Automobile suspension mechanism

Abstract

The utility model discloses an automobile suspension mechanism which comprises an axle, and a left axle seat assembly and a right axle seat assembly are arranged on the axle. The left axle seat assembly comprises a guide supporting arm, and an axle adaptive seat is arranged in the middle of the guide supporting arm; one end of the guide supporting arm is fixedly connected with a front support, and an air spring is arranged at one end of the guide supporting arm away from the front support. The air spring is adopted as an elastic element, so that vibration caused by uneven road surfaces can be effectively buffered and attenuated, and the driving smoothness of a vehicle and the riding comfort of passengers are remarkably improved; the guide supporting arm adopts a Z-shaped structural design, and is matched with the guide arm bracket and the cover plate, so that the air spring can be uniformly distributed when being stressed, and the performance reduction or damage caused by non-uniform stress is avoided; the shock absorbers are additionally arranged between the guide supporting arms and the front support, flexible installation and stable work of the shock absorbers are achieved, and the shock absorption performance of the suspension system is further improved.

Description

Technical Field

[0001] The utility model relates to the technical field of automobile suspension, and particularly relates to an automobile suspension mechanism. Background Art

[0002] In the field of automotive engineering, the suspension system, as a key component connecting the vehicle frame to the axle or wheels, directly affects the driving smoothness, safety, and passenger comfort of the vehicle. Traditionally, most automotive suspension systems rely on leaf springs as the core component. Although this design can effectively transmit the forces and torques between the wheels and the vehicle frame when dealing with complex road conditions, in the face of dynamic changes in the sprung mass, its natural vibration frequency is prone to significant fluctuations, thus affecting the overall driving smoothness of the vehicle and the riding experience of passengers.

[0003] With the progress of technology and the improvement of market demand, air suspensions, with their unique air springs as elastic elements, have gradually become an important solution for enhancing vehicle comfort due to their excellent stiffness adjustment ability and high vibration attenuation characteristics. In large vehicles such as buses, the application of air suspensions is particularly extensive, significantly improving the smoothness and comfort of driving. The existing guide arms, as key components for supporting and guiding air springs, are mostly made of an integral structure of spring steel material. This design has deficiencies in terms of coordination and assembly convenience, easily leading to uneven force distribution on the air springs, and further affecting the handling stability of the vehicle and the riding experience of passengers. Summary of the Invention

[0004] The purpose of the utility model is to provide an automobile suspension mechanism to solve the problems raised in the above background art.

[0005] To achieve the above purpose, the utility model provides the following technical solutions:

[0006] An automobile suspension mechanism includes an axle, and brake wheels are provided at both ends of the axle; a left axle seat assembly and a right axle seat assembly are provided on the axle, and the left axle seat assembly and the right axle seat assembly have the same structure and are symmetrically arranged; the left axle seat assembly includes a guiding support arm, a vehicle axle adapter seat is provided in the middle of the guiding support arm, and the vehicle axle adapter seat is fixedly connected to the axle; one end of the guiding support arm is fixedly connected to a front bracket, and an air spring is provided at the end of the guiding support arm away from the front bracket.

[0007] Preferably, the guiding support arm is in a "Z" shape, the front end of the guiding support arm bends upward and is fixedly connected to the front bracket through a connecting member; the rear end of the guiding support arm is fixedly connected to the lower end of the air spring, a cover plate is provided at the upper end of the air spring, and the top of the cover plate is at the same height as the front bracket.

[0008] Preferably, a guide arm bracket is provided between the front bracket and the air spring, wherein a front end of the guide arm bracket is fixedly connected to the front bracket, and a rear end of the guide arm bracket is fixedly connected to a cover plate of the air spring.

[0009] Preferably, a shock absorber is provided on the inner side of one end of the guide support arm close to the front bracket, wherein the upper end of the shock absorber is movably connected to the front bracket, and the lower end of the shock absorber is movably connected to the guide support arm.

[0010] Preferably, a first bearing is disposed at the upper end of the shock absorber, wherein a first fixed shaft matched with the first bearing is disposed on a side of the front bracket close to the shock absorber.

