Damping new energy electric vehicle

Abstract

The utility model relates to the related technical field of new energy electric cars, in particular to a damping new energy electric car which comprises a car underframe and a cushioning mechanism, the cushioning mechanism is arranged on one side of the surface of the car underframe, and wheels are installed on the other side of the cushioning mechanism. According to the damping new energy electric vehicle, through the arrangement of the damping mechanism, when wheels are subjected to uneven ground or impact, impact force is transmitted to a connecting block, a second spring and a damper are compressed, liquid or gas in the damper buffers the impact force, the impact force is gradually dissipated, the damping effect is achieved, the second spring provides additional resilience force, and the damping effect is achieved. Meanwhile, a first spring ensures that a rotating cap and a sliding sleeve can be stably connected to a threaded shaft, so that the service life of equipment is prolonged, and finally, when resistance needs to be adjusted, the rotating cap is rotated to drive the sliding sleeve to move on the threaded shaft, so that the resistance is adjusted. And meanwhile, the first spring and the second spring are oppositely compressed or rebounded to deform, so that adjustment can be performed.

Description

Technical Field

[0001] The utility model relates to the technical field related to new energy electric vehicles, and in particular to a shock-absorbing new energy electric vehicle. Background Art

[0002] New energy electric vehicles refer to vehicles that use advanced power technology and energy storage technology to replace traditional fuel-powered vehicles. They mainly include pure electric electric vehicles, plug-in hybrid electric vehicles, fuel cell electric vehicles and other types to reduce dependence on fossil energy. When encountering sections with poor road conditions, due to the light weight of the electric vehicle, the shock absorption of the electric vehicle is not stable enough, and how to improve passenger comfort has become a problem. Therefore, a shock-absorbing new energy electric vehicle is particularly needed.

[0003] However, most of the existing shock-absorbing new energy electric vehicles have non-adjustable fixed shock-absorbing systems. When facing different road conditions, the ride feedback is relatively fixed and cannot be adjusted according to actual conditions, thus affecting the sales of the electric vehicles. Utility Model Content

[0004] The purpose of the utility model is to provide a shock-absorbing new energy electric vehicle to solve the problem that most of the existing shock-absorbing new energy electric vehicles proposed in the above background technology have an irreversible fixed shock-absorbing system, and when facing different road conditions, the riding feedback is relatively fixed and cannot be adjusted according to the actual situation, thus affecting the sales of the electric vehicle.

[0005] To achieve the above-mentioned purpose, the utility model provides the following technical solutions: a shock-absorbing new energy electric vehicle, comprising a chassis and a shock-absorbing mechanism, wherein the shock-absorbing mechanism is arranged on one side of the surface of the chassis, and a wheel is installed on the other side of the shock-absorbing mechanism;

[0006] The shock absorbing mechanism includes a mounting plate, a threaded shaft, a threaded groove, a first spring, a mounting groove, a rotating cap, a sliding sleeve, a fixing bolt, a damper, a second spring and a connecting block. The mounting plate is attached to one side of the surface of the vehicle frame, and the other side of the mounting plate is fixedly connected to the threaded shaft. A threaded groove is provided on one side of the surface of the mounting plate, and the first spring is connected to one side of the surface of the mounting plate. A mounting groove is provided on one side of the threaded shaft, and the rotating cap is threadedly connected to the surface of the threaded shaft. The sliding sleeve is threadedly connected to the surface of the threaded shaft, and the fixing bolt is threadedly connected to the inside of the threaded groove. A damper is installed inside the mounting groove, and the second spring is installed on the other side of the sliding sleeve, and the other side of the second spring is connected to the connecting block.

[0007] Preferably, the damper is arranged inside the second spring, and the other side of the damper is connected to a connecting block.

[0008] Preferably, the thread grooves are distributed in an equiannular shape on the mounting plate, and one end of the fixing bolt is threadedly connected to the vehicle chassis.

[0009] Preferably, six groups of the first springs are provided, and a rotating cap is connected to the other side of the first spring.

[0010] Preferably, the rotating cap and the sliding sleeve are connected, and the rotating cap and the sliding sleeve form a mutual sliding structure with the threaded shaft through self-rotation.

[0011] Preferably, the threaded shaft is arranged inside the first spring, and the threaded shaft is arranged inside the second spring.

