High-strength damping buffer block for automobile suspension system

Abstract

The utility model relates to the technical field of automobile suspension buffering, in particular to a high-strength damping buffer block for an automobile suspension system, which comprises a positioning rod, an internal thread cylinder is spirally connected to the outer side above the positioning rod, a buffer block body is fixedly connected to the top of the internal thread cylinder, and a top block is fixedly connected to the top of the buffer block body. A chassis is slidably connected to the inner wall of the buffer block body, a hollow cylinder is fixedly connected to the middle of the top of the chassis, a compression spring is fixedly connected to the lower portion in the hollow cylinder, and a limiting plate is fixedly connected to the top end of the compression spring; through the design cooperation of the compression spring and the ejector rod, the device can quickly recover the initial shape of the buffer block body when the buffer block body is extruded to deform, and after bumping or impacting, the buffer block body needs to quickly recover the shape of the buffer block body so as to keep the set height and performance of suspension, and the driving characteristics of a vehicle can be easily maintained.

Description

Technical Field

[0001] The utility model relates to the technical field of automobile suspension buffering, in particular to a high-strength shock-absorbing buffer block for an automobile suspension system. Background Art

[0002] The automobile suspension system is an important part of an automobile. It connects the wheels and the vehicle body. Its main functions are to support the weight of the vehicle, absorb road impacts, maintain the contact between the wheels and the ground, and control the driving attitude of the vehicle.

[0003] The shock-absorbing buffer block in the automobile suspension system is an auxiliary buffer component. Its main function is to provide an additional buffer area when the suspension system is compressed to the limit position, so as to prevent the hard contact of the suspension system and protect the vehicle and the suspension system from damage. Its characteristics include: protective function: when the suspension system is subjected to a large impact or the suspension stroke reaches the limit, the shock-absorbing buffer block can absorb additional energy to prevent the metal components of the suspension system from directly contacting and possibly causing damage; improving comfort: when the suspension system is close to the maximum compression stroke, the shock-absorbing buffer block can reduce hard impacts and provide a more stable driving feeling; limiting the suspension stroke: the shock-absorbing buffer block can limit the maximum compression stroke of the suspension system to avoid damage to the suspension system due to excessive compression.

[0004] When the existing shock-absorbing buffer block is in use, it rebounds by its own elasticity after being impacted, but it may not be able to quickly recover without external force, resulting in slow adjustment of the suspension system. It may not be able to effectively absorb and disperse road vibrations, which not only reduces the riding comfort, but also affects the handling and stability of the vehicle. Moreover, if the shock-absorbing buffer block cannot quickly recover, it may increase the load on the shock absorber, causing the shock absorber to be over-compressed and bottom out, thus shortening the service life of the shock absorber.

[0005] To solve the above problems, a high-strength shock-absorbing buffer block for an automobile suspension system is proposed in this application. Summary of the Utility Model

[0006] To solve the problems raised in the above background art, the utility model provides a high-strength shock-absorbing buffer block for an automobile suspension system, which can quickly restore the shape of the buffer block body to maintain the set height and performance of the suspension, and is convenient for installing the chassis and the top plate into the buffer block body.

[0007] To achieve the above object, the utility model adopts the following technical solution: A high-strength shock-absorbing buffer block for an automobile suspension system, including a positioning rod, an internally threaded cylinder is spirally connected to the outer side above the positioning rod, a buffer block body is fixedly connected to the top of the internally threaded cylinder, a top block is fixedly connected to the top of the buffer block body, a suspension spring is fixedly connected to the outer side below the top block, a chassis is slidably connected to the inner wall of the buffer block body, a hollow cylinder is fixedly connected to the middle of the top of the chassis, a compression spring is fixedly connected to the lower part inside the hollow cylinder, a limiting plate is fixedly connected to the top end of the compression spring, a top rod is fixedly connected to the top end of the limiting plate, a top plate is fixedly connected to the end of the top rod away from the limiting plate, reserved holes are opened in the upper and lower sides inside the edges of the chassis, the top plate and the buffer block body, and bolts are spirally connected to the upper and lower sides inside the edges of the chassis, the top plate and the buffer block body.