[0011] Preferably, a second bearing is provided at the lower end of the shock absorber, wherein a second fixed shaft matched with the second bearing is provided at the lower end of the guide support arm.

[0012] Preferably, “U”-shaped screws are respectively provided on both sides of the axle adapter, wherein the axle adapter is fixedly connected to the axle via the “U”-shaped screws.

[0013] Compared with the prior art, the utility model has the following beneficial effects: the utility model adopts air springs as elastic elements and utilizes the superior stiffness adjustment characteristics of air springs to more effectively buffer and attenuate vibrations caused by uneven roads, thereby significantly improving the vehicle's driving smoothness and the riding comfort of passengers; the left bridge seat assembly and the right bridge seat assembly adopt a symmetrical design and have the same structure, which not only enhances the overall coordination of the suspension system, but also simplifies the assembly process and improves assembly efficiency; the guide support arm adopts a "Z"-shaped structural design, and with the setting of the guide arm bracket and the cover plate, the air spring can be evenly distributed when subjected to force, avoiding performance degradation or damage caused by uneven force, and extending the service life of the suspension system; a shock absorber is added between the guide support arm and the front bracket, and the first bearing and the second bearing cooperate with the fixed shaft to achieve flexible installation and stable operation of the shock absorber, further improving the shock absorption performance of the suspension system and reducing the bumpy feeling during vehicle driving. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 It is a structural schematic diagram of the utility model;

[0015] Figure 2 It is a schematic diagram of the connection between the left bridge seat assembly and the right bridge seat assembly of the utility model and the vehicle axle;

[0016] Figure 3 It is a structural schematic diagram of the left bridge seat assembly of the utility model;

[0017] Figure 4 It is a structural schematic diagram of the guide support arm of the utility model.

[0018] Wherein: 1. Axle; 2. Brake wheel; 3. Left axle seat assembly; 301. Guide support arm; 302. Axle adapter seat; 303. Front bracket; 304. Air spring; 4. Right axle seat assembly; 5. Connecting piece; 6. Cover plate; 7. Guide arm bracket; 8. Shock absorber; 9. First bearing; 10. First fixed shaft; 11. Second bearing; 12. Second fixed shaft; 13. "U" - shaped screw. Detailed implementation mode

[0019] The following further elaborates on the present utility model in conjunction with the attached drawings.

[0020] Please refer to Figures 1 to 4 , to achieve the above - mentioned purpose, the present utility model provides the following technical solutions:

[0021] An automobile suspension mechanism includes an axle 1, with brake wheels 2 provided at both ends of the axle 1; the axle 1 is provided with a left axle seat assembly 3 and a right axle seat assembly 4, where the left axle seat assembly 3 and the right axle seat assembly 4 have the same structure and are symmetrically arranged; the left axle seat assembly 3 includes a guide support arm 301, with an axle adapter seat 302 provided in the middle of the guide support arm 301, and the axle adapter seat 302 is fixedly connected to the axle 1; one end of the guide support arm 301 is fixedly connected to a front bracket 303, and an air spring 304 is provided at the end of the guide support arm 301 away from the front bracket 303.

