the working mode of the springs and hydraulic damping cylinders. Therefore, for relatively bumpy routes, due to the limited formation of the spring, the shock absorption effect is not very good.

[0004] The structure of the torsion damper currently available on the market is usually a flat structure that requires a relatively small installation space. However, the torsion damper dissipates the energy generated by the rotation work, so it is not suitable for the up and down vibration energy generated by the bumps on the car chassis. Utility Model Content

[0005] In view of the above-mentioned shortcomings of the prior art, the purpose of the utility model is to provide a shock absorbing device for a car and a car, so as to solve the problems in the prior art that the shock absorber has a short stroke due to limited space and a poor shock absorbing effect.

[0006] In order to achieve the above-mentioned and other related purposes, on the one hand, the utility model provides a shock absorbing device for a car, comprising:

[0007] A transmission rod, the transmission rod being arranged to reciprocate along an extension direction of the transmission rod;

[0008] A transmission member, the transmission member is in transmission connection with the transmission rod, and the transmission rod drives the transmission member to rotate;

[0009] a torsional vibration damper connected to the transmission member, the torsional vibration damper being used to attenuate the rotational motion of the transmission member;

[0010] An elastic element is connected to the transmission rod, and when the transmission rod moves, the transmission rod stretches or compresses the elastic element.

[0011] Furthermore, a connecting hole is provided in the transmission member, the transmission rod is inserted into the connecting hole, a transmission pair is provided between the connecting hole and the transmission rod, the transmission pair includes a spiral groove and a slider sliding in the spiral groove, and the slider and the spiral groove are respectively arranged on the transmission rod and the inner wall of the connecting hole.

[0012] Furthermore, the transmission pair further comprises a strip groove connected to the spiral groove, the strip groove and the spiral groove are arranged together on the transmission rod or on the inner wall of the connecting hole, and the strip groove extends along the axial direction of the transmission member.

[0013] Furthermore, the shock absorbing device further comprises a seat body, part of the transmission rod is located in the seat body, the transmission member is rotatably disposed in the seat body, and the torsional vibration damper is located on a side of the seat body away from the transmission rod.

[0014] Furthermore, the seat body includes a hollow upper shell and a hollow lower shell connected to the upper shell, the transmission member is rotatably installed in the lower shell around the extension direction of the transmission rod, and the transmission rod passes through the upper shell and is connected to the transmission member.

[0015] Furthermore, the elastic element includes a first spring and a second spring, a cover body is provided on the side of the transmission rod away from the upper shell, the first spring is located between the cover body and the upper shell, and the second spring is located in the upper shell and sleeved on the transmission rod.

[0016] Furthermore, a second boss is provided on the top of the upper shell for limiting the first spring, a limiting portion is provided on one side of the upper shell close to the lower shell, a first boss is provided on the transmission rod, and the second spring is located between the limiting portion and the first boss.

[0017] Furthermore, a bearing is installed in the lower shell, and both ends of the transmission member are rotatably connected to the lower shell through the bearing.

[0018] Furthermore, the transmission rod is connected to the upper shell through a spline, and the transmission member is also connected to the torsional vibration damper through a spline.

[0019] On the other hand, the present application provides a car, comprising a body, wheels and the shock absorbing device described above, wherein two ends of the shock absorbing device are respectively connected to the body and the wheels.

[0020] As described above, the utility model has the following beneficial effects: the transmission rod realizes up and down reciprocating movement through the elastic element, and the application sets a transmission part, which converts the up and down reciprocating movement of the transmission rod into rotational motion around the axis of the transmission rod through the transmission part, and then attenuates and damps the rotational energy through the torsional shock absorber, so that even when space is limited, relatively large bumps can be damped, resulting in a better shock absorption effect. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 The utility model is a cross-sectional schematic diagram of a shock absorbing device for a vehicle provided by the utility model.