[0012] Preferably, the connecting block forms a mutual sliding structure with the threaded shaft through the first spring, and the other end of the connecting block is mounted on the wheel.

[0013] Compared with the prior art, the beneficial effect of the utility model is that the shock-absorbing new energy electric vehicle, through the setting of the shock-absorbing mechanism, can select the corresponding shock-absorbing suspension according to the actual situation of the road surface when the electric vehicle encounters roads with different road conditions, thereby improving the comfort of passengers and extending the service life of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 This is a schematic diagram of the side view of the appearance structure of the utility model;

[0015] Figure 2 This is a schematic diagram of the partial cross-sectional exploded structure of the shock absorbing mechanism of the utility model;

[0016] Figure 3 For this utility model Figure 2 The enlarged structural diagram at A in the middle;

[0017] Figure 4 For this utility model Figure 2 Enlarged structural diagram at B in the middle.

[0018] In the figure: 1, base frame; 2, shock absorbing mechanism; 201, mounting plate; 202, threaded shaft; 203, threaded groove; 204, first spring; 205, mounting groove; 206, rotating cap; 207, sliding sleeve; 208, fixing bolt; 209, damper; 210, second spring; 211, connecting block. DETAILED DESCRIPTION

[0019] 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.

[0020] See also Figure 1-4 The utility model provides a technical solution: a shock-absorbing new energy electric vehicle, comprising a chassis 1 and a shock-absorbing mechanism 2, wherein the shock-absorbing mechanism 2 is arranged on one side of the surface of the chassis 1, and a wheel 3 is installed on the other side of the shock-absorbing mechanism 2;

[0021] The shock absorbing mechanism 2 includes a mounting plate 201, a threaded shaft 202, a threaded groove 203, a first spring 204, a mounting groove 205, a rotating cap 206, a sliding sleeve 207, a fixing bolt 208, a damper 209, a second spring 210 and a connecting block 211. The mounting plate 201 is attached to one side of the surface of the vehicle bottom frame 1, and the threaded shaft 202 is fixedly connected to the other side of the mounting plate 201. The threaded groove 203 is provided on one side of the surface of the mounting plate 201. The first spring 204 is connected to one side of the surface of the mounting plate 201. The threaded shaft 202 is fixedly connected to the other side of the mounting plate 201. The side of the first spring 204 is provided with a mounting groove 205, the surface of the threaded shaft 202 is threadedly connected with a rotating cap 206, the surface of the threaded shaft 202 is threadedly connected with a sliding sleeve 207, the inner thread of the threaded groove 203 is threadedly connected with a fixing bolt 208, a damper 209 is installed inside the mounting groove 205, a second spring 210 is installed on the other side of the sliding sleeve 207, and a connecting block 211 is connected on the other side of the second spring 210. , the sleeve 207, the fixing bolt 208, the damper 209, the second spring 210 and the connecting block 211 are arranged. When the wheel 3 is subjected to uneven ground or impact, the impact force is transmitted to the connecting block 211, compressing the second spring 210 and the damper 209. The liquid or gas inside the damper 209 buffers the impact force, so that the impact force gradually dissipates, playing a shock absorbing role. The second spring 210 provides additional resilience, so that the system can quickly return to the initial state. At the same time, the first spring 204 will ensure that the rotating cap 206 and the sleeve 20 7 can be stably connected to the threaded shaft 202, thereby increasing the service life of the equipment. Finally, when the resistance needs to be adjusted, the rotating cap 206 is rotated to drive the sliding sleeve 207 to move on the threaded shaft 202. At the same time, the first spring 204 and the second spring 210 undergo opposite compression or rebound deformation, and the adjustment can be performed. In summary, the shock absorbing mechanism 2 effectively buffers the vibration caused by uneven ground or impact during vehicle driving through a combination of complex threaded connections, springs and dampers 209, thereby improving the comfort and safety of the vehicle.