[0022] The axle 1, as the main component for bearing weight and transmitting power, has brake wheels 2 installed at both ends to control the running and stopping of the vehicle. The left axle seat assembly 3 and the right axle seat assembly 4 are respectively installed on both sides of the axle 1. They have the same structure and are symmetrically arranged, jointly supporting and guiding the movement of the vehicle. Since the left axle seat assembly 3 and the right axle seat assembly 4 have the same structure, in this embodiment, the structure of the left axle seat assembly 3 will be described in detail, and thus the right axle seat assembly 4 will not be described repeatedly. The left axle seat assembly 3 includes a guiding support arm 301. This guiding support arm 301 is an important component connecting the axle 1 and the front bracket 303, and its design needs to have sufficient strength and stiffness to withstand various forces and torques during the vehicle's running. At the middle position of the guiding support arm 301, there is an axle adapter seat 302. This axle adapter seat 302 is fixedly connected to the axle 1 by bolts or other fastening means to ensure that the entire suspension mechanism can be stably installed on the axle 1. The front bracket 303 is fixedly connected to one end of the guiding support arm 301. As the front support point of the suspension system, its design needs to consider the connection method with the vehicle body or frame to ensure that the suspension system can stably transmit forces and torques. The air spring 304 is installed at the end of the guiding support arm 301 away from the front bracket 303. As the elastic element of the suspension system, by adjusting the air pressure inside the air spring 304, the adjustment of the suspension stiffness can be achieved, absorbing and attenuating the impacts and vibrations from the road surface, and at the same time maintaining good contact between the wheel and the ground. The effective absorption and attenuation of the impacts and vibrations during the vehicle's running are realized, improving the ride smoothness and riding comfort of the vehicle.

[0023] Please refer to Figure 3 , Figure 4 , as an embodiment of the present utility model, the guiding support arm 301 is of a "Z" - shaped structure. Among them, the front end of the guiding support arm 301 is bent upward and fixedly connected to the front bracket 303 through a connecting member 5; the rear end of the guiding support arm 301 is fixedly connected to the lower end of the air spring 304. Among them, a cover plate 6 is provided at the upper end of the air spring 304, and the top of the cover plate 6 is at the same height as the front bracket 303.

[0024] In the above - mentioned solution, the "Z" - shaped design of the guiding support arm 301 means that the guiding support arm 301 is not a straight line or a simple curved shape, but includes bends in at least two directions. This design usually includes an upward front - end bend and a downward rear - end bend, forming a shape similar to the letter "Z". This structure provides additional stability and flexibility for the suspension system, helping to better disperse and absorb the impacts and vibrations from the road surface.

[0025] Furthermore, after the front end of the guiding support arm 301 is bent upward, it is fixedly connected to the front bracket 303 through the connecting member 5. This connection method ensures that the guiding support arm 301 can stably support and guide the movement of the air spring 304 during vehicle driving. The design of bending the front end of the guiding support arm 301 upward also needs to consider the clearance requirements with the vehicle body or frame to avoid interference during suspension compression or extension. The rear end of the guiding support arm 301 (i.e., the lower part of the "Z" - shaped structure) is fixedly connected to the lower end of the air spring 304. This connection is usually achieved through bolts, welding or other fastening methods to ensure that the air spring 304 can be firmly installed on the guiding support arm 301. As an elastic element of the suspension system, the fixed connections at both the upper and lower ends of the air spring 304 are crucial for the performance of the suspension system. The design of the rear - end connection needs to ensure that the air spring 304 can maintain a stable movement trajectory when being compressed or stretched. The upper end of the air spring 304 is provided with a cover plate 6. This cover plate 6 not only plays a role in protecting the internal structure of the air spring 304 but also serves as an interface for connecting with other components of the suspension system. The top of the cover plate 6 is designed to be at the same height as the front bracket 303, which helps to maintain the overall compactness and aesthetics of the suspension system. At the same time, this design may also consider the expansion height of the air spring 304 in the inflated state to ensure that the suspension system does not generate unnecessary interference or clearance due to height changes during operation.

[0026] The guiding support arm 301 provides a stable support platform for the air spring 304 and guides the air spring 304 to perform reasonable compression and extension movements when subjected to road surface impacts through its shape design. When the wheel encounters an uneven road surface, the generated impacts and vibrations are transmitted to the guiding support arm 301 through the brake wheel 2 and the axle 1. The "Z" - shaped structure of the guiding support arm 301 helps to disperse these impacts and vibrations to a wider area, thereby reducing the impact force on individual components. Through the fixed connection at the front end with the front bracket 303 and the fixed connection at the rear end with the air spring 304, the guiding support arm 301 ensures the stability of the suspension system during vehicle driving. Even under complex and changeable road conditions, it can maintain good contact between the wheels and the ground and the smooth driving of the vehicle to adapt to different road conditions and driving requirements.

