Clamping type damping assembly for vehicle

Abstract

A clamping type vehicle damping assembly is used for being assembled on an iron sleeve of a vehicle, and the iron sleeve is arranged on an iron sleeve casing pipe of an I-shaped beam in a penetrating mode and abuts against a chassis of the vehicle. The iron sleeve comprises a central column and a bottom frame, and the bottom frame is provided with a plurality of positioning grooves. The clamping type damping gasket for the vehicle comprises a damping gasket body and a fixing piece. The two limiting protruding strip parts of the damping gasket extend out of the top face in parallel, and are used for clamping the center column and being clamped in the positioning groove when the damping gasket is assembled on the iron sleeve so as to clamp the center column and the bottom frame. The fixing piece is used for being assembled on the damping gasket and is locked on the base plate through a locking screw fixing piece and the center column, so that the damping gasket and the iron sleeve are pressed, and relative vibration between the I-shaped beam and the base plate is relieved. According to the clamping type shock absorption assembly for the vehicle, the locking screw can keep enough torsion for a long time so as to keep enough shock absorption efficiency for a long time, and therefore the stability of the vehicle body is guaranteed for a long time.

Description

Technical Field

[0001] The utility model relates to a vehicle shock absorbing component, in particular to a latch-type vehicle shock absorbing component which is used for assembling an iron sleeve of a vehicle. Background Art

[0002] In order to strengthen the bearing capacity of the vehicle body and reduce the vibration of the vehicle body, an I-beam (also called a subframe or I-beam) is usually set under the chassis bracket. The I-beam is usually connected to the suspension system to absorb the vibration from the wheel axle. At the same time, it assists in supporting the chassis bracket to enhance the bearing capacity of the chassis, and uses iron sleeves to reduce the relative vibration between the I-beam and the chassis.

[0003] For the related prior art of using iron sleeves to reduce the relative vibration between the I-beam and the chassis, please refer to Figure 1 and Figure 2 . Figure 1 A partial three-dimensional schematic diagram showing the combination of a chassis and an I-beam of a vehicle in the prior art, Figure 2 show Figure 1 The local cross-section view along the AA angle. Figure 1 and Figure 2 As shown, there are four iron sleeves PA200 under a chassis PA100, four iron sleeve pipes PA301 are provided at the four ends of an I-beam PA300, and four clamping plates PA302 are respectively provided at the I-beam PA300 corresponding to the four iron sleeve pipes PA301.

[0004] The iron sleeve PA200 passes through the iron sleeve tube PA301, and includes a main body PA201, a center column PA202 and a bottom frame PA203. The main body PA201 is inserted into the iron sleeve tube PA301, and is mainly composed of metal materials, and is coated on its outer peripheral surface with an elastic buffer material (such as a rubber coating, not shown in the figure) to form a buffer layer PA204, so as to slow down the relative movement between the main body PA201 and the iron sleeve tube PA301. The center column PA202 protrudes downward from the bottom of the main body PA201 and can be composed of tinplate or other steel alloys. The bottom frame PA203 is combined with the main body PA201, spaced from the center column PA202, and is used to be tightly clamped and fixed to the iron sleeve tube PA301. The bottom of the bottom frame PA203 is usually provided with a shock-absorbing buffer structure, which can usually be composed of a rubber, plastic or aluminum alloy concave and convex sheet metal structure.

[0005] Finally, a locking screw PA400 is used to pass through the clamping plate PA302, the center column PA202 and the main body PA201 in sequence to fix it to the chassis PA100. Among them, the main function of the bottom frame PA202 is to provide a buffering effect to avoid excessive impact and friction loss between the center column PA202 of the iron sleeve PA200 and the clamping plate PA302.