[0022] Furthermore, the damper 209 is arranged inside the second spring 210, and the other side of the damper 209 is connected to a connecting block 211. Through the setting of the damper 209, the damper 209 is installed inside the second spring 210. When the wheel 3 is affected by uneven ground or impact, the impact force is transmitted to the damper 209 through the connecting block 211. The damper 209 is usually filled with liquid or gas. Through the flow and compression of the liquid or gas, the damper 209 can convert the sudden impact force into a more moderate energy release, avoiding the impact force from being directly transmitted to the vehicle chassis 1, thereby reducing the vibration caused by the impact. At the same time, the damping force provided by the damper 209 can suppress the excessive elastic rebound of the second spring 210, preventing the vehicle from experiencing continuous vibration after passing through a bumpy road.

[0023] Furthermore, the thread groove 203 is distributed in an annular shape on the mounting plate 201, and one end of the fixing bolt 208 is threadedly connected to the vehicle chassis 1. Through the arrangement of the thread groove 203 and the fixing bolt 208, the main function of the thread groove 203 is to provide a threaded connection position for the fixing bolt 208. Through the thread groove 203, the fixing bolt 208 can firmly connect the mounting plate 201 and the vehicle chassis 1, so that the shock absorbing mechanism 2 can be firmly installed on the vehicle chassis 1. At the same time, the annular distribution of the thread groove 203 makes the component position on the mounting plate 201 The position can be fine-tuned. By rotating the fixing bolt 208, the position and angle of the mounting plate 201 can be adjusted to ensure the optimal installation position of the shock absorbing mechanism 2 on the vehicle chassis 1, thereby improving the stability and shock absorption effect of the overall system. The fixing bolt 208 makes the installation and disassembly of the shock absorbing mechanism 2 easy. During the installation process, it is only necessary to screw the fixing bolt 208 into the threaded groove 203 and connect it to the vehicle chassis 1 to complete the installation. When disassembling, it is only necessary to rotate the fixing bolt 208 in the opposite direction. This design improves the maintenance and replacement efficiency of the shock absorbing mechanism 2.

[0024] Furthermore, six groups of first springs 204 are provided, and a rotating cap 206 is connected to the other side of the first spring 204. Through the provision of the first spring 204, the existence of the first spring 204 enables the entire shock-absorbing mechanism 2 to remain stable during normal driving. When subjected to excessive external force, the rotating cap 206 and the sliding sleeve 207 are detached from the threaded shaft 202, and the elastic force of the first spring 204 gradually restores the system to its initial state, preventing long-term oscillation caused by impact or vibration, thereby ensuring the stability of vehicle driving and extending the service life of the mechanism.

[0025] Furthermore, the rotating cap 206 and the sliding sleeve 207 are connected, and the rotating cap 206 and the sliding sleeve 207 form a mutual sliding structure with the threaded shaft 202 through self-rotation. Through the arrangement of the rotating cap 206 and the sliding sleeve 207, the rotating cap 206 and the sliding sleeve 207 are connected to the threaded shaft 202 through threads, and respectively adjust and support the first spring 204 and the second spring 210. Their design and configuration enable the shock-absorbing mechanism 2 to achieve sliding adjustment and dynamic response through threaded connection when subjected to impact and vibration, thereby enhancing the shock-absorbing effect.

[0026] Furthermore, the threaded shaft 202 is arranged inside the first spring 204, and the threaded shaft 202 is arranged inside the second spring 210. Through the arrangement of the threaded shaft 202 and the second spring 210, through the threaded connection, the threaded shaft 202 can adjust the position of the rotating cap 206 and the sliding sleeve 207, thereby adjusting the compression degree of the first spring 204 and the second spring 210. This design allows the user to adjust the pre-compression amount of the spring according to actual needs, thereby changing the shock-absorbing effect. The threaded shaft 202 is arranged inside the first spring 204 and the second spring 210. Through this design, the space can be effectively utilized, while ensuring that the relative position of the spring and the threaded shaft 202 is fixed, thereby enhancing the overall stability of the system. The second spring 210 is located between the sliding sleeve 207 and the connecting block 211, stores energy when compressed by external force, and releases energy after the force disappears, providing restoring force. It ensures that the shock-absorbing mechanism 2 can quickly return to its initial state through its own elastic action, thereby reducing the duration of vehicle vibration.

