Multi-connecting-rod intelligent adjusting suspension bracket for vehicle

Abstract

The utility model provides a multi-connecting-rod intelligent adjusting suspension bracket for a vehicle, belongs to the technical field of vehicle engineering, and solves the technical problems that in the existing bumping process, a wheel mounting piece easily swings leftwards and rightwards and is difficult to control, and the suspension bracket lacks buffering on leftwards and rightwards swinging of the vehicle. The multi-connecting-rod intelligent adjusting suspension bracket for the vehicle comprises a cantilever, a damping mechanism is arranged on the cantilever, a buffering mechanism is arranged between the damping mechanism and the cantilever and comprises a transverse rotating shaft, the transverse rotating shaft is sleeved with a second connecting cylinder, an air spring is fixed to the second connecting cylinder, and a first connecting cylinder is fixed to the end, away from the second connecting cylinder, of the air spring; a longitudinal rotating shaft is rotationally connected into the first connecting cylinder, a cylinder is fixed to the longitudinal rotating shaft, a fixing column is rotationally connected into the cylinder, connecting blocks are integrally formed at the two ends of the fixing column, and channel steel is fixedly connected to the connecting blocks and arranged on the cantilever. The utility model has the advantages that the left-right disordered swinging of the wheel mounting piece in the bumping process of the vehicle is relieved, and the device is suitable for vehicles with various widths.

Description

Technical Field

[0001] The utility model belongs to the technical field of vehicle engineering, and relates to a suspension frame for a vehicle, in particular to a multi-link intelligent adjustment suspension frame for a vehicle. Background Technique

[0002] Since no road surface can be 100% flat, vehicles have to produce a shock-absorbing and buffering device to counteract the unevenness of the road surface, so as to reduce the vibration of the vehicle body, and the suspension frame comes into being.

[0003] After retrieval, as disclosed in a Chinese patent document, a multi-link intelligent adjustment suspension frame for an electric vehicle [Application No.: 202022203991.7; Publication No.: CN212708819U]. This multi-link structure can absorb shock, effectively disperse the pressure received by the wheel mounting part, improve the shock absorption effect, and effectively avoid damage to the wheel axle, so as to achieve the balance adjustment of the suspension frame.

[0004] Although the suspension frame disclosed in this patent, however, this suspension frame can only buffer the up and down bumps of the vehicle, and it is difficult to control the left and right swing of the wheel mounting part during the bumping process, and the suspension frame lacks buffering for the left and right swing of the vehicle. Summary of the Invention

[0005] The purpose of the utility model is to solve the above problems existing in the prior art, and propose a multi-link intelligent adjustment suspension frame for a vehicle. The technical problem to be solved by this utility model is: how to relieve the left and right random swing of the wheel mounting part caused by bumps.

[0006] The purpose of the utility model can be realized by the following technical solutions:

[0007] A multi-link intelligent adjustment suspension frame for a vehicle, including a cantilever, a shock-absorbing mechanism is arranged on the cantilever, a buffer mechanism is arranged between the shock-absorbing mechanism and the cantilever. The buffer mechanism includes a transverse rotating shaft, a second connecting cylinder is sleeved on the transverse rotating shaft, a gas spring is fixed on the second connecting cylinder, one end of the gas spring away from the second connecting cylinder is fixed with a first connecting cylinder, a longitudinal rotating shaft is rotatably connected in the first connecting cylinder, a cylinder is fixed on the longitudinal rotating shaft, a fixed column is rotatably connected in the cylinder, connecting blocks are integrally formed at both ends of the fixed column, and a channel steel is fixedly connected to the connecting blocks. The channel steel is arranged on the cantilever.

