Motor home suspension self-adaptive structure

Abstract

The utility model relates to the technical field of motor home chassis suspension, in particular to a motor home suspension self-adaptive structure which comprises a chassis, suspension beams, air bag limiting structures, suspension air bags, nitrogen damping shock absorbers, mechanical air bag height adjusters and swing arms, the suspension beams are arranged on the two sides of the rear end of the chassis, and the swing arms are arranged on the lower side of the front end of each suspension beam. Two nitrogen dampers distributed at intervals are arranged between the upper side of the front end of each swing arm and the lower end of the suspension beam, a suspension air bag is arranged between the upper side of the middle end of each swing arm and the lower end of the suspension beam, an air bag limiting structure is arranged at the rear end of each suspension air bag, and a mechanical air bag height adjuster is arranged at the front end of each suspension air bag. By arranging the air bag limiting structure, the suspension air bag, the nitrogen damping shock absorber and the mechanical air bag height adjuster, the whole structure can automatically adapt to various pothole and complex road surfaces, the motor home can always keep a horizontal posture no matter the motor home passes through any road condition, and the safety of cross-country running is greatly improved.

Description

Technical Field

[0001] The utility model patent relates to the technical field of motorhome chassis suspension, and more specifically, to an adaptive structure for motorhome suspension. Background Art

[0002] Leaf springs are the most widely used elastic elements in vehicle suspensions. A leaf spring is composed of several alloy spring leaves of unequal lengths stacked together to form a beam with approximately equal strength. Its advantages are simple structure, low manufacturing cost, wide use, high reliability due to high strength, and the ability to reduce the height of the vehicle floor. Its main disadvantage is poor vibration resistance. When a motorhome travels on a rough road, it will vibrate severely. When the motorhome drives through various sharp turns, people will feel very uncomfortable. Therefore, shock absorbers are usually installed to improve the comfort of the motorhome while maintaining the load-bearing performance of the leaf spring. However, the following defects exist in the use of this structure.

[0003] The leaf spring is installed at the bottom of the vehicle frame. In order to install shock absorbers, a gap needs to be reserved between the leaf spring and the vehicle frame, so that longer connecting pieces are required between the leaf spring and the vehicle frame. The longer the connecting piece, the worse the connection stability between the leaf spring and the vehicle frame, and it is easy to yaw, reducing the stability. Moreover, the existing off-road towed motorhome chassis cannot be lifted, and the travel is very small. It is not an all-terrain towed motorhome and cannot go to some very rough road conditions, so its usability is limited. Summary of the Utility Model

[0004] The purpose of the utility model is to provide an adaptive structure for motorhome suspension to solve the above technical problems.

[0005] The utility model is implemented as follows. An adaptive structure for motorhome suspension includes a chassis, a suspension beam, an airbag limiting structure, a suspension airbag, a nitrogen damping shock absorber, a mechanical airbag height adjuster, a moving wheel, a connecting hub, and a swing arm. Suspension beams are provided on both sides at the rear end of the chassis. Two nitrogen damping shock absorbers are provided at intervals between the upper side of the front end of each swing arm and the lower end of the suspension beam. A suspension airbag is provided between the upper side of the middle end of each swing arm and the lower end of the suspension beam. An airbag limiting structure is provided at the rear end of each suspension airbag, and a mechanical airbag height adjuster is provided at the front end of each suspension airbag. A hub is provided at the rear end of each swing arm, and a moving wheel is provided outside each hub.

[0006] Furthermore, connecting side plates are provided on both sides of the upper end of each suspension airbag. The inner sides of the connecting side plates are fixedly connected to the outer sides of the suspension beams correspondingly. The lower end of each suspension airbag is rotatably connected to the upper side of the middle end of the swing arm through a rotating shaft correspondingly.

[0007] Further, each of the mechanical airbag height adjusters includes a telescopic rod and an induction controller. The lower end of the telescopic rod is correspondingly rotatably connected to the upper side of the front end of the swing arm, and the induction controller is arranged at the top of the telescopic rod and is fixedly connected to the suspension beam.

[0008] Further, the inner side of the upper end of the airbag limit structure is correspondingly fixedly connected to the outer side of the suspension beam, and an arc-shaped chute is provided in the middle of the lower end of the airbag limit structure. A sliding chassis is provided at the lower end of the suspension airbag. The middle of the rear end of the sliding chassis passes through the arc-shaped chute and is slidably connected to the arc-shaped chute. The front end of the sliding chassis is rotatably connected to the lower end of the suspension airbag.

[0009] Further, the tops of the two nitrogen damping shock absorbers are correspondingly rotatably connected to the outer side of the suspension beam through U-shaped frames, and the lower ends of the two nitrogen damping shock absorbers are correspondingly rotatably connected to the swing arm through bearing seats.

[0010] Further, a mudguard is provided at the upper end of the outer side of the suspension beam.