[0022] Part Number Description

[0023] 1-seat body, 11-upper shell, 12-lower shell, 13-limiting part, 14-second boss, 15-bearing, 16-cover body, 2-transmission rod, 21-slider, 22-first boss, 3-transmission member, 31-connecting hole, 32-spiral groove, 33-strip groove, 4-torsion damper, 5-elastic element, 51-first spring, 52-second spring. DETAILED DESCRIPTION

[0024] The following is a description of the implementation of the present invention by means of specific embodiments. People familiar with the art can easily understand other advantages and effects of the present invention from the contents disclosed in this specification.

[0025] It should be noted that the structures, proportions, sizes, etc. illustrated in the drawings of this specification are only used to match the contents disclosed in the specification for people familiar with this technology to understand and read, and are not used to limit the limiting conditions for the implementation of the utility model, so they have no substantial technical significance. Any modification of the structure, change of the proportion relationship or adjustment of the size, without affecting the effects and purposes that can be achieved by the utility model, should still fall within the scope of the technical content disclosed by the utility model. At the same time, the terms such as "upper", "lower", "left", "right", "middle" and "one" quoted in this specification are only for the convenience of description, and are not used to limit the scope of the implementation of the utility model. The change or adjustment of their relative relationship should also be regarded as the scope of the implementation of the utility model without substantial change of the technical content.

[0026] In order to describe the present invention in detail, first, a shock absorbing device for a vehicle and a vehicle of the present invention are specifically described below.

[0027] like Figure 1As shown, the present application provides a shock absorbing device for a car, comprising a seat body 1, a transmission rod 2, a transmission member 3, a torsion damper 4 and an elastic element 5. The transmission rod 2 is arranged to reciprocate along the extension direction of the transmission rod 2, and reciprocates along the height direction of the vehicle body. The transmission member 3 is in transmission connection with the transmission rod 2, and the transmission rod 2 drives the transmission member 3 to rotate. The torsion damper 4 is connected to the transmission member 3, and the torsion damper 4 is used to attenuate the rotational movement of the transmission member 3. The elastic element 5 is connected to the transmission rod 2, and when the transmission rod 2 moves, the transmission rod 2 stretches or compresses the elastic element 5, and the transmission rod 2 is reciprocated up and down by the stretching or compression of the elastic element 5.

[0028] A portion of the transmission rod 2 is located in the seat 1, and a cover 16 is provided on the top of the transmission rod 2, that is, the cover 16 is provided on the side of the transmission rod 2 away from the transmission member 3, and a connecting ring is provided on the top of the cover 16 for connecting the transmission rod 2 to the wheel suspension or the vehicle body. The main function of the transmission rod 2 is to transmit the vibration energy of the vehicle body in the vertical direction.

[0029] The seat body 1 is provided with a through hole communicating with each other from top to bottom, and the seat body 1 is used to install the entire shock absorbing device on the vehicle body. The seat body 1 can be an integral type. The seat body 1 of this embodiment includes a hollow upper shell 11 and a hollow lower shell 12 connected to the upper shell 11, and the upper shell 11 and the lower shell 12 are fixedly connected. The main function of the upper shell 11 is to limit the transmission rod 2, so that the transmission rod 2 is not only positioned vertically by the transmission member 3, but also the upper part of the transmission rod 2 is vertically positioned by the upper shell 11.

[0030] Since the upper shell 11 is designed in the present application, the up and down reciprocating motion of the transmission rod 2 is limited by the upper shell 11, so that the transmission rod 2 will not deflect during the up and down reciprocating motion, and the direction of its up and down reciprocating motion coincides with the axis of the transmission rod 2, thereby making the up and down movement of the transmission rod 2 more reliable.

[0031] In order to limit the transmission rod 2 and prevent the transmission rod 2 from rotating when the transmission member 3 rotates, spline grooves are provided on the inner wall of the upper housing 11 and the transmission rod 2. During installation, splines are installed in the spline grooves, so that the transmission rod 2 is connected to the upper housing 11 through a spline connection. This connection method allows the transmission rod 2 to only move up and down relative to the upper housing 11, and cannot rotate.