[0008] Preferably, as a high-strength shock-absorbing buffer block for an automobile suspension system of the utility model, the edge of the limiting plate contacts the inner wall of the hollow cylinder, the outer side of the top rod is slidably connected to the middle of the upper part inside the hollow cylinder, the bottom of the top plate contacts the top of the hollow cylinder, and the edge of the top plate is slidably connected to the inner wall of the buffer block body. When the buffer block body is squeezed and deformed, the initial shape of the buffer block body can be quickly restored. After passing through bumps or impacts, the buffer block body needs to quickly restore its shape to maintain the set height and performance of the suspension, which helps to maintain the driving characteristics of the vehicle.

[0009] Preferably, as a high-strength shock-absorbing buffer block for an automobile suspension system of the utility model, the thickness and shape of the chassis are the same as those of the top plate, the cross-sectional shapes of the chassis and the top plate are both circular, and the cross-sectional diameters of the chassis and the top plate are both matched with the cross-sectional diameter inside the buffer block body, which is convenient for the chassis and the top plate to be inserted into the buffer block body and fixed inside the buffer block body. Through the elastic force of the compression spring, the purpose of quickly restoring the initial shape of the buffer block body is achieved.

[0010] Preferably, as a high-strength shock-absorbing buffer block for an automobile suspension system of the utility model, a groove is opened in the middle inside the hollow cylinder, and a through hole is opened in the upper part inside the hollow cylinder. The diameter of the groove in the middle inside the hollow cylinder is matched with the cross-sectional diameter of the limiting plate, and the diameter of the through hole in the upper part inside the hollow cylinder is matched with the cross-sectional diameter of the top rod. The cross-sectional diameter of the limiting plate is 1.5 times larger than the cross-sectional diameter of the top rod. The top plate is connected to the hollow cylinder at the top of the chassis through the top rod and the compression spring at the bottom of the chassis. While quickly rebounding, the situation of the top plate and the chassis separating is avoided.

[0011] Preferably, as a high-strength shock-absorbing buffer block for an automobile suspension system of the present utility model, the number of reserved holes opened inside the edges of the chassis and the top plate is four, and the reserved holes opened inside the edges of the chassis and the top plate are distributed at the front, rear, left, and right positions of the chassis and the top plate. The reserved holes opened inside the buffer block body correspond to the positions and numbers of the reserved holes opened inside the edges of the chassis and the top plate. The inner walls of the reserved holes opened on the upper and lower sides inside the edges of the chassis, the top plate, and the buffer block body are all provided with internal threads whose pitch matches the pitch of the outer side of the bolt, so that the bolt can penetrate through the buffer block body and be tightened and fixed with the top plate and the chassis, avoiding the situation that the chassis and the top plate shake inside the buffer block body.

[0012] Preferably, as a high-strength shock-absorbing buffer block for an automobile suspension system of the present utility model, chutes are opened at the edges of the top plate and the chassis. A slider is fixedly connected to the inner wall of the buffer block body, and the outer side of the slider is slidably connected to the chutes at the edges of the top plate and the chassis, which can limit the position when the chassis and the top plate are inserted into the buffer block body, facilitating the operator to insert the bolt into the corresponding reserved hole.

[0013] Preferably, as a high-strength shock-absorbing buffer block for an automobile suspension system of the present utility model, the number of chutes opened at the edges of the chassis and the top plate is four, and the number and positions of the sliders match the number and positions of the chutes opened at the edges of the chassis and the top plate. The sliders are distributed at the upper and lower side positions of the inner wall of the buffer block body, which can avoid the situation that when the chassis and the top plate enter the buffer block body, it is necessary to take them out and reinstall them because the reserved holes at the edges of the chassis and the top plate do not align with the reserved holes at the edges of the buffer block body.