[0006] Although the bottom frame PA203 in the above structure can provide a buffering effect to avoid excessive impact and friction loss between the center column PA202 of the iron sleeve PA200 and the clamping plate PA302, since the bottom frame PA203 is tightly engaged and fixed to the iron sleeve sleeve PA301, the fixing force between it and the iron sleeve sleeve PA301 will be greater than the fixing force between it and the main body PA201, and the bottom frame PA203 and the clamping plate PA302 are both annular or circular structures, lacking a structure to suppress rotational loosening. As a result, the clamping plate PA302 accumulates sufficient rotational displacement along the rotation direction under the condition of vibration over the years, causing the locking screw PA400 to loosen and unable to continue to provide sufficient torque, so that the clamping plate PA302 cannot generate sufficient clamping force for a long time. Therefore, it is impossible to maintain sufficient shock absorption performance for a long time, which seriously affects the stability of the vehicle body. Utility Model Content

[0007] In view of the fact that the prior art generally lacks a structure for suppressing rotational looseness, and thus cannot maintain sufficient shock absorbing performance for a long time, which seriously affects the stability of the vehicle body; therefore, the main purpose of the utility model is to provide a latch-type vehicle shock absorbing assembly, so that in addition to retaining the existing shock absorbing and buffering effect, a structure for suppressing rotational looseness is provided to achieve long-term maintenance of sufficient shock absorbing performance and ensure that the vehicle has sufficient body stability for a long time.

[0008] On the basis of the above, the necessary technical means adopted by the utility model to solve the problems of the prior art is to provide a latch-type vehicle shock-absorbing assembly, which is used to be assembled in an iron sleeve of a vehicle. The iron sleeve is passed through an iron sleeve sleeve tube of an I-beam and abuts against a chassis of the vehicle. The iron sleeve includes a center column and a bottom frame surrounding the center column. The bottom frame is engaged and abuts against the bottom of the iron sleeve sleeve tube, and is provided with a plurality of bottom protrusions alternately spaced from each other to form a plurality of positioning grooves.

[0009] The latch-type vehicle shock-absorbing assembly includes a shock-absorbing gasket and a fixing plate. The shock-absorbing gasket is an integrated component, which is used to be assembled on the iron sleeve, and includes a main body and two limiting convex strips. The main body has a top surface and a bottom surface, and a through hole is provided through the top surface and the bottom surface. When the shock-absorbing gasket is assembled on the iron sleeve, the top surface abuts against the bottom frame, and the bottom surface is provided with two fixing plate positioning grooves opposite to each other at the edge of the through hole.

[0010] The two limiting convex strips extend parallel to each other from the top surface, and are used to clamp the center column and engage in the positioning groove when the shock-absorbing gasket is assembled on the iron sleeve, so as to lock the center column and the bottom frame. The fixing plate is used to engage in the two fixing plate positioning grooves when assembled on the shock-absorbing gasket, and is locked to the chassis through a locking screw that passes through the fixing plate, the through hole and the center column to tighten the shock-absorbing gasket and the iron sleeve, so as to reduce the relative vibration between the I-beam and the chassis.

[0011] Among the subsidiary technical means derived on the basis of the above-mentioned necessary technical means, in order to increase the contact area between the shock-absorbing gasket and the iron sleeve, preferably, the bottom frame can be provided with four bottom protrusions to form four positioning grooves for the two ends of the two limiting protrusions to be respectively engaged and positioned.

[0012] More preferably, if the bottom frame is provided with two first bottom protrusions and two second bottom protrusions as the above-mentioned bottom protrusions, and the protruding height of the first bottom protrusion is greater than the protruding height of the second bottom protrusion, the top surface of the main body can protrude two abutting protrusions, which are adjacent to the through holes and located between the limiting protrusions. When the shock-absorbing gasket is assembled on the iron sleeve, the top surface abuts against the first bottom protrusion, and the abutting protrusion abuts against the second bottom protrusion.

[0013] In order to further improve the shock-absorbing and buffering effect, preferably, the shock-absorbing gasket can be a rubber shock-absorbing gasket, a plastic shock-absorbing gasket or an aluminum alloy shock-absorbing gasket with a hardness less than that of the center column and the fixed plate. In addition, in order to further improve the abutment tightness, preferably, the fixed plate can be an integral component and include an outer ring portion and a central protrusion extending from the outer ring portion to the center and axially protruding. When the fixed plate is assembled on the shock-absorbing gasket, the central protrusion is at least partially engaged with the fixing plate positioning groove, and the outer ring portion abuts against the bottom surface of the main body.

[0014] In summary, when the latch-type vehicle shock-absorbing assembly provided by the utility model is assembled on the iron sleeve of the vehicle, its shock-absorbing gasket abuts against the bottom frame, and the two limiting convex strips of the shock-absorbing gasket respectively clamp the center column and engage in the positioning groove. Therefore, the center column and the bottom frame can be effectively latched, and then the fixing plate is engaged with the fixing plate positioning groove and other means. Obviously, the rotational friction can be effectively increased, thereby effectively suppressing the occurrence of rotational looseness, and then the locking screw can maintain sufficient torque for a long time to maintain sufficient shock-absorbing performance for a long time, thereby ensuring the stability of the vehicle body for a long time.