[0032] An elastic element 5 is provided between the seat body 1 and the transmission rod 2. The elastic element 5 is used to attenuate and buffer the up and down reciprocating vibration of the transmission rod 2. The existing springs are mainly used for vehicle shock absorption.

[0033] The elastic element 5 in this embodiment includes a first spring 51 and a second spring 52. A cover 16 is provided on the top of the transmission rod 2, and a second boss 14 is provided on the top of the upper shell 11. Figure 1 As shown, the first spring 51 is located between the cover 16 and the second boss 14, which is equivalent to the first spring 51 not being located in the seat 1. The first spring 51 is limited by the second boss 14 so that the first spring 51 cannot shake.

[0034] The cover body 16 and the transmission rod 2 can be integrally formed or separately provided. The diameter of the cover body 16 is larger than the diameter of the shaft of the transmission rod 2. The main function of the cover body 16 is to limit the first spring 51 and provide a compression surface when the first spring 51 is compressed.

[0035] A limiting portion 13 is provided on one side of the upper housing 11 close to the lower housing 12, a first boss 22 is provided on the transmission rod 2, and the second spring 52 is located between the limiting portion 13 and the first boss 22. The cross section of the upper housing 11 is equivalent to a U-shape, and the transmission rod 2 must pass through the limiting portion 13 at the bottom of the upper housing 11.

[0036] The transmission rod 2 is configured as a stepped shaft. In this embodiment, the transmission rod 2 is configured as a three-step stepped shaft. The bottom portion passes through the stopper 13 and contacts and connects with the transmission rod 2. The diameter of the middle portion of the transmission rod 2 is larger than the diameter of the transmission rod 2 at the bottom, but smaller than the diameter of the transmission rod 2 at the first spring 51. The size of the second spring 52 matches the transmission rod 2 at the middle portion, so that the second spring 52 does not shake in the upper housing 11.

[0037] Among them, the reason why the present application adopts two-section spring is that if only one section is used, either the upper shell 11 is not designed, which is not good for the positioning of the transmission rod 2; or all springs are located in the upper shell 11. Since the transmission rod 2 is located in the upper shell 11, the entire transmission rod 2 only needs to be designed in two sections, which will reduce the diameter of a part of the transmission rod 2 and weaken the strength of the transmission rod 2.

[0038] The first spring 51 and the second spring 52 may be springs with the same elastic coefficient or springs with different elastic coefficients. The use of springs with different elastic coefficients can adjust the shock absorbing rigidity of the shock absorber according to the design.

[0039] Grooves are provided in the upper and lower parts of the lower housing 12, and a bearing 15 is installed in each groove. Both ends of the transmission member 3 are rotatably connected to the lower housing 12 through the bearings 15. The transmission member 3 is rotatably installed in the lower housing 12 along its axis, and the transmission rod 2 passes through the upper housing 11 and enters the lower housing 12 to be connected to the transmission member 3, and the axis of the transmission member 3 coincides with the axis of the transmission rod 2.

[0040] The transmission member 3 is installed in the seat body 1 , and the transmission member 3 is connected to the transmission rod 2 . The transmission member 3 is used to convert the vertical reciprocating motion of the transmission rod 2 into a rotational motion along the axis of the transmission rod 2 .

[0041] The transmission rod 2 of this embodiment is cylindrical, the transmission member 3 is a cylindrical tubular structure, and a connecting hole 31 is provided in the transmission member 3. The outer diameter of the transmission member 3 matches the inner diameter of the lower housing 12, and the diameter of the connecting hole 31 matches the diameter of the bottom of the transmission rod 2. This embodiment adopts a clearance fit, and after the transmission rod 2 and the transmission member 3 are matched, the transmission rod 2 will not shake.

[0042] The connecting hole 31 can be a through hole that penetrates from top to bottom, or can be a section at the top, a section at the bottom, and no section in the middle. The top can be used as long as the transmission rod 2 can move up and down, and the bottom can be connected to the torsion damper 4.