[0014] The present utility model has the following beneficial effects:

[0015] For the high-strength shock-absorbing buffer block for an automobile suspension system designed by the present utility model, through the design and cooperation of the compression spring and the ejector rod, the device can quickly restore the initial shape of the buffer block body when the buffer block body is squeezed and deformed. After experiencing bumps or impacts, the buffer block body needs to quickly restore its shape to maintain the set height and performance of the suspension, which helps to maintain the driving characteristics of the vehicle. At the same time, the rapid restoration of the buffer block body can reduce the load on the shock absorber, avoid excessive compression and bottoming of the shock absorber, and thus extend the service life of the shock absorber.

[0016] The high-strength shock-absorbing buffer block for an automobile suspension system designed by the utility model, through the design and cooperation of a sliding block and a sliding groove, enables the device to limit the chassis and the top plate when they are inserted into the buffer block body. The number of sliding blocks is four groups. Only when the four sliding grooves on the edges of the chassis and the top plate correspond to the four sliding blocks can the chassis and the top plate be inserted into the buffer block body, which facilitates the operator to insert bolts into the corresponding reserved holes, avoiding the situation that when the chassis and the top plate enter the buffer block body, the reserved holes on the edges of the chassis and the top plate do not align with the reserved holes on the edge of the buffer block body and need to be taken out and reinstalled again, and to a certain extent improving the installation efficiency of the chassis and the top plate in the buffer block body. Brief Description of the Drawings

[0017] The drawings are used to provide further understanding of the utility model and constitute a part of the specification. Together with the embodiments of the utility model, they are used to explain the utility model and do not constitute a limitation to the utility model. In the drawings:

[0018] Figure 1 is the overall structural schematic diagram of the utility model;

[0019] Figure 2 is the overall structural schematic diagram of the chassis and the top plate of the utility model;

[0020] Figure 3 is the three-dimensional structural schematic diagram of the longitudinal section of the hollow cylinder of the utility model;

[0021] Figure 4 is the longitudinal section structural schematic diagram of the buffer block body of the utility model.

[0022] Legend Explanation:

[0023] 1. positioning rod; 2. internal thread cylinder; 3. top block; 4. suspension spring; 5. buffer block body; 6. chassis; 7. hollow cylinder; 8. top rod; 9. top plate; 10. reserved hole; 11. bolt; 12. sliding groove; 13. limiting plate; 14. compression spring; 15. sliding block. Detailed Description of the Embodiments

[0024] Next, the technical solutions in the embodiments of the utility model will be clearly and completely described in conjunction with the drawings in the embodiments of the utility model. Obviously, the described embodiments are only a part of the embodiments of the utility model, rather than all the embodiments. Based on the embodiments in the utility model, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the utility model.

[0025] Embodiment 1

[0026] As Figures 1 to 4 shown;

[0027] A high-strength shock-absorbing buffer block for an automotive suspension system, including a positioning rod 1.

[0028] In this embodiment: As disclosed in the background art above, "when the existing shock-absorbing buffer block is in use, it rebounds by relying on its own elasticity after being impacted, but it may not be able to quickly recover without external force, resulting in slow adjustment of the suspension system, and may not be able to effectively absorb and disperse the vibrations of the road surface, which not only reduces the riding comfort, but also affects the handling and stability of the vehicle. Moreover, if the shock-absorbing buffer block cannot quickly recover, it may increase the load on the shock absorber, causing the shock absorber to be overly compressed and bottom out, thereby shortening the service life of the shock absorber." In combination with the use, this problem is obviously an existing and difficult-to-solve problem. In view of this, to solve this technical problem, a compression spring 14 and a push rod 8 are added to this application document;

[0029] Furthermore:

[0030] As Figures 1 to 4 shown:

