Damping mechanism for vehicle and vehicle

Abstract

The utility model provides a damping mechanism for a vehicle and the vehicle, relates to the technical field of damping mechanisms, and aims to solve the technical problem that a damping mechanism in the prior art cannot adjust the toe angle of a wheel. A damping mechanism for a vehicle comprises a connecting frame and a hub connecting piece which are distributed front and back, the axis of the hub connecting piece is horizontally arranged, the hub connecting piece is connected with a connecting rod, the connecting rod is in universal connection with the connecting frame, and the damping mechanism further comprises a connecting assembly which comprises a first connecting rod and a second connecting rod. The first connecting rod and the second connecting rod are arranged in the front-back direction, one end of the first connecting rod is universally connected with the connecting frame, one end of the second connecting rod is universally connected with the side wall of the hub connecting piece, and the other end of the first connecting rod is in threaded connection with the other end of the second connecting rod. The vehicle comprises the damping mechanism for the vehicle and further comprises a vehicle body, and the connecting frame is universally connected to the rear portion of the vehicle body.

Description

Technical Field

[0001] The utility model relates to the technical field of shock absorption mechanisms, and more specifically, it refers to a shock absorption mechanism for a vehicle and a vehicle. Background Art

[0002] The two wheels of the rear wheels of an off-road vehicle are respectively installed on two shock absorption mechanisms at the rear of the vehicle body. The existing shock absorption mechanisms generally have two connection points with the vehicle body. Therefore, after the wheels and the shock absorption mechanisms are connected, the camber angle and toe angle of the wheels cannot be adjusted through the shock absorption mechanism. The rotation axis for adjusting the camber angle of the wheel is horizontally arranged, while the rotation axis for adjusting the toe angle is vertically arranged. In addition, there is currently another type of shock absorption mechanism. There is only one hinged connection point between this shock absorption mechanism and the vehicle body, and the two groups of shock absorption mechanisms at the rear of the vehicle body are connected by upper and lower connecting arms. The camber angle of the wheel can be adjusted by changing the length of the connecting arms, but this shock absorption mechanism still cannot adjust the toe angle of the wheel. Content of the Utility Model

[0003] Aiming at the deficiencies of the prior art, the first object of the present utility model is to provide a shock absorption mechanism for a vehicle to solve the technical problem that the shock absorption mechanism in the prior art cannot adjust the toe angle of the wheel.

[0004] To solve the above technical problem, the present utility model provides a shock absorption mechanism for a vehicle, including a connecting frame and a wheel hub connecting member distributed front and rear. The axis of the wheel hub connecting member is horizontally arranged. The wheel hub connecting member is connected with a connecting rod, and the connecting rod is universally connected with the connecting frame. Among them, a connecting component is further included. The connecting component includes a first connecting rod and a second connecting rod. Both the first connecting rod and the second connecting rod are arranged in the front-rear direction. One end of the first connecting rod is universally connected with the connecting frame, and one end of the second connecting rod is universally connected with the side wall of the wheel hub connecting member. The other end of the first connecting rod is threadedly connected with the other end of the second connecting rod.

[0005] After adopting the above structure, the shock absorption mechanism for a vehicle in the present utility model has the following advantages: By rotating one of the first connecting rod and the second connecting rod, since the two are threadedly connected, the distance between the first connecting rod and the second connecting rod in the front-rear direction will change during rotation. Also, because one end of the second connecting rod is connected to the side wall of the wheel hub connecting member, and the connecting rod is universally connected with the connecting frame, after the distance between the first connecting rod and the second connecting rod changes, the wheel hub connecting member deflects, realizing the adjustment of the toe angle of the wheel.

[0006] As an improvement, both the first connecting rod and the second connecting rod are horizontally arranged, and the other end of the first connecting rod is threadedly connected inside the other end of the second connecting rod; adopting this structure, the horizontally arranged first connecting rod and second connecting rod can prevent the second connecting rod from generating a vertical component force on the wheel hub connecting member during toe angle adjustment.

[0007] As an improvement, the connecting frame includes a first connecting arm, a second connecting arm and a third connecting arm. The second connecting arm is located above the first connecting arm. The first connecting arm includes a first straight segment and a first bent segment. One end of the first bent segment is connected to one end of the first straight segment. The second connecting arm includes a second straight segment and a second bent segment. One end of the second bent segment is connected to one end of the second straight segment. The first straight segment and the second straight segment are arranged in parallel. The other end of the second bent segment is arranged obliquely downward and connected to the first bent segment. The third connecting arm is arranged vertically, and the upper and lower ends of the third connecting arm are respectively connected to the second straight segment and the first straight segment. One end of the first connecting rod is connected to the middle of the third connecting arm in a universal joint manner. Both the top and the bottom of the hub connecting member are connected with a connecting rod. The two connecting rods are respectively connected to the second straight segment and the first straight segment in a universal joint manner. With this structure, the upper and lower two connecting rods make the connection between the hub connecting frame and the connecting frame more stable, and the first connecting rod connected to the middle of the third connecting arm also makes the structure stress balanced and more stable.