[0043] In this embodiment, the transmission member 3 and the torsional vibration damper 4 are also connected by a spline connection, so that the torsional vibration damper 4 can rotate synchronously with the rotation of the transmission member 3.

[0044] The transmission rod 2 is inserted into the connection hole 31, and a transmission pair is provided between the connection hole 31 and the transmission rod 2, and the transmission pair includes a spiral groove 32, a strip groove 33, and a slider 21 sliding in the spiral groove 32, and the strip groove 33 extends along the axial direction of the transmission member 3. The slider 21 and the spiral groove 32 are respectively arranged on the transmission rod 2 and the inner wall of the connection hole 31, that is, the strip groove 33 and the spiral groove 32 can be arranged on the inner wall of the connection hole 31, and the slider 21 is arranged on the transmission rod 2; or the strip groove 33 and the spiral groove 32 can be arranged on the transmission rod 2, and the slider 21 is arranged on the inner wall of the connection hole 31.

[0045] In this embodiment, the strip groove 33 and the spiral groove 32 are arranged on the connecting hole 31, the strip groove 33 is located on the side of the connecting hole 31 away from the torsion damper 4, and the strip groove 33 extends along the axial direction of the transmission member 3. The strip groove 33 enables the shock absorbing device to first use the first spring 51 and the second spring 52 for shock absorption when the bump is not large, so that the shock absorption effect is more direct.

[0046] The inner wall of the connecting hole 31 is provided with a spiral groove 32 along its axis, and the spiral groove 32 is connected with the strip groove 33. The transmission rod 2 is provided with a slider 21, and the slider 21 is located in the spiral groove 32 and slides. A limiter is provided on the side of the strip groove 33 away from the spiral groove 32 to prevent the slider 21 from sliding out of the strip groove 33. The connection between the spiral groove 32 and the strip groove 33 is a smooth transition.

[0047] When the strip groove 33 and the spiral groove 32 can be set on the transmission rod 2, and the slider 21 is set on the inner wall of the connecting hole 31, the strip groove 33 is located at the lower part of the spiral groove 32, so that the transmission rod 2 can achieve vibration attenuation through the up and down reciprocating movement of the transmission rod 2 when the vibration load is small, and when the load is large, the spiral groove 32 cooperates with the slider 21, so that the transmission member 3 rotates to drive the torsional damper 4 to rotate and attenuate the vibration energy.

[0048] The torsional vibration damper 4 is connected to the transmission member 3, and is used to buffer the rotational motion of the transmission member 3. The torsional vibration damper 4 in this embodiment is prior art, and will not be described in detail in this application.

[0049] Since the spiral groove 32 is connected to the strip groove 33, when the vibration load is too large, the slider 21 can enter the spiral groove 32 from the end opening of the strip groove 33 and from the entrance of the spiral groove 32 after the stroke of the slider 21 exceeds the length of the strip groove 33. In this way, when the transmission rod 2 continues to descend, the movement of the slider 21 drives the transmission member 3 to rotate.

[0050] On the other hand, the present application also discloses an automobile, comprising a vehicle body, wheels and the above-mentioned shock absorbing device, wherein two ends of the shock absorbing device are respectively connected to the vehicle body and the wheels.

[0051] In the present application, a strip groove 33 is provided on the transmission member. Due to the existence of the strip groove 33, when the vibration load is too small, the vibration can be dissipated by the first spring 51 and the second spring 52. When the vibration load is too large, the slider 21 can directly enter the spiral groove 32 of the transmission member from the strip groove 33. The up and down movement of the transmission rod 2 in the spiral groove 32 causes the transmission member 3 to rotate. When the transmission member 3 rotates, the torsional vibration damper is triggered to work, so that the torsional vibration damper works to dissipate the vibration energy. The present application is equivalent to having a secondary shock absorbing effect, and can buffer relatively large shock loads when the distance and space position are limited.