[0031] Combining the above content: A high-strength shock-absorbing buffer block for an automotive suspension system, including a positioning rod 1. The outer side of the upper part of the positioning rod 1 is sleeved and spiraled by an internal-threaded cylinder 2. A buffer block body 5 is arranged at the top of the internal-threaded cylinder 2. A top block 3 is arranged at the top of the buffer block body 5. A suspension spring 4 is welded to the outer side of the lower part of the top block 3. The inner wall of the buffer block body 5 is inserted by the edge of a chassis 6. A hollow cylinder 7 is welded in the middle of the top of the chassis 6. A compression spring 14 is welded below the inside of the hollow cylinder 7. A limiting plate 13 is welded to the top end of the compression spring 14. A push rod 8 is welded to the top end of the limiting plate 13. A top plate 9 is welded to the end of the push rod 8 away from the limiting plate 13. Reserved holes 10 are opened on the upper and lower sides inside the edges of the chassis 6, the top plate 9 and the inside of the buffer block body 5. The upper and lower sides inside the edges of the chassis 6, the top plate 9 and the inside of the buffer block body 5 are all penetrated and spiraled by bolts 11. The edge of the limiting plate 13 contacts the inner wall of the hollow cylinder 7. The outer side of the push rod 8 is slidably connected to the middle of the upper part inside the hollow cylinder 7. The bottom of the top plate 9 contacts the top of the hollow cylinder 7. The edge of the top plate 9 is slidably connected to the inner wall of the buffer block body 5.

[0032] In this embodiment: When the buffer block body 5 is squeezed and deformed, it can quickly restore the initial shape of the buffer block body 5. After experiencing bumps or impacts, the buffer block body 5 needs to quickly restore its shape to maintain the set height and performance of the suspension, which helps to maintain the driving characteristics of the vehicle.

[0033] In an alternative embodiment: The thickness and shape of the chassis 6 are the same as those of the top plate 9. The cross-sectional shapes of the chassis 6 and the top plate 9 are both circular, and the cross-sectional diameters of the chassis 6 and the top plate 9 are both matched with the cross-sectional diameter inside the buffer block body 5.

[0034] In this embodiment: To facilitate the insertion of the chassis 6 and the top plate 9 into the buffer block body 5 and fix them within the buffer block body 5, by the elastic force of the compression spring 14, the purpose of quickly restoring the buffer block body 5 to its initial shape is achieved.

[0035] In an alternative embodiment: A groove is formed in the middle inside the hollow cylinder 7, and a through hole is formed above the inside of the hollow cylinder 7. The diameter of the groove in the middle inside the hollow cylinder 7 matches the cross-sectional diameter of the limiting plate 13, and the diameter of the through hole above the inside of the hollow cylinder 7 matches the cross-sectional diameter of the ejector rod 8. The cross-sectional diameter of the limiting plate 13 is one and a half times larger than the cross-sectional diameter of the ejector rod 8.

[0036] In this embodiment: The top plate 9 is connected to the hollow cylinder 7 at the top of the chassis 6 through the ejector rod 8 and the compression spring 14 at the bottom of the chassis 6. While quickly rebounding, the situation of separation between the top plate 9 and the chassis 6 is avoided.

[0037] In an alternative embodiment: The number of reserved holes 10 formed inside the edges of the chassis 6 and the top plate 9 is four each, and the reserved holes 10 formed inside the edges of the chassis 6 and the top plate 9 are distributed at the front, rear, left, and right positions of the chassis 6 and the top plate 9. The positions and numbers of the reserved holes 10 formed inside the buffer block body 5 correspond to those of the reserved holes 10 formed inside the edges of the chassis 6 and the top plate 9. Internal threads with a pitch matching the pitch of the outer side of the bolt 11 are provided on the inner walls of the reserved holes 10 formed on the upper and lower sides inside the edges of the chassis 6, the top plate 9, and the buffer block body 5.