[0027] Furthermore, the connecting block 211 forms a mutually sliding structure with the threaded shaft 202 through the first spring 204, and the other end of the connecting block 211 is installed on the wheel 3. Through the setting of the connecting block 211, the connecting block 211 provides a supporting effect through the connection with the second spring 210 and the damper 209, which ensures that the second spring 210 and the damper 209 can work in the correct position when subjected to external force, thereby maintaining the stability and effectiveness of the entire shock absorbing mechanism 2. When the wheel 3 is impacted, the connecting block 211 drives the first spring 204 to compress or rebound, and the threaded shaft 202 adjusts the dynamic response of the shock absorbing mechanism 2 by sliding, thereby further improving the shock absorbing effect.

[0028] Working principle: When the wheel 3 is affected by uneven ground or impact, the impact force is transmitted to the connecting block 211, compressing the second spring 210 and the damper 209. The liquid or gas inside the damper 209 buffers the impact force, causing the impact force to gradually dissipate, thereby playing a shock-absorbing role. The second spring 210 provides additional resilience, allowing the system to quickly return to its initial state. At the same time, the first spring 204 will ensure that the rotating cap 206 and the sliding sleeve 207 can be stably connected to the threaded shaft 202, thereby increasing the service life of the equipment. Finally, when the resistance needs to be adjusted, the rotating cap 206 is rotated, thereby driving the sliding sleeve 207 to move on the threaded shaft 202. At the same time, the first spring 204 and the second spring 210 undergo opposite compression or rebound deformations, and adjustment can be performed. In summary, the shock-absorbing mechanism 2 effectively buffers the vibration caused by uneven ground or impact during vehicle driving through a combination of complex threaded connections, springs and dampers 209, thereby improving the comfort and safety of the vehicle.

[0029] Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. A shock-absorbing new energy electric vehicle, comprising a vehicle chassis (1) and a shock-absorbing mechanism (2), characterized in that: A shock absorbing mechanism (2) is provided on one side of the surface of the vehicle underframe (1), and a wheel (3) is installed on the other side of the shock absorbing mechanism (2); The shock absorbing mechanism (2) comprises a mounting plate (201), a threaded shaft (202), a threaded groove (203), a first spring (204), a mounting groove (205), a rotating cap (206), a sliding sleeve (207), a fixing bolt (208), a damper (209), a second spring (210) and a connecting block (211); the mounting plate (201) is attached to one side of the surface of the vehicle bottom frame (1); the threaded shaft (202) is fixedly connected to the other side of the mounting plate (201); the threaded groove (203) is provided on one side of the surface of the mounting plate (201); the mounting plate (201) A first spring (204) is connected to one side of the surface of the threaded shaft (202); a mounting groove (205) is provided on one side of the threaded shaft (202); a rotating cap (206) is threadedly connected to the surface of the threaded shaft (202); a sliding sleeve (207) is threadedly connected to the surface of the threaded shaft (202); a fixing bolt (208) is threadedly connected to the inside of the threaded groove (203); a damper (209) is installed inside the mounting groove (205); a second spring (210) is installed on the other side of the sliding sleeve (207); and a connecting block (211) is connected to the other side of the second spring (210).

2. A shock-absorbing new energy electric vehicle according to claim 1, characterized in that: The damper (209) is arranged inside the second spring (210), and the other side of the damper (209) is connected to a connecting block (211).

3. A shock-absorbing new energy electric vehicle according to claim 1, characterized in that: The thread grooves (203) are distributed in an equiannular shape on the mounting plate (201), and one end of the fixing bolt (208) is threadedly connected to the vehicle underframe (1).

4. A shock-absorbing new energy electric vehicle according to claim 1, characterized in that: The first springs (204) are provided in six groups, and the other side of the first springs (204) is connected to a rotating cap (206).

5. The shock-absorbing new energy electric vehicle according to claim 1 is characterized in that: The rotating cap (206) and the sliding sleeve (207) are connected, and the rotating cap (206) and the sliding sleeve (207) form a mutual sliding structure with the threaded shaft (202) through self-rotation.

6. A shock-absorbing new energy electric vehicle according to claim 1, characterized in that: The threaded shaft (202) is arranged inside the first spring (204), and the threaded shaft (202) is arranged inside the second spring (210).

7. The shock-absorbing new energy electric vehicle according to claim 1 is characterized by: The connection block (211) forms a mutually sliding structure with the threaded shaft (202) through the first spring (204), and the other end of the connection block (211) is mounted on the wheel (3).

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