[0015] The specific embodiments adopted by the present utility model will be further described through the following embodiments and drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 A partial three-dimensional schematic diagram showing the combination of a chassis and an I-beam of a vehicle in the prior art;

[0017] Figure 2 show Figure 1 Partial cross-section view from the middle along the AA perspective;

[0018] Figure 3 A schematic diagram showing the relative assembled position relationship between the latch-type vehicle shock-absorbing assembly and the chassis, the iron sleeve, and the I-beam of the vehicle in a preferred embodiment of the utility model;

[0019] Figure 4 An exploded view showing the components and the iron sleeve of the latch-type vehicle shock-absorbing assembly of a preferred embodiment of the present invention from one perspective;

[0020] Figure 5 Another exploded view showing the components and the iron sleeve of the latch-type vehicle shock-absorbing assembly according to a preferred embodiment of the present invention; and

[0021] Figure 6 A three-dimensional schematic diagram showing the appearance of a latch-type vehicle shock-absorbing assembly after being assembled in an iron sleeve according to a preferred embodiment of the utility model;

[0022] Figure 7 show Figure 6 A partial cross-sectional view from the middle along the BB perspective; and

[0023] Figure 8 show Figure 6 Partial cross-section from the CC perspective.

[0024] Description of Figure Numbers

[0025] PA100: Chassis

[0026] PA200,200: Iron sleeve

[0027] PA201,201:Main part

[0028] PA202,202: Center column

[0029] PA203,203: bottom border

[0030] 2031,2032: The first bottom convex body

[0031] 2033,2034: Second bottom convex body

[0032] PA204,204: buffer layer

[0033] PA300: I-beam

[0034] PA301: Iron sleeve

[0035] PA302: Clamping plate

[0036] PA400: Locking screw

[0037] 500: Clamp-type vehicle shock absorber

[0038] G1~G4: Positioning slot

[0039] 1: Shock-absorbing gasket

[0040] 11: Ontology part

[0041] 111: Top

[0042] 112: Bottom surface

[0043] 12,13: Limiting ribs

[0044] 14,15: Top bump

[0045] H1:Through hole

[0046] FG1, FG2: Fixed plate positioning slot

[0047] 2: Fixed plate

[0048] 21: Outer ring

[0049] 22: Center convex part DETAILED DESCRIPTION

[0050] Since the latch-type vehicle shock-absorbing assembly provided by the utility model can be widely used in various types of vehicles, its combinations and variations are numerous. Here, only one preferred embodiment is listed for specific description.

[0051] See also Figures 3 to 8 , Figure 3 A schematic diagram showing the relative assembled position relationship between the latch-type vehicle shock-absorbing assembly and the chassis, the iron sleeve, and the I-beam of the vehicle in a preferred embodiment of the utility model; Figure 4 An exploded view showing the components and the iron sleeve of the latch-type vehicle shock-absorbing assembly of a preferred embodiment of the present invention from one perspective;

[0052] Figure 5 Another exploded view showing the components and the iron sleeve of the latch-type vehicle shock-absorbing assembly according to the preferred embodiment of the present invention; Figure 6 A three-dimensional schematic diagram showing the appearance of a latch-type vehicle shock-absorbing assembly after being assembled in an iron sleeve according to a preferred embodiment of the utility model; Figure 7 show Figure 6 Partial cross-section from the BB perspective; Figure 8 show Figure 6 Partial cross-section from the CC perspective.

[0053] like Figures 3 to 8As shown, a latch-type vehicle shock-absorbing assembly 500 is used to be assembled in an iron sleeve 200 of a vehicle. The iron sleeve 200 passes through the iron sleeve tube PA301 of the I-beam PA300 and abuts against the chassis PA100 of the vehicle. The iron sleeve 200 includes a main body 201, a center column 202 and a bottom frame 203. The main body 201 is inserted into the iron sleeve tube PA301, mainly composed of metal materials, and is coated on its outer peripheral surface with an elastic buffer material (such as a rubber coating, not shown in the figure) to form a buffer layer 204, thereby slowing down the relative movement between the main body 201 and the iron sleeve tube PA301.