[0038] In this embodiment: The bolt 11 can pass through the inside of the buffer block body 5 and be tightened and fixed to the top plate 9 and the chassis 6, avoiding the situation of the chassis 6 and the top plate 9 shaking inside the buffer block body 5.

[0039] According to the above content, in order to facilitate the installation of the chassis 6 and the top plate 9 into the buffer block body 5, it further includes that both the edges of the top plate 9 and the chassis 6 are provided with sliding grooves 12, and sliding blocks 15 are fixedly connected to the inner wall of the buffer block body 5. The outer sides of the sliding blocks 15 are slidably connected to the sliding grooves 12 at the edges of the top plate 9 and the chassis 6.

[0040] In this implementation scheme: It can limit the chassis 6 and the top plate 9 when they are inserted into the buffer block body 5, facilitating the operator to insert the bolt 11 into the corresponding reserved holes 10.

[0041] In an alternative embodiment: The number of sliding grooves 12 formed on the edges of the chassis 6 and the top plate 9 is four each, and the number and positions of the sliding blocks 15 match the number and positions of the sliding grooves 12 formed on the edges of the chassis 6 and the top plate 9. The sliding blocks 15 are distributed at the upper and lower sides of the inner wall of the buffer block body 5.

[0042] In this embodiment, when the chassis 6 and the top plate 9 enter the buffer block body 5, it can avoid the situation that the buffer block body 5 needs to be taken out and reinstalled because the reserved holes 10 at the edges of the chassis 6 and the top plate 9 are not aligned with the reserved holes 10 at the edge of the buffer block body 5.

[0043] The working principle and usage process of the present utility model: Before installing the buffer block body 5, insert the chassis 6, the top plate 9 and the structural line between the two into the upper part inside the buffer block body 5. The chassis 6 is first inserted into the upper part inside the buffer block body 5 from top to bottom. At this time, the sliding groove 12 at the edge of the chassis 6 is aligned with the outside of the slider 15 arranged on the inner wall of the buffer block body 5. After alignment, slide down until the bottom edge of the chassis 6 touches the lower part inside the buffer block body 5. At this time, the edge of the top plate 9 also completely enters the upper part inside the buffer block body 5. Take out the bolt 11 and insert the bolt 11 into the reserved holes 10 on the upper and lower sides of the buffer block body 5. At this time, after the bolt 11 passes through the reserved holes 10 of the buffer block body 5, it directly enters the reserved holes 10 inside the edges of the chassis 6 and the top plate 9. Tightening means the fixation is completed. Subsequently, install the internal thread cylinder 2 below the buffer block body 5 on the outer side of the positioning rod 1. When the top of the buffer block body 5 contacts the top block 3, the suspension spring 4 can be deformed driven by the positioning rod 1 during use. When the pressure is too large, it is borne by the buffer block body 5. After the impact, the compression spring 14 below the lower part inside the hollow cylinder 7 arranged inside the buffer block body 5 drives the limiting plate 13 at its top to rebound upward. The ejector rod 8 at the top of the limiting plate 13 also supports the top plate 9. Through the external force of the rebound of the compression spring 14, the buffer block body 5 is accelerated to return to its initial shape, which helps to maintain the driving characteristics of the vehicle.

[0044] Finally, it should be noted that the above are only the preferred embodiments of the present utility model and are not used to limit the present utility model. Although the present utility model has been described in detail with reference to the foregoing embodiments, for those skilled in the art, they can still modify the technical solutions described in the foregoing embodiments, or perform equivalent replacements for some of the technical features. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present utility model shall be included in the protection scope of the present utility model.