[0008] The working principle of the utility model is as follows: when the vehicle jolts up and down, the cantilever is assembled according to the vehicle width. During the vehicle's driving, the shock absorption mechanism alleviates the up-and-down jolts. The second connecting cylinder rotates on the transverse rotating shaft, the cylinder rotates on the fixed column, the first connecting cylinder rotates with the cylinder through the longitudinal rotating shaft, and the air spring rotates with the second connecting cylinder and the first connecting cylinder to adapt to the up-and-down movement of the suspension bracket. By changing the angle, damage to the air spring is avoided. When the wheel mounting part swings left and right, the transverse rotating shaft drives the second connecting cylinder to rotate with the wheel mounting part, the air spring rotates with the second connecting cylinder, and the first connecting cylinder rotates back and forth on the longitudinal rotating shaft with the air spring. At the same time, the air spring slowly expands and contracts to provide a supporting force for the wheel mounting part while adapting to the rotation of the wheel mounting part, making it difficult for the wheel mounting part to swing spontaneously during jolts, resulting in uncontrollable direction, and providing a more stable direction control for the vehicle's intelligent driving system.

[0009] The cantilever includes square steel, flat tubes are welded to both the upper and lower ends of the square steel, steel plates are fixed in the flat tubes by bolts, and round holes are evenly arranged on the steel plates and the flat tubes.

[0010] With the above structure, according to the vehicle width, when the steel plate is slid in the flat tube to the appropriate width, the round holes of the flat tube and the steel plate are aligned, and bolts are inserted to achieve the installation of the cantilever, so that the suspension bracket can adapt to vehicles of different widths, with flexibility.

[0011] One ends of the steel plates away from the flat tubes are fixed to the channel steel by bolts.

[0012] With the above structure, the cantilever can be disassembled and assembled by bolts, which is convenient for part replacement and reuse on vehicles of another width, saving resources.

[0013] The shock absorption mechanism includes two wheel mounting parts. Connecting bent steels are rotatably connected to the opposite sides of the two wheel mounting parts. The two connecting bent steels are symmetrically distributed up and down. The upper connecting bent steel is rotatably connected to an upper fork arm, and the lower connecting bent steel is rotatably connected to a lower fork arm. Both the upper fork arm and the lower fork arm are rotatably connected to the channel steel. A shock absorber is rotatably connected to the lower fork arm, and one end of the shock absorber away from the lower fork arm is rotatably connected to a mounting part, and the mounting part is welded to the channel steel.

[0014] With the above structure, during the vehicle's driving, due to the uneven road surface, the wheel mounting parts jolt up and down. The connecting bent steel is sleeved on the rotating shaft welded to the wheel mounting part, and the connecting bent steel rotates on the rotating shaft to adjust the angle to adapt to the jolts. The lower fork arm and the upper fork arm rotate on the channel steel to adapt to the angle change of the connecting bent steel. The vehicle chassis is connected to the mounting part, and the shock absorber deforms to adapt to the vibration between the lower fork arm and the mounting part, playing a role in shock absorption of the up-and-down angle.

[0015] Both the upper fork arm and the lower fork arm are rotatably connected to the two connecting bent steels through swing bearings.

[0016] With the above structure, when the wheel mounting member swings left and right, the connecting bent steel swings with the wheel mounting member, and the movable end of the swing bearing swings with the connecting bent steel, avoiding deformation and damage caused by the left and right swaying of the upper fork arm and the lower fork arm.

[0017] The transverse rotating shaft is fixed at the front and rear ends of the wheel mounting member on the side close to the connecting bent steel.

[0018] With the above structure, the transverse rotating shaft is arranged at the front and rear ends to provide two-way support for the left and right swaying. The telescoping of the front and rear air springs both plays a role in adapting to and supporting the pulling, making the force more uniform during the left and right swaying of the wheel mounting member.

[0019] Compared with the prior art, the multi-link intelligent adjustable suspension frame for vehicles has the following advantages:

[0020] 1. By setting the buffer mechanism, while adapting to the rotation of the wheel mounting member, it provides a supporting force for the wheel mounting member, making it difficult for the wheel mounting member to swing spontaneously during bumpy driving, resulting in uncontrollable direction, and providing a more stable direction control for the vehicle's intelligent driving system.

