Transverse damping mechanism of four-wheel electric vehicle

Abstract

The utility model discloses a transverse damping mechanism of a four-wheel electric vehicle, which comprises a first double-fork arm, a second double-fork arm, a third double-fork arm, a fourth double-fork arm, a fourth double-fork arm, a fourth double-fork arm and a fifth double-fork arm, one end of the second double-fork arm is connected with the second cleat frame through a second spherical hinge, and the other end of the second double-fork arm is rotationally connected with the frame; one end of the first transverse damping rod is rotationally connected with the first upper fork arm through a first connecting piece, and the other end of the first transverse damping rod is rotationally connected with the second upper fork arm through a second connecting piece; one end of the second transverse damping rod is rotationally connected with the first lower fork arm through a third connecting piece, and the other end of the second transverse damping rod is rotationally connected with the second lower fork arm through a fourth connecting piece. When a vehicle passes through bumpy road surfaces such as a deceleration strip, the damping effect is improved through transverse movement of the damping mechanism, and therefore the driving and riding experience is more comfortable.

Description

Technical Field

[0001] This utility model relates to the field of vehicle suspension technology, specifically to a lateral shock absorption mechanism for a four-wheeled electric vehicle. Background Technology

[0002] With increasing pressure from both resources and the environment, electric vehicles have become the future direction of the automotive industry. While my country's electric vehicle industry has made significant progress, it still lags behind overseas automotive giants in key technologies. Considering my country's market size and technological level, low-speed electric vehicles offer advantages such as good economic performance, energy conservation, environmental friendliness, resource saving, low operating costs, and convenient charging. They are the most economical, environmentally friendly, and easily promoted mode of transportation in second- and third-tier cities, representing a strategic choice for my country to achieve green transportation.

[0003] Currently, the suspension structure of low-speed electric vehicles on the market does not have an ideal shock absorption effect when passing through bumpy roads, resulting in a poor driving and riding experience. Therefore, how to propose a suspension structure for low-speed electric vehicles to improve their shock absorption effect when passing through bumpy roads has become an urgent problem to be solved. Utility Model Content

[0004] In view of this, the present invention provides a lateral shock absorption mechanism for a four-wheeled electric vehicle to solve the problem of poor shock absorption effect of the suspension structure of low-speed electric vehicles in the prior art.

[0005] This utility model embodiment provides a lateral shock absorption mechanism for a four-wheeled electric vehicle, including:

[0006] The first double wishbone has one end rotatably connected to the first saddle frame, and the other end rotatably connected to the vehicle frame.

[0007] The second double wishbone has one end rotatably connected to the second saddle frame, and the other end rotatably connected to the frame.

[0008] The first transverse shock absorber has one end rotatably connected to the first upper fork arm via a first connector, and the other end rotatably connected to the second upper fork arm via a second connector.

[0009] The second transverse shock absorber has one end rotatably connected to the first lower fork arm via a third connector, and the other end rotatably connected to the second lower fork arm via a fourth connector.

[0010] Optionally, the front end of the frame has a double-layer frame structure; the first double wishbone includes a first upper wishbone and a first lower wishbone, and the second double wishbone includes a second upper wishbone and a second lower wishbone; wherein, the upper frame on the left side of the front end of the frame is rotatably connected to one end of the first upper wishbone, the lower frame on the left side of the front end of the frame is rotatably connected to one end of the first lower wishbone, the upper frame on the right side of the front end of the frame is rotatably connected to one end of the second upper wishbone, and the lower frame on the right side of the front end of the frame is rotatably connected to one end of the second lower wishbone.

[0011] Optionally, the upper pin arm of the first ram's horn is connected to the other end of the first upper fork arm via a first ball joint, the lower pin arm of the first ram's horn is connected to the other end of the first lower fork arm via a second ball joint, and the steering arm of the first ram's horn is connected to the steering tie rod via a third ball joint.

[0012] The upper pin arm of the second ram's horn is connected to the other end of the second upper fork arm via a fourth ball joint, the lower pin arm of the second ram's horn is connected to the other end of the second lower fork arm via a fifth ball joint, and the steering arm of the second ram's horn is connected to the steering tie rod via a sixth ball joint.

[0013] Optionally, both ends of the first and second lateral damping rods are provided with spring dampers.

[0014] Optionally, the first connector, the second connector, the third connector, and the fourth connector are all U-shaped; the first connector and the second connector are connected to the first transverse damping rod via a cross-shaped universal joint; the third connector and the fourth connector are connected to the second transverse damping rod via a cross-shaped universal joint.

[0015] Optionally, the slot of the first connector faces the first transverse shock absorber, and the first connector is inclined and fixed to the upper surface of the first upper fork arm on the side of the first spur; the second connector is symmetrically arranged on the upper surface of the second upper fork arm with the first connector; the slot of the third connector faces the second transverse shock absorber, and the third connector is inclined and fixed to the upper surface of the first lower fork arm on the side of the first spur; the fourth connector is symmetrically arranged on the upper surface of the second lower fork arm with the third connector.