[0008] As an improvement, a protruding portion is provided in the middle of the side wall of the hub connecting member. The upper and lower end faces of the protruding portion are respectively connected with a first connecting piece arranged away from the hub connecting member. A third connecting rod is connected between the two first connecting pieces. One end of the second connecting rod is connected to the third connecting rod in a universal joint manner. With this structure, it has the advantages of simple structure and convenient connection. Moreover, the protruding portion is arranged in the middle of the hub connecting member, making the first connecting piece and the connecting assembly as a whole symmetrically arranged up and down. The structure is stress balanced and more stable. And whether it is caster angle adjustment or camber angle adjustment, the change in the wheel track is minimized.

[0009] As an improvement, the hub connecting member, the protruding portion and the two connecting rods are integrally formed. With this structure, it is convenient for production and manufacturing.

[0010] As an improvement, two second connecting pieces are connected to the first straight segment. A fourth connecting rod is connected between the two second connecting pieces. The connecting rod located below is connected to the fourth connecting rod in a universal joint manner. Two third connecting pieces are connected to the second straight segment. A fifth connecting rod is connected between the two third connecting pieces. The connecting rod located above is connected to the fifth connecting rod in a universal joint manner. With this structure, it has the advantages of simple structure and convenient connection.

[0011] As an improvement, the other end of the first straight segment is connected to a first connecting member in a universal joint manner. The other end of the second straight segment is connected to a second connecting member in a universal joint manner. With this structure, the first connecting member and the second connecting member are used to connect with the shock absorption mechanism of another group through a connecting arm to realize camber angle adjustment, so that the shock absorption mechanism can realize both camber angle and caster angle adjustment at the same time.

[0012] The second object of the present utility model is to provide a vehicle, which includes the above shock absorption mechanism for a vehicle, and further includes a vehicle body. The connecting frame is connected to the rear part of the vehicle body in a universal joint manner.

[0013] After adopting the above structure, a vehicle in the present utility model has the following advantages: By rotating one of the first connecting rod and the second connecting rod, since the two are threadedly connected, the distance between the first connecting rod and the second connecting rod in the front-rear direction will change during rotation. Also, because one end of the second connecting rod is connected to the side wall of the wheel hub connecting member, and the connecting rod is universally connected to the connecting frame, after the distance between the first connecting rod and the second connecting rod changes, the wheel hub connecting member deflects, realizing the adjustment of the wheel included angle. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 FIG. 1 is a schematic structural diagram of Embodiment 1 of the present utility model.

[0015] Figure 2 is Figure 1 a partial enlarged view of part A in FIG. 1.

[0016] Figure 3 FIG. 2 is a schematic structural diagram of Embodiment 1 of the present utility model from another perspective.

[0017] Figure 4 FIG. 3 is a schematic structural diagram of the wheel hub connecting member in Embodiment 1 of the present utility model.

[0018] Figure 5 FIG. 4 is a schematic structural diagram of the connecting frame in Embodiment 1 of the present utility model.

[0019] Reference numerals: 1, connecting frame; 11, first connecting arm; 111, first straight section; 112, first bending section; 12, second connecting arm; 121, second straight section; 122, second bending section; 13, third connecting arm; 2, wheel hub connecting member; 3, connecting rod; 4, connecting assembly; 41, first connecting rod; 42, second connecting rod; 5, protruding portion; 6, first connecting piece; 7, third connecting rod; 8, second connecting piece; 9, fourth connecting rod; 10, third connecting piece; 14, fifth connecting rod; 15, first connecting member; 16, second connecting member. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0020] The following will make a detailed description of a shock absorption mechanism for a vehicle and a vehicle in the present utility model with reference to the accompanying drawings.