[0011] Compared with the prior art, the present utility model is a self-adaptive structure for a motorhome suspension. By setting an airbag limit structure, a suspension airbag, nitrogen damping shock absorbers, and a mechanical airbag height adjuster, the suspension uses airbag shock absorption with a stroke of 350 mm. When the motorhome passes over a step or an inclined road condition, one-sided airbags are compressed due to the road condition, resulting in different compression amounts on both sides of the airbags and the vehicle body tilting. At this time, the mechanical airbag height adjuster detects the compression of the airbag and the decrease in height, and will control the air pump to deflate the compressed-side airbag, thereby lowering the compressed-side airbag. For the other side of the suspension, when the mechanical airbag height adjuster detects the stretching of the airbag, the stretched-side airbag is inflated at this time, so that the vehicle body returns to a horizontal state. When the airbag stretches and compresses, the airbag limit structure will adjust the airbag posture, enabling the airbag to always move up and down, thereby avoiding the impact from affecting the airbag running track and causing damage to the airbag. The overall structure can automatically adapt to various potholed and complex roads. No matter what road conditions the motorhome passes through, the motorhome can always maintain a horizontal posture, greatly improving the safety of off-road driving. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] Figure 1 is a three-dimensional structural schematic diagram of the present utility model;

[0013] Figure 2 is a front view structural schematic diagram of the present utility model (removing the moving wheels);

[0014] Figure 3 is a sectional structural schematic diagram of the present utility model (removing the mudguard);

[0015] Figure 4 is Figure 3 a partial enlarged view of part A in

[0016] Reference numerals involved in the above-mentioned drawings: 1, chassis; 2, suspension beam; 3, airbag limit structure; 4, suspension airbag; 5, nitrogen damping shock absorber; 6, mechanical airbag height adjuster; 7, moving wheel; 8, connecting hub; 9, swing arm; 10, fender; 11, connecting side plate; 12, arc-shaped chute; 13, sliding chassis; 14, bearing seat; 15, telescopic rod; 16, induction controller; 17, U-shaped frame. Specific embodiments

[0017] In order to make the objectives, technical solutions and advantages of the present utility model clearer, the present utility model will be further described in detail below with reference to the drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present utility model and are not used to limit the present utility model.

[0018] The implementation of the present utility model will be described in detail below in combination with specific embodiments.

[0019] In the drawings of this embodiment, the same or similar reference numerals correspond to the same or similar components; in the description of the present utility model, it should be understood that if there are terms such as "upper", "lower", "left", "right", etc. indicating the orientation or positional relationship, they are based on the orientation or positional relationship shown in the drawings. This is only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, the terms describing the positional relationship in the drawings are only used for illustrative purposes and cannot be understood as a limitation of this patent. For those of ordinary skill in the art, the specific meanings of the above terms can be understood according to specific circumstances.

[0020] Referring Figures 1-4 as shown, it is a preferred embodiment provided by the present utility model.

[0021] A self-adaptive structure for a motorhome suspension, comprising a chassis 1, a suspension beam 2, an airbag limit structure 3, a suspension airbag 4, a nitrogen damping shock absorber 5, a mechanical airbag height adjuster 6, a moving wheel 7, a connecting hub 8 and a swing arm 9. Suspension beams 2 are provided on both sides of the rear end of the chassis 1. Swing arms 9 are provided on the lower side of the front end of each suspension beam 2. The front end of each swing arm 9 is rotatably connected to the chassis 1 through a rotating shaft. Between the upper side of the front end of each swing arm 9 and the lower end of the suspension beam 2, two nitrogen damping shock absorbers 5 are provided at intervals. Between the upper side of the middle end of each swing arm 9 and the lower end of the suspension beam 2, a suspension airbag 4 is provided. An airbag limit structure 3 is provided at the rear end of each suspension airbag 4. A mechanical airbag height adjuster 6 is provided at the front end of each suspension airbag 4. A hub 8 is provided at the rear end of each swing arm 9. A moving wheel 7 is provided outside each hub 8.

[0022] On both sides of the upper end of each suspension airbag 4, there are connecting side plates 11. The inner sides of each connecting side plate 11 are correspondingly connected and fixed to the outer side of the suspension beam 2. The lower end of each suspension airbag 4 is correspondingly rotatably connected to the upper side of the middle end of the swing arm 9 through a rotating shaft. The connecting side plates 11 are provided on the suspension airbag 4 to facilitate installation and fixation on the suspension beam 2.

[0023] Each mechanical airbag height adjuster 6 includes a telescopic rod 15 and an induction controller 16. The lower end of the telescopic rod 15 is correspondingly rotatably connected to the upper side of the front end of the swing arm 9. The induction controller 16 is arranged at the top of the telescopic rod 15, and the induction controller 16 is connected and fixed to the suspension beam 2. The telescopic rod 15 is provided on the mechanical airbag height adjuster 6 to facilitate telescoping according to the rotation of the swing arm 9. The induction controller 16 is provided to facilitate sensing the amount of telescoping of the telescopic rod 15, thereby controlling and adjusting the suspension airbag 4.