[0052] The above embodiments are merely illustrative of the principles and effects of the present invention, and are not intended to limit the present invention. Anyone familiar with the technology may modify or alter the above embodiments without departing from the spirit and scope of the present invention. Therefore, all equivalent modifications or alterations made by a person of ordinary skill in the art without departing from the spirit and technical concept disclosed in the present invention shall still be covered by the claims of the present invention.

Claims

1. A shock absorbing device for a car, characterized in that: include: A transmission rod (2), the transmission rod (2) being arranged to reciprocate along an extension direction of the transmission rod (2); A transmission member (3), the transmission member (3) being in transmission connection with the transmission rod (2), and the transmission rod (2) driving the transmission member (3) to rotate; A torsional vibration damper (4) connected to the transmission member (3), the torsional vibration damper (4) being used to dampen the rotational movement of the transmission member (3); An elastic element (5), the elastic element (5) being connected to the transmission rod (2), and when the transmission rod (2) moves, the transmission rod (2) stretches or compresses the elastic element (5).

2. The shock absorbing device for a vehicle according to claim 1, characterized in that: The transmission member (3) is provided with a connecting hole (31), the transmission rod (2) is inserted into the connecting hole (31), a transmission pair is provided between the connecting hole (31) and the transmission rod (2), the transmission pair comprises a spiral groove (32) and a slider (21) sliding in the spiral groove (32), the slider (21) and the spiral groove (32) being respectively provided on the transmission rod (2) and on the inner wall of the connecting hole (31).

3. The shock absorbing device for a vehicle according to claim 2, characterized in that: The transmission pair further comprises a strip groove (33) connected to the spiral groove (32); the strip groove (33) is arranged together with the spiral groove (32) on the transmission rod (2) or on the inner wall of the connecting hole (31); the strip groove (33) extends along the axial direction of the transmission member (3).

4. The shock absorbing device for a vehicle according to any one of claims 1 to 3, characterized in that: The shock absorbing device further comprises a seat body (1), a portion of the transmission rod (2) is located in the seat body (1), the transmission member (3) is rotatably arranged in the seat body (1), and the torsional vibration damper (4) is located on a side of the seat body (1) away from the transmission rod (2).

5. The shock absorbing device for a vehicle according to claim 4, characterized in that: The seat body (1) comprises a hollow upper shell (11) and a hollow lower shell (12) connected to the upper shell (11); the transmission member (3) is rotatably mounted in the lower shell (12) around the extension direction of the transmission rod (2); and the transmission rod (2) passes through the upper shell (11) and is connected to the transmission member (3).

6. The shock absorbing device for a vehicle according to claim 5, characterized in that: The elastic element (5) comprises a first spring (51) and a second spring (52); a cover body (16) is provided on a side of the transmission rod (2) away from the upper shell (11); the first spring (51) is located between the cover body (16) and the upper shell (11); and the second spring (52) is located inside the upper shell (11) and sleeved on the transmission rod (2).

7. The shock absorbing device for a vehicle according to claim 6, characterized in that: A second boss (14) is provided on the top of the upper shell (11) for limiting the first spring (51); a limiting portion (13) is provided on a side of the upper shell (11) close to the lower shell (12); a first boss (22) is provided on the transmission rod (2); and the second spring (52) is located between the limiting portion (13) and the first boss (22).

8. The shock absorbing device for a vehicle according to claim 5, characterized in that: A bearing (15) is installed in the lower shell (12), and both ends of the transmission member (3) are rotatably connected to the lower shell (12) via the bearing (15).

9. The shock absorbing device for a vehicle according to claim 5, characterized in that: The transmission rod (2) is connected to the upper housing (11) via a spline, and the transmission member (3) is also connected to the torsional vibration damper (4) via a spline.

10. An automobile, characterized in that: The vehicle comprises a vehicle body, wheels and the shock absorbing device according to any one of claims 1 to 9, wherein two ends of the shock absorbing device are respectively connected to the vehicle body and the wheels.

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