[0021] Embodiment 1:

[0022] As Figures 1 to 5As shown in the figure, in this embodiment, a shock absorption mechanism for a vehicle is provided, which includes a connecting frame 1 and a wheel hub connecting member 2 distributed front and rear. The axis of the wheel hub connecting member 2 is horizontally arranged, that is, the axis of the through hole for connecting the wheel hub on the wheel hub connecting member 2 is arranged in the horizontal direction, specifically in the front-rear direction; the wheel hub connecting member 2 is connected with a connecting rod 3, and the connecting rod 3 is universally connected with the connecting frame 1. Among them, a connecting component 4 is further included, and the connecting component 4 includes a first connecting rod 41 and a second connecting rod 42. Both the first connecting rod 41 and the second connecting rod 42 are arranged in the front-rear direction. It should be noted that the fact that the first connecting rod 41 and the second connecting rod 42 are arranged in the front-rear direction does not mean that they must be horizontally arranged. They can also be inclined up and down along the front-rear direction. In this embodiment, as a preferred solution, both the first connecting rod 41 and the second connecting rod 42 are horizontally arranged; one end of the first connecting rod 41 is universally connected with the connecting frame 1, and one end of the second connecting rod 42 is universally connected with the side wall of the wheel hub connecting member 2. Here, the side wall of the wheel hub connecting member 2 is the left side or the right side; the other end of the first connecting rod 41 is threadedly connected with the other end of the second connecting rod 42. Specifically, the other end of the first connecting rod 41 is threadedly connected inside the other end of the second connecting rod 42. In some other embodiments, the second connecting rod 42 is threadedly connected in the first connecting rod 41.

[0023] As Figure 1 and Figure 5 shown in the figure, the connecting frame 1 includes a first connecting arm 11, a second connecting arm 12 and a third connecting arm 13. The second connecting arm 12 is located above the first connecting arm 11. The first connecting arm 11 includes a first straight section 111 and a first bending section 112. One end of the first bending section 112 is connected to one end of the first straight section 111. The second connecting arm 12 includes a second straight section 121 and a second bending section 122. One end of the second bending section 122 is connected to one end of the second straight section 121. The first straight section 111 and the second straight section 121 are arranged in parallel. The other end of the second bending section 122 is arranged obliquely downward and connected to the first bending section 112. The third connecting arm 13 is vertically arranged and the upper and lower ends of the third connecting arm 13 are respectively connected to the second straight section 121 and the first straight section 111. The specific structure of the connecting frame 1 is prior art and will not be elaborated here; one end of the first connecting rod 41 is universally connected to the middle of the third connecting arm 13. Among them, in this embodiment, there are two third connecting arms 13 connected between the first straight section 111 and the second straight section 121. One end of the first connecting rod 41 is connected to the third connecting arm 13 close to the first bending section 112 and the second bending section 122. Both the top and the bottom of the wheel hub connecting member 2 are connected with a connecting rod 3, so that the wheel hub connecting member 2 and the two connecting rods 3 are in an overall vertically symmetric structure, and the two connecting rods 3 are respectively universally connected with the second straight section 121 and the first straight section 111.

[0024] As Figure 1 and Figure 2As shown in the figure, a protrusion 5 is provided in the middle of the side wall of the hub connector 2. First connection pieces 6 extending away from the hub connector 2 are respectively connected to the upper and lower end faces of the protrusion 5. A third connecting rod 7 is connected between the two first connection pieces 6. The hub connector 2, the two first connection pieces 6, and the third connecting rod 7 are integrally formed in an up-and-down symmetric structure. One end of the second connecting rod 42 is universally hinged to the third connecting rod 7, and the rotation axis of the other end of the second connecting rod 42 is at the same height as the center of the hub connector 2, as Figure 4 shown, the hub connector 2, the protrusion 5, and the two connecting rods 3 are integrally formed.

[0025] As Figures 1 to 3 shown, two second connection pieces 8 are connected to the first straight segment 111. A fourth connecting rod 9 is connected between the two second connection pieces 8. The lower connecting rod 3 is universally connected to the fourth connecting rod 9. Two third connection pieces 10 are connected to the second straight segment 121. A fifth connecting rod 14 is connected between the two third connection pieces 10. The upper connecting rod 3 is universally connected to the fifth connecting rod 14.

[0026] As Figure 3 shown, the other end of the first straight segment 111 is universally connected to a first connecting member 15, and the other end of the second straight segment 121 is universally connected to a second connecting member 16.

[0027] In the present utility model, by rotating one of the first connecting rod 41 and the second connecting rod 42, since the two are threadedly connected, the distance between the first connecting rod 41 and the second connecting rod 42 in the front-rear direction will change during rotation. Also, because one end of the second connecting rod 42 is connected to the side wall of the hub connector 2, and the connecting rod 3 is universally connected to the connecting frame 1, after the distance between the first connecting rod 41 and the second connecting rod 42 changes, the hub connector 2 deflects to realize the adjustment of the wheel included angle; in addition, the first connecting member 15 and the second connecting member 16 are used to be connected to another set of shock absorption mechanisms through connecting arms to realize the adjustment of the inclination angle, so that the shock absorption mechanism can simultaneously realize the adjustment of the inclination angle and the included angle; moreover, in the present utility model, since the rotation axis of the other end of the second connecting rod 42 is at the same height as the center of the hub connector 2, neither the inclination angle adjustment nor the included angle adjustment will affect each other, and the wheelbase change between the wheels is very small.