[0027] Please refer to Figure 1 、 Figure 2 As an embodiment of the present utility model, a guiding - arm bracket 7 is provided between the front bracket 303 and the air spring 304. The front end of the guiding - arm bracket 7 is fixedly connected to the front bracket 303, and the rear end of the guiding - arm bracket 7 is fixedly connected to the cover plate 6 of the air spring 304.

[0028] In the above-described solution, the guide arm bracket 7 serves as a bridge between the front bracket 303 and the air spring 304, playing a crucial connecting role. Its front end is tightly connected to the front bracket 303 through bolt connection, ensuring the front-end stability of the suspension system. At the same time, the rear end of the guide arm bracket 7 is fixedly connected to the cover plate 6 of the air spring 304. This connection not only enhances the supporting force of the air spring 304 but also ensures the stability and reliability of the air spring 304 during operation. The design of the guide arm bracket 7 also takes into account the guiding of the movement of the air spring 304. During vehicle driving, when the air spring 304 is compressed or extended due to road impact, the guide arm bracket 7 can guide it to move along a predetermined trajectory, thus avoiding additional vibrations and noises caused by unstable movement of the air spring 304.

[0029] Please refer to Figure 2 , as an embodiment of the present invention, a shock absorber 8 is provided inside the guide support arm 301 near one end close to the front bracket 303. The upper end of the shock absorber 8 is movably connected to the front bracket 303, and the lower end of the shock absorber 8 is movably connected to the guide support arm 301.

[0030] In the above-described solution, the shock absorber 8 is installed inside the guide support arm 301 near one end close to the front bracket 303. This position selection helps to maximize the shock absorption effect because the shock absorber 8 can directly act on the vibration transmission path between the wheel and the vehicle body. The upper end of the shock absorber 8 is connected to the front bracket 303 through a movable connection, while the lower end is also connected to the guide support arm 301 through a movable connection. This movable connection allows the shock absorber 8 to rotate and displace to a certain extent during vehicle driving to adapt to the relative movement between the wheel and the vehicle body. The main function of the shock absorber 8 is to slow down the vibrations and impacts generated during vehicle driving through its internal damping mechanism. When the wheel encounters an uneven road surface, an upward impact force will be generated, which is transmitted to the shock absorber 8 through components such as the axle 1 and the guide support arm 301. The damping fluid or damping material inside the shock absorber 8 will absorb and convert this part of the impact energy, thereby reducing the impact of vibrations on the vehicle body. The effective operation of the shock absorber 8 can significantly reduce the bumpiness during vehicle driving and improve the riding comfort. Especially when driving at high speed or passing through uneven road surfaces, the role of the shock absorber 8 is more obvious.

[0031] Please refer to Figure 3 , as an embodiment of the present invention, a first bearing 9 is provided at the upper end of the shock absorber 8, and a first fixed shaft 10 adapted to the first bearing 9 is provided on the front bracket 303 near the shock absorber 8. A second bearing 11 is provided at the lower end of the shock absorber 8, and a second fixed shaft 12 adapted to the second bearing 11 is provided at the lower end of the guide support arm 301.

[0032] In the above-described solution, the first bearing 9 at the upper end of the shock absorber 8 is in close fit with the first fixed shaft 10 on the front support 303. This fitting method allows the shock absorber 8 to perform necessary rotations and swings during vehicle driving to adapt to the relative movement between the wheel and the body. Usually, a high-precision and high-load-bearing model is selected for the first bearing 9 to ensure good running stability and durability when bearing vertical and lateral loads. The first fixed shaft 10 is responsible for providing stable support and positioning for the first bearing 9 to prevent it from shifting or shaking during operation. The second bearing 11 at the lower end of the shock absorber 8 is adapted to the second fixed shaft 12 on the guiding support arm 301. This connection method enables the shock absorber 8 to also achieve flexible rotation and swing at the lower end, further enhancing the adaptability and stability of the suspension system. The second bearing 11 also needs to have good load-bearing capacity and wear resistance to cope with various forces and torques generated during vehicle driving. The second fixed shaft 12 ensures the accurate position and stable support of the second bearing 11, avoiding the reduction of shock absorption effect caused by loose connection or deviation.