Claims

1. A high-strength shock-absorbing buffer block for an automobile suspension system, including a positioning rod (1), characterized in that: An internally threaded cylinder (2) is spirally connected to the outer side above the positioning rod (1). A buffer block body (5) is fixedly connected to the top of the internally threaded cylinder (2). A top block (3) is fixedly connected to the top of the buffer block body (5). A suspension spring (4) is fixedly connected to the outer side below the top block (3). A chassis (6) is slidably connected to the inner wall of the buffer block body (5). A hollow cylinder (7) is fixedly connected to the middle of the top of the chassis (6). A compression spring (14) is fixedly connected to the lower part inside the hollow cylinder (7). A limiting plate (13) is fixedly connected to the top end of the compression spring (14). A top rod (8) is fixedly connected to the top end of the limiting plate (13). A top plate (9) is fixedly connected to the end of the top rod (8) far away from the limiting plate (13). Reserved holes (10) are formed in the inner parts of the edges of the chassis (6), the top plate (9) and the upper and lower sides inside the buffer block body (5). Bolts (11) are spirally connected to the inner parts of the edges of the chassis (6), the top plate (9) and the upper and lower sides inside the buffer block body (5).

2. The high-strength shock-absorbing buffer block for an automotive suspension system according to claim 1, characterized in that: The edge of the limiting plate (13) contacts the inner wall of the hollow cylinder (7). The outer side of the top rod (8) is slidably connected to the middle of the upper part inside the hollow cylinder (7). The bottom of the top plate (9) contacts the top of the hollow cylinder (7). The edge of the top plate (9) is slidably connected to the inner wall of the buffer block body (5).

3. The high-strength shock-absorbing buffer block for an automotive suspension system according to claim 1, wherein: The thickness and shape of the chassis (6) are the same as those of the top plate (9). The cross-sectional shapes of the chassis (6) and the top plate (9) are both circular, and the cross-sectional diameters of the chassis (6) and the top plate (9) are both matched with the cross-sectional diameter inside the buffer block body (5).

4. The high-strength shock-absorbing buffer block for an automotive suspension system according to claim 1, wherein: A groove is formed in the middle inside the hollow cylinder (7), and a through hole is formed in the upper part inside the hollow cylinder (7). The diameter of the groove in the middle inside the hollow cylinder (7) is matched with the cross-sectional diameter of the limiting plate (13), and the diameter of the through hole in the upper part inside the hollow cylinder (7) is matched with the cross-sectional diameter of the top rod (8). The cross-sectional diameter of the limiting plate (13) is one and a half times larger than the cross-sectional diameter of the top rod (8).

5. The high-strength shock-absorbing buffer block for an automotive suspension system according to claim 1, characterized in that: The number of reserved holes (10) formed in the inner parts of the edges of the chassis (6) and the top plate (9) is four each, and the reserved holes (10) formed in the inner parts of the edges of the chassis (6) and the top plate (9) are distributed at the front, rear, left and right positions of the chassis (6) and the top plate (9). The positions and numbers of the reserved holes (10) formed in the buffer block body (5) correspond to those of the reserved holes (10) formed in the inner parts of the edges of the chassis (6) and the top plate (9). The inner walls of the reserved holes (10) formed in the inner parts of the edges of the chassis (6), the top plate (9) and the upper and lower sides inside the buffer block body (5) are provided with internal threads with a pitch matched with the pitch of the outer side of the bolts (11).

6. The high-strength shock-absorbing buffer block for an automotive suspension system according to claim 1, wherein: Sliding grooves (12) are formed in the edges of the top plate (9) and the chassis (6). A sliding block (15) is fixedly connected to the inner wall of the buffer block body (5). The outer side of the sliding block (15) is slidably connected to the sliding grooves (12) in the edges of the top plate (9) and the chassis (6).

7. The high-strength shock-absorbing buffer block for an automotive suspension system according to claim 6, wherein: The number of sliding grooves (12) provided at the edges of the chassis (6) and the top plate (9) is four each, and the number and positions of the sliding blocks (15) match the number and positions of the sliding grooves (12) provided at the edges of the chassis (6) and the top plate (9). The sliding blocks (15) are distributed at the upper and lower positions on the inner wall of the buffer block body (5).

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