[0028] Embodiment Two:

[0029] In this embodiment, a vehicle is provided, which includes the shock absorption mechanism for a vehicle in Embodiment One, and further includes a vehicle body, and the connecting frame 1 is universally connected to the rear part of the vehicle body.

[0030] The above has described in detail the embodiments of the present utility model in conjunction with the accompanying drawings. However, the present utility model is not limited to the above-described one embodiment. All other embodiments obtained by those skilled in the art without creative efforts fall within the protection scope of the present utility model.

Claims

1. A shock absorption mechanism for a vehicle, comprising a connecting frame (1) and a wheel hub connecting member (2) distributed front and rear, the axis of the wheel hub connecting member (2) is horizontally arranged, the wheel hub connecting member (2) is connected with a connecting rod (3), and the connecting rod (3) is universally connected with the connecting frame (1), characterized in that, It further includes a connecting component (4), and the connecting component (4) includes a first connecting rod (41) and a second connecting rod (42). Both the first connecting rod (41) and the second connecting rod (42) are arranged in the front-rear direction. One end of the first connecting rod (41) is universally connected to the connecting frame (1), and one end of the second connecting rod (42) is universally connected to the side wall of the hub connecting member (2). The other end of the first connecting rod (41) is threadedly connected to the other end of the second connecting rod (42).

2. The shock absorption mechanism for a vehicle according to claim 1, characterized in that, Both the first connecting rod (41) and the second connecting rod (42) are horizontally arranged, and the other end of the first connecting rod (41) is threadedly connected inside the other end of the second connecting rod (42).

3. The shock absorption mechanism for a vehicle according to claim 1, characterized in that, The connecting frame (1) includes a first connecting arm (11), a second connecting arm (12), and a third connecting arm (13). The second connecting arm (12) is located above the first connecting arm (11). The first connecting arm (11) includes a first straight segment (111) and a first bent segment (112). One end of the first bent segment (112) is connected to one end of the first straight segment (111). The second connecting arm (12) includes a second straight segment (121) and a second bent segment (122). One end of the second bent segment (122) is connected to one end of the second straight segment (121). The first straight segment (111) and the second straight segment (121) are arranged in parallel. The other end of the second bent segment (122) is arranged obliquely downward and connected to the first bent segment (112). The third connecting arm (13) is vertically arranged, and the upper and lower ends of the third connecting arm (13) are respectively connected to the second straight segment (121) and the first straight segment (111). One end of the first connecting rod (41) is universally connected to the middle of the third connecting arm (13). One connecting rod (3) is connected to both the top and bottom of the hub connecting member (2), and the two connecting rods (3) are respectively universally connected to the second straight segment (121) and the first straight segment (111).

4. The shock absorption mechanism for a vehicle according to claim 3, characterized in that, A protruding portion (5) is provided in the middle of the side wall of the hub connecting member (2). First connecting pieces (6) arranged away from the hub connecting member (2) are respectively connected to the upper and lower end faces of the protruding portion (5). A third connecting rod (7) is connected between the two first connecting pieces (6). One end of the second connecting rod (42) is universally hinged to the third connecting rod (7).

5. The shock absorption mechanism for a vehicle according to claim 4, characterized in that, The hub connecting member (2), the protruding portion (5), and the two connecting rods (3) are integrally formed.

6. The shock absorption mechanism for a vehicle according to claim 3, characterized in that, Two second connecting pieces (8) are connected to the first straight segment (111). A fourth connecting rod (9) is connected between the two second connecting pieces (8). The connecting rod (3) located below is universally connected to the fourth connecting rod (9). Two third connecting pieces (10) are connected to the second straight segment (121). A fifth connecting rod (14) is connected between the two third connecting pieces (10). The connecting rod (3) located above is universally connected to the fifth connecting rod (14).

7. The shock absorption mechanism for a vehicle according to claim 3, characterized in that, The other end of the first straight line segment (111) is universally connected to a first connecting member (15), and the other end of the second straight line segment (121) is universally connected to a second connecting member (16).

8. A vehicle, characterized in that, The shock absorption mechanism for a vehicle according to any one of claims 1 to 7 further includes a vehicle body, and the connecting frame (1) is universally connected to the rear part of the vehicle body.

Images