[0033] Please refer to Figure 4 , as an embodiment of the present utility model, "U"-shaped screws 13 are respectively provided on both sides of the axle adapter seat 302, and the axle adapter seat 302 is fixedly connected to the axle 1 through the "U"-shaped screws 13.

[0034] In the above-described solution, the "U"-shaped screw 13 gets its name from its unique U-shaped design and is usually composed of a screw body and two parallel legs. The ends of the legs are provided with threaded sections for installing nuts to achieve fastening. In the connection between the axle adapter seat 302 and the axle 1, the "U"-shaped screw 13 plays a key fixing role. Through the fastening action of the "U"-shaped screw 13, a stable and reliable connection is formed between the axle adapter seat 302 and the axle 1. This connection can not only bear various forces and torques generated during vehicle driving but also ensure the normal operation of the vehicle suspension system, ensuring the stability and safety of the vehicle suspension system and providing a strong guarantee for the normal driving of the vehicle.

[0035] Although the specific embodiments of the present utility model have been described above, those skilled in the art should understand that these are only examples. The protection scope of the present utility model is defined by the appended claims. Without departing from the principle and essence of the present utility model, those skilled in the art can make various changes or modifications to these embodiments, but these changes and modifications all fall within the protection scope of the present utility model.

Claims

1. An automobile suspension mechanism, comprising an axle (1), wherein brake wheels (2) are provided at both ends of the axle (1); characterized in that: The axle (1) is provided with a left axle seat assembly (3) and a right axle seat assembly (4), wherein the left axle seat assembly (3) and the right axle seat assembly (4) have the same structure and are symmetrically arranged; the left axle seat assembly (3) comprises a guide support arm (301), wherein an axle adapter seat (302) is provided in the middle of the guide support arm (301), and the axle adapter seat (302) is fixedly connected to the axle (1); one end of the guide support arm (301) is fixedly connected to a front bracket (303), wherein an air spring (304) is provided at one end of the guide support arm (301) away from the front bracket (303).

2. The automobile suspension mechanism according to claim 1, characterized in that: The guide support arm (301) is a "Z"-shaped structure, wherein the front end of the guide support arm (301) is bent upward and fixedly connected to the front bracket (303) via a connecting piece (5); the rear end of the guide support arm (301) is fixedly connected to the lower end of the air spring (304), wherein a cover plate (6) is provided at the upper end of the air spring (304), and the top end of the cover plate (6) is at a height equivalent to that of the front bracket (303).

3. The automobile suspension mechanism according to claim 2, characterized in that: A guide arm bracket (7) is provided between the front bracket (303) and the air spring (304), wherein the front end of the guide arm bracket (7) is fixedly connected to the front bracket (303), and the rear end of the guide arm bracket (7) is fixedly connected to the cover plate (6) of the air spring (304).

4. The automobile suspension mechanism according to claim 2, characterized in that: A shock absorber (8) is provided on the inner side of one end of the guide support arm (301) close to the front bracket (303), wherein the upper end of the shock absorber (8) is movably connected to the front bracket (303), and the lower end of the shock absorber (8) is movably connected to the guide support arm (301).

5. The automobile suspension mechanism according to claim 4, characterized in that: The upper end of the shock absorber (8) is provided with a first bearing (9), wherein a first fixed shaft (10) matched with the first bearing (9) is provided on a side of the front bracket (303) close to the shock absorber (8).

6. The automobile suspension mechanism according to claim 4, characterized in that: The lower end of the shock absorber (8) is provided with a second bearing (11), wherein the lower end of the guide support arm (301) is provided with a second fixed shaft (12) matched with the second bearing (11).

7. The automobile suspension mechanism according to claim 1, characterized in that: A "U"-shaped screw (13) is respectively provided on both sides of the axle adapter seat (302), wherein the axle (1) adapter seat is fixedly connected to the axle (1) via the "U"-shaped screw (13).

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