[0054] The center column 202 protrudes downward from the bottom of the main body PA201 and can be made of tin or other steel alloys. The bottom frame 203 is assembled with the main body 201, spaced from the center column 202, and is used to be tightly clamped and fixed to the bottom of the iron sleeve PA301. The bottom of the bottom frame 203 is provided with a plurality of bottom protrusions.

[0055] In this preferred embodiment, the above-mentioned bottom protrusion includes two first bottom protrusions 2031 and 2032 and two second bottom protrusions 2033 and 2034. The first bottom protrusions 2031 and 2032 and the second bottom protrusions 2033 and 2034 can have a shock-absorbing and buffering structure, which can usually be composed of rubber, plastic or aluminum alloy convex and concave sheet metal structure.

[0056] Preferably, the protruding heights of the first bottom protrusions 2031 and 2032 are greater than the protruding heights of the second bottom protrusions 2033 and 2034. The gap between the first bottom protrusion 2031 and the second bottom protrusion 2033 forms a positioning groove G1; the gap between the first bottom protrusion 2031 and the second bottom protrusion 2034 forms a positioning groove G2; the gap between the first bottom protrusion 2032 and the second bottom protrusion 2033 forms a positioning groove G3; the gap between the first bottom protrusion 2032 and the second bottom protrusion 2034 forms a positioning groove G4.

[0057] The latch-type vehicle shock-absorbing assembly 500 comprises a shock-absorbing gasket 1 and a fixing plate 2. The shock-absorbing gasket 1 is an integral component for assembly on the iron sleeve 200, and comprises a main body 11 and two limiting convex strips 12 and 13. In order to further enhance the shock-absorbing and buffering effect, the shock-absorbing gasket 1 can be preferably a rubber shock-absorbing gasket, a plastic shock-absorbing gasket or an aluminum alloy shock-absorbing gasket with a hardness lower than that of the center column 202 and the fixing plate 2.

[0058] The main body 11 of the shock-absorbing gasket 1 has a top surface 111 and a bottom surface 112, and is provided with a through hole H1 penetrating the top surface 111 and the bottom surface 112. Two abutting protrusions 14 and 15 can protrude from the top surface 111 of the main body 11, and the abutting protrusions 14 and 15 are adjacent to the through hole H1 and are located between the limiting convex strips 12 and 13. When the shock-absorbing gasket 1 is assembled to the iron sleeve 200, the top surface 111 abuts against the first bottom protrusions 2031 and 2032; at the same time, the abutting protrusions 14 and 15 abut against the second bottom protrusions 2033 and 2034 respectively, so that the shock-absorbing gasket 1 is fully and tightly contacted with the bottom frame 203 of the iron sleeve 200. The bottom surface 112 is provided with two fixing plate positioning grooves FG1 and FG2 opposite to each other at the edge of the through hole H1.

[0059] The limiting convex strips 12 and 13 extend parallel to each other from the top surface 111, and are used to clamp the center column 202 and engage with the positioning grooves G1 to G4 when the shock-absorbing gasket 1 is assembled on the iron sleeve 200, so as to clamp the center column 202 and the bottom frame 203. The two ends of the limiting convex strip 12 are respectively engaged with the positioning grooves G1 and G2, and the two ends of the limiting convex strip 13 are respectively engaged with the positioning grooves G3 and G4. Preferably, the shock-absorbing gasket 1 can be a rubber shock-absorbing gasket, a plastic shock-absorbing gasket or an aluminum alloy shock-absorbing gasket with a hardness lower than that of the center column 202 and the fixing plate 2.

[0060] The fixing plate 2 can be an integral component, and includes an outer ring portion 21 and a central protrusion 22 extending from the outer ring portion 21 toward the center and axially protruding. When the fixing plate 2 is assembled to the shock-absorbing gasket 1, the central protrusion 22 is engaged with the fixing plate positioning grooves FG1 and FG2, and the outer ring portion 21 abuts against the bottom surface 112 of the main body 11. The locking screw PA400 is passed through the central protrusion 22, the through hole H1 and the central column 202 of the fixing plate 2 in sequence to be locked to the chassis PA100, thereby pressing the shock-absorbing gasket 1 and the iron sleeve 200 to reduce the relative vibration between the I-beam PA300 and the chassis PA100.