[0021] 2. By setting the adjustable cantilever, the installation of the cantilever can adapt to vehicles of different widths, with flexibility. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 is a schematic structural view of the present utility model.

[0023] Figure 2 is a schematic structural view of the buffer mechanism in the present utility model.

[0024] Figure 3 is a schematic structural view of the cantilever in the present utility model.

[0025] Figure 4 is a schematic structural view of the shock absorption mechanism in the present utility model.

[0026] Figure 5 is a schematic structural view of the shock absorption mechanism from another perspective in the present utility model.

[0027] In the figures, 1. Cantilever; 101. Square steel; 102. Flat tube; 103. Steel plate; 2. Channel steel; 3. Shock absorption mechanism; 301. Wheel mounting member; 302. Connecting bent steel; 303. Swing bearing; 304. Upper fork arm; 305. Lower fork arm; 306. Shock absorber; 307. Mounting member; 4. Buffer mechanism; 401. Connecting block; 402. Fixed column; 403. Cylinder; 404. Longitudinal rotating shaft; 405. First connecting cylinder; 406. Air spring; 407. Transverse rotating shaft; 408. Second connecting cylinder. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0028] The following are specific embodiments of the present utility model and, in conjunction with the accompanying drawings, further describe the technical solutions of the present utility model. However, the present utility model is not limited to these embodiments.

[0029] As Figures 1-5 shown, the multi-link intelligent adjustment suspension frame for a vehicle includes a cantilever 1. A shock absorption mechanism 3 is provided on the cantilever 1. A buffer mechanism 4 is provided between the shock absorption mechanism 3 and the cantilever 1. The buffer mechanism 4 includes a transverse rotating shaft 407. A second connecting cylinder 408 is sleeved on the transverse rotating shaft 407. A gas spring 406 is fixed on the second connecting cylinder 408. One end of the gas spring 406 away from the second connecting cylinder 408 is fixed with a first connecting cylinder 405. A longitudinal rotating shaft 404 is rotatably connected inside the first connecting cylinder 405. A cylinder 403 is fixed on the longitudinal rotating shaft 404. A fixed column 402 is rotatably connected inside the cylinder 403. Connecting blocks 401 are integrally formed at both ends of the fixed column 402. A channel steel 2 is fixedly connected to the connecting blocks 401. The channel steel 2 is arranged on the cantilever 1. In this embodiment, the gas spring 406 is a prior art. When the vehicle jolts up and down, the cantilever 1 is assembled according to the vehicle width. During the vehicle driving process, the shock absorption mechanism 3 alleviates the up and down jolts. During the vehicle's up and down jolting process, the second connecting cylinder 408 rotates on the transverse rotating shaft 407, and the cylinder 403 rotates on the fixed column 402. The first connecting cylinder 405 rotates with the cylinder 403 through the longitudinal rotating shaft 405. The gas spring 406 rotates with the second connecting cylinder 408 and the first connecting cylinder 405 to adapt to the up and down movement of the suspension frame, avoiding damage to the gas spring 406 through angle transformation. When the wheel mounting part 301 swings left and right, the transverse rotating shaft 407 drives the second connecting cylinder 408 to rotate with the wheel mounting part 301. The gas spring 406 rotates with the second connecting cylinder 408. The first connecting cylinder 405 rotates back and forth on the longitudinal rotating shaft 404 with the gas spring 406. At the same time, the gas spring 406 slowly expands and contracts to provide a supporting force for the wheel mounting part 301 while adapting to the rotation of the wheel mounting part 301, making it difficult for the wheel mounting part 301 to swing spontaneously during jolting, resulting in uncontrollable direction, and providing a more stable direction control for the vehicle's intelligent driving system.

[0030] The cantilever 1 includes a square steel 101. Flat tubes 102 are welded to both the upper and lower ends of the square steel 101. A steel plate 103 is fixed inside the flat tube 102 by bolts. Round holes are equally spaced on both the steel plate 103 and the flat tube 102. In this embodiment, according to the vehicle width, when the steel plate 103 is slid in the flat tube 102 to the appropriate width, the round holes of the flat tube 102 and the steel plate 103 are aligned, and bolts are inserted to install the cantilever 1, enabling the suspension frame to adapt to vehicles of different widths and having flexibility.