[0024] The inner side of the upper end of the airbag limit structure 3 is correspondingly connected and fixed to the outer side of the suspension beam 2. An arc-shaped chute 12 is opened in the middle of the lower end of the airbag limit structure 3. A sliding bottom frame 13 is provided at the lower end of the suspension airbag 4. The middle part of the rear end of the sliding bottom frame 13 passes through the arc-shaped chute 12 and is slidably connected to the arc-shaped chute 12. The front end of the sliding bottom frame 13 is rotatably connected to the lower end of the suspension airbag 4. The arc-shaped chute 12 is opened in the airbag limit structure 3 to facilitate adjusting the attitude of the airbag, so that the airbag always moves up and down, thereby avoiding the impact from affecting the running track of the airbag and causing damage to the airbag.

[0025] The tops of the two nitrogen damping shock absorbers 5 are correspondingly rotatably connected to the outer side of the suspension beam 2 through a U-shaped frame 17. The lower ends of the two nitrogen damping shock absorbers 5 are correspondingly rotatably connected to the swing arm 9 through a bearing seat 14. The U-shaped frame 17 is provided on the two nitrogen damping shock absorbers 5 to facilitate installation and fixation on the suspension beam 2.

[0026] A mudguard 10 is provided at the upper end of the outer side of the suspension beam 2. The mudguard 10 is provided on the suspension beam 2 to facilitate blocking mud.

[0027] The above are only the preferred embodiments of the present invention, and are not intended to limit the present invention. Any modifications, equivalent replacements, and improvements made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. An adaptive structure for a motorhome suspension, characterized in that, It includes a chassis (1), a suspension beam (2), an airbag limiting structure (3), a suspension airbag (4), a nitrogen damping shock absorber (5), a mechanical airbag height adjuster (6), a moving wheel (7), a connecting hub (8) and a swing arm (9). Suspension beams (2) are provided on both sides of the rear end of the chassis (1). Swing arms (9) are provided on the lower sides of the front ends of each of the suspension beams (2). The front end of each swing arm (9) is rotatably connected to the chassis (1) through a rotating shaft correspondingly. Two nitrogen damping shock absorbers (5) distributed at intervals are provided between the upper side of the front end of each swing arm (9) and the lower end of the suspension beam (2). A suspension airbag (4) is provided between the upper side of the middle end of each swing arm (9) and the lower end of the suspension beam (2). An airbag limiting structure (3) is provided at the rear end of each suspension airbag (4). A mechanical airbag height adjuster (6) is provided at the front end of each suspension airbag (4). Wheels (8) are provided at the rear ends of each swing arm (9). Moving wheels (7) are provided on the outer sides of each of the wheels (8).

2. The self - adaptive structure of a motorhome suspension according to claim 1, characterized in that, Connecting side plates (11) are provided on both sides of the upper end of each suspension airbag (4). The inner sides of each connecting side plate (11) are fixedly connected to the outer sides of the suspension beam (2) correspondingly. The lower end of each suspension airbag (4) is rotatably connected to the upper side of the middle end of the swing arm (9) through a rotating shaft correspondingly.

3. The self - adaptive structure of a motorhome suspension according to claim 2, characterized in that, Each mechanical airbag height adjuster (6) includes a telescopic rod (15) and an induction controller (16). The lower end of the telescopic rod (15) is rotatably connected to the upper side of the front end of the swing arm (9) correspondingly. The induction controller (16) is arranged at the top end of the telescopic rod (15), and the induction controller (16) is fixedly connected to the suspension beam (2).

4. A self - adaptive structure for a motorhome suspension according to claim 3, characterized in that, The inner side of the upper end of the airbag limiting structure (3) is fixedly connected to the outer side of the suspension beam (2) correspondingly. An arc-shaped sliding groove (12) is opened in the middle of the lower end of the airbag limiting structure (3). A sliding bottom frame (13) is provided at the lower end of the suspension airbag (4). The middle of the rear end of the sliding bottom frame (13) passes through the arc-shaped sliding groove (12) and is slidably connected to the arc-shaped sliding groove (12). The front end of the sliding bottom frame (13) is rotatably connected to the lower end of the suspension airbag (4).

5. The self - adaptive structure of a motorhome suspension according to claim 4, characterized in that, The top ends of the two nitrogen damping shock absorbers (5) are rotatably connected to the outer side of the suspension beam (2) through a U-shaped frame (17) correspondingly. The lower ends of the two nitrogen damping shock absorbers (5) are rotatably connected to the swing arm (9) through a bearing seat (14) correspondingly.

6. The self - adaptive structure of a motorhome suspension according to claim 5, characterized in that, A mudguard (10) is provided at the upper end of the outer side of the suspension beam (2).

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