[0061] In summary, when the latch-type vehicle shock-absorbing assembly 500 provided in the utility model is assembled on the iron sleeve 200 of the vehicle, its shock-absorbing gasket 1 is in close contact with the bottom frame 203, and the two limiting convex strips 12 and 13 of the shock-absorbing gasket 1 respectively clamp the center column 202 and engage in the positioning grooves G1~G4. Therefore, the center column 202 and the bottom frame 203 can be effectively latched, and combined with the means of engaging the fixing plate 2 with the fixing plate positioning grooves FG1 and FG2, it is obvious that the rotational friction can be effectively increased, thereby effectively suppressing the occurrence of rotational looseness, and then the locking screw PA400 can maintain sufficient torque for a long time to maintain sufficient shock-absorbing performance for a long time, thereby achieving the effect of ensuring the stability of the vehicle body for a long time.

[0062] Through the detailed description of the preferred embodiments above, it is hoped that the features and spirit of the present invention can be more clearly described, and the scope of the present invention is not limited by the preferred embodiments disclosed above. On the contrary, its purpose is to cover various changes and arrangements with equivalents within the scope of the patent scope to be applied for by the present invention.

Claims

1. A latch-type vehicle shock-absorbing assembly, characterized in that: An iron sleeve for assembling in a vehicle, the iron sleeve is inserted into the iron sleeve tube of the I-beam and abuts against the chassis of the vehicle, the iron sleeve comprises a central column and a bottom frame surrounding the central column, the bottom frame is engaged and abuts against the bottom of the iron sleeve tube, and is provided with a plurality of bottom convex bodies alternately spaced from each other, thereby forming a plurality of positioning grooves, the latch-type vehicle shock absorbing assembly comprises: The shock-absorbing gasket is an integrated component used for assembling the iron sleeve and comprises: The main body has a top surface and a bottom surface, and is provided with a through hole penetrating the top surface and the bottom surface, the top surface abuts against the bottom frame when the shock-absorbing gasket is assembled on the iron sleeve, and the bottom surface is provided with two fixing plate positioning grooves opposite to each other at the edge of the through hole; Two limiting convex strips extend from the top surface in parallel to each other, and are used to clamp the central column and engage with the plurality of positioning grooves when the shock-absorbing gasket is assembled on the iron sleeve, so as to clamp the central column and the bottom frame; and The fixing plate is used to engage with the two fixing plate positioning grooves when assembled on the shock-absorbing gasket, and is locked to the chassis through a locking screw that passes through the fixing plate, the through hole and the center column to press the shock-absorbing gasket and the iron sleeve, thereby reducing the relative vibration between the I-beam and the chassis.

2. The latch-type vehicle shock absorbing assembly according to claim 1, characterized in that: The bottom frame is provided with the four above-mentioned bottom protrusions, thereby forming the four above-mentioned positioning grooves for the two ends of the two limiting protrusions to be respectively engaged and positioned.

3. The latch-type vehicle shock absorbing assembly according to claim 1, characterized in that: The bottom frame is provided with two first bottom protrusions and two second bottom protrusions as the multiple bottom protrusions, the protruding height of the two first bottom protrusions is greater than the protruding height of the two second bottom protrusions, the top surface of the main body protrudes out with two abutting protrusions, the two abutting protrusions are adjacent to the through hole and are located between the two limiting protrusions, when the shock-absorbing gasket is assembled to the iron sleeve, the top surface abuts against the two first bottom protrusions, and the two abutting protrusions abut against the two second bottom protrusions.

4. The latch-type vehicle shock absorbing assembly according to claim 1, characterized in that: The shock-absorbing gasket is a rubber shock-absorbing gasket, a plastic shock-absorbing gasket or an aluminum alloy shock-absorbing gasket whose hardness is smaller than that of the central column and the fixing plate.

5. The latch-type vehicle shock absorbing assembly according to claim 1, characterized in that: The fixing plate is an integral component and includes an outer ring portion and a central protrusion extending toward the center and axially protruding from the outer ring portion. When the fixing plate is assembled on the shock-absorbing gasket, the central protrusion is engaged with the two fixing plate positioning grooves, and the outer ring portion abuts against the bottom surface of the main body.

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