[0031] One end of the steel plate 103 away from the flat tube 102 is fixedly connected to the channel steel 2 by bolts. In this embodiment, the cantilever 1 can be disassembled and assembled by bolts, facilitating the replacement of parts and repeated use on vehicles of another width, saving resources.

[0032] The shock absorption mechanism 3 includes two wheel mounting members 301. On the opposite sides of the two wheel mounting members 301, connecting bent steels 302 are rotatably connected. The two connecting bent steels 302 are symmetrically distributed vertically. The upper connecting bent steel 302 is rotatably connected to an upper fork arm 304, and the lower connecting bent steel 302 is rotatably connected to a lower fork arm 305. Both the upper fork arm 304 and the lower fork arm 305 are rotatably connected to the channel steel 2. A shock absorber 306 is rotatably connected to the lower fork arm 305. One end of the shock absorber 306 away from the lower fork arm 305 is rotatably connected to a mounting member 307, and the mounting member 307 is welded to the channel steel 2. In this embodiment, the shock absorber 306 is a prior art. During the vehicle driving process, due to the uneven road surface, the wheel mounting member 301 bumps up and down. The connecting bent steel 302 is sleeved on the rotating shaft welded on the wheel mounting member 301, and the connecting bent steel 302 rotates on the rotating shaft to adjust the angle to adapt to the bumps. The lower fork arm 305 and the upper fork arm 304 rotate on the channel steel 2 to adapt to the angle change of the connecting bent steel 302. The vehicle chassis is connected to the mounting member 307, and the shock absorber 306 deforms to adapt to the vibration between the lower fork arm 305 and the mounting member 307, playing a role in shock absorption in the up and down angle direction.

[0033] Both the upper fork arm 304 and the lower fork arm 305 are rotatably connected to the two connecting bent steels 302 through swing bearings 303. In this embodiment, when the wheel mounting member 301 swings left and right, the connecting bent steel 302 swings with the wheel mounting member 301, and the movable ends of the swing bearings 303 swing with the connecting bent steel 302, avoiding deformation and damage caused by the left and right swing of the upper fork arm 304 and the lower fork arm 305.

[0034] The transverse rotating shaft 407 is fixed at the front and rear ends on the side of the wheel mounting member 301 close to the connecting bent steel 302. In this embodiment, the transverse rotating shaft 407 is arranged at the front and rear ends to achieve double-sided support for the left and right swing. The front and rear air springs 406 both play a role in adapting to and supporting the pulling force during the extension and contraction, making the force more uniform during the left and right swing of the wheel mounting member 301.

[0035] Working principle of the utility model: According to the width of the vehicle, when the steel plate 103 slides in the flat tube 102 to the appropriate width, align the round holes of the flat tube 102 and the steel plate 103, and insert bolts to realize the installation of the cantilever 1. During the driving of the vehicle, due to the uneven road surface, the wheel mounting part 301 bumps up and down. The connecting bent steel 302 is sleeved on the rotating shaft welded on the wheel mounting part 301, and the connecting bent steel 302 rotates on the rotating shaft to adjust the angle to adapt to the bumps. The lower fork arm 305 and the upper fork arm 304 rotate on the channel steel 2 to adapt to the angle change of the connecting bent steel 302. The vehicle chassis is connected to the mounting part 307, and the shock absorber 306 deforms to adapt to the vibration between the lower fork arm 305 and the mounting part 307. During the up and down bumping of the vehicle, the second connecting cylinder 408 rotates on the transverse rotating shaft 407, the cylinder 403 rotates on the fixed column 402, and the first connecting cylinder 405 rotates with the cylinder 403 through the longitudinal rotating shaft 405. The gas spring 406 rotates with the second connecting cylinder 408 and the first connecting cylinder 405 to adapt to the up and down movement of the suspension frame. By changing the angle, damage to the gas spring 406 is avoided. When the wheel mounting part 301 swings left and right, the transverse rotating shaft 407 drives the second connecting cylinder 408 to rotate with the wheel mounting part 301, the gas spring 406 rotates with the second connecting cylinder 408, and the first connecting cylinder 405 rotates back and forth on the longitudinal rotating shaft 404 with the gas spring 406. At the same time, the gas spring 406 slowly expands and contracts to provide a supporting force for the wheel mounting part 301 while adapting to the rotation of the wheel mounting part 301. The expansion and contraction of the front and rear gas springs 406 both play a role in adapting to and supporting the pulling, making the force on the wheel mounting part 301 more uniform during the left and right swinging process.

[0036] In summary, by setting the buffer mechanism, the function of alleviating the situation that the wheel mounting part swings randomly left and right during the vehicle bumping is realized.

[0037] The specific embodiments described herein are merely illustrative of the spirit of the utility model. Those skilled in the technical field to which the utility model belongs can make various modifications or supplements to the described specific embodiments or use similar ways to replace them, but will not deviate from the spirit of the utility model or exceed the scope defined by the appended claims.

Claims

1. A multi-link intelligent adjustable suspension frame for a vehicle, comprising a cantilever (1), characterized in that: A shock absorbing mechanism (3) is provided on the cantilever (1), and a buffer mechanism (4) is provided between the shock absorbing mechanism (3) and the cantilever (1). The buffer mechanism (4) comprises a transverse rotation axis (407), a second connecting tube (408) is sleeved on the transverse rotation axis (407), a gas spring (406) is fixed on the second connecting tube (408), a first connecting tube (405) is fixed on one end of the gas spring (406) away from the second connecting tube (408), a longitudinal rotation axis (404) is rotatably connected in the first connecting tube (405), a cylinder (403) is fixed on the longitudinal rotation axis (404), a fixed column (402) is rotatably connected in the cylinder (403), and a connecting block (401) is integrally formed at both ends of the fixed column (402), a channel steel (2) is fixedly connected to the connecting block (401), and the channel steel (2) is provided on the cantilever (1).

2. The multi-link intelligent adjustable suspension for a vehicle according to claim 1, characterized in that: The cantilever (1) comprises a square steel (101), wherein flat tubes (102) are welded to the upper and lower ends of the square steel (101), a steel plate (103) is fixed inside the flat tube (102) by bolts, and circular holes are equidistantly provided on the steel plate (103) and the flat tube (102).

3. The multi-link intelligent adjustable suspension for a vehicle according to claim 2, characterized in that: One end of the steel plate (103) away from the flat tube (102) is fixed to the channel steel (2) by means of bolts.

4. The multi-link intelligent adjustable suspension for a vehicle according to claim 1, characterized in that: The shock absorbing mechanism (3) comprises two wheel mounting parts (301), and the two wheel mounting parts (301) are rotatably connected to connecting bent steels (302) on opposite sides. The two connecting bent steels (302) are symmetrically distributed up and down. The upper connecting bent steel (302) is rotatably connected to an upper fork arm (304), and the lower connecting bent steel (302) is rotatably connected to a lower fork arm (305). Both the upper fork arm (304) and the lower fork arm (305) are rotatably connected to the channel steel (2). The lower fork arm (305) is rotatably connected to a shock absorber (306), and the shock absorber (306) is rotatably connected to a mounting part (307) at one end away from the lower fork arm (305). The mounting part (307) is welded to the channel steel (2).

5. The multi-link intelligent adjustable suspension for a vehicle according to claim 4, characterized in that: The upper fork arm (304) and the lower fork arm (305) are rotatably connected to the two connecting bent steels (302) via a swing bearing (303).

6. The multi-link intelligent adjustable suspension for a vehicle according to claim 4, characterized in that: The transverse rotation axis (407) is fixed to the front and rear ends of the wheel mounting member (301) close to the connecting bent steel (302).

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