[0016] Optionally, the other end of the first lower fork arm is connected to one end of the second ball joint via a pin and a corresponding pin sleeve; the stud at the other end of the second ball joint passes through the through hole on the lower pin arm of the first spur bracket and is fixed by a matching nut; the other end of the second lower fork arm is connected to one end of the fifth ball joint via a pin and a corresponding pin sleeve; the stud at the other end of the fifth ball joint passes through the through hole on the lower pin arm of the second spur bracket and is fixed by a matching nut.

[0017] Optionally, both the first and second double wishbones are rotatably connected to the frame via a cross-shaped universal joint.

[0018] The beneficial effects of this utility model are:

[0019] This utility model provides a lateral shock absorption mechanism for four-wheeled electric vehicles, applicable to low-speed four-wheeled electric vehicles, such as tourist sightseeing, catering transportation, golf courses, security patrols, engineering maintenance, etc. By changing the traditional vertical movement of shock absorbers, the shock absorption movement direction is changed to a lateral pushing mode. When the vehicle passes over speed bumps or other bumpy roads, the lateral movement of the shock absorption mechanism improves the shock absorption effect, thereby making the driving and riding experience more comfortable. Attached Figure Description

[0020] The features and advantages of this utility model will be more clearly understood by referring to the accompanying drawings. The drawings are schematic and should not be construed as limiting the utility model in any way. In the drawings:

[0021] Figure 1 This invention illustrates the front suspension structure of a lateral shock absorption mechanism for a four-wheeled electric vehicle according to an embodiment of the present invention.

[0022] Figure 2 This invention illustrates a structural diagram of the front suspension portion of a lateral shock absorption mechanism for a four-wheeled electric vehicle according to an embodiment of the present invention.

[0023] Figure 3 This invention illustrates a double wishbone structure on one side of the front suspension of a lateral shock absorber mechanism for a four-wheeled electric vehicle, according to an embodiment of the present invention.

[0024] Figure 4 This invention illustrates a spur frame structure of a lateral shock absorption mechanism for a four-wheeled electric vehicle according to an embodiment of the present invention.

[0025] Figure 5 A schematic diagram of a vehicle chassis using a lateral shock absorption mechanism for a four-wheeled electric vehicle is shown in an embodiment of this utility model. Detailed Implementation

[0026] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of this utility model.

[0027] This utility model embodiment provides a lateral shock absorption mechanism for a four-wheeled electric vehicle, comprising: a first double wishbone, one end of which is connected to a first steering knuckle via a first ball joint, and the other end of which is rotatably connected to the vehicle frame; a second double wishbone, one end of which is connected to a second steering knuckle via a second ball joint, and the other end of which is rotatably connected to the vehicle frame; a first lateral shock absorber, one end of which is rotatably connected to a first upper wishbone via a first connector, and the other end of which is rotatably connected to a second upper wishbone via a second connector; and a second lateral shock absorber, one end of which is rotatably connected to a first lower wishbone via a third connector, and the other end of which is rotatably connected to a second lower wishbone via a fourth connector.

[0028] Taking the first double wishbone as an example, such as Figures 1 to 4 As shown, one end of the first upper fork 101 and the first lower fork 102 are rotatably connected to the frame via a universal joint and a corresponding U-shaped fixing member. The other end of the first upper fork 101 is rotatably connected to the upper pin arm 401 of the first steering frame 4 via a first ball joint 301. The other end of the first lower fork 102 is rotatably connected to the lower pin arm 402 of the first steering frame 4 via a second ball joint 302. A first connector 501 and a second connector 502 are respectively provided on the upper surfaces of the first upper fork 101 and the first lower fork 102. The first connector 501 and the third connector 503 are U-shaped and have paired through holes. One end of the first lateral shock absorber 6 is rotatably connected via a universal joint and the through hole on the first connector 501. One end of the second lateral shock absorber 7 is rotatably connected via a universal joint and the through hole on the third connector 503. The other end of the first lower fork arm 102 is connected to one end of the second ball joint 302 via a pin and a corresponding pin sleeve 503; the stud at the other end of the second ball joint 302 passes through the through hole on the first lower fork arm 402 and is fixed by a matching nut.

[0029] Both ends of the lateral shock absorber are equipped with spring dampers. Taking one end of the first lateral shock absorber 6 as an example, the two ends of the spring 601 abut against two circular limiting plates, and the damper 602 is fitted in the middle of the spring 601. The other two arms of the steering wheel are fixedly connected to the brake caliper assembly, and the journal of the steering wheel is fixedly connected to the tire assembly 8 through the wheel rim bearing seat. Figures 2-4 As shown, taking one end of the steering tie rod 9 as an example, the steering tie rod is rotatably connected to the steering arm 403 of the first steering frame via a third ball joint. The steering intermediate shaft and steering wheel 10 are connected at the middle position of the steering tie rod 9.

[0030] When traversing bumpy roads, the lower fork arm has a greater travel than the upper fork arm. Therefore, the second lateral shock absorber is the primary shock absorber, while the first lateral shock absorber is secondary. The two work together to achieve the shock absorption function.

[0031] Figure 5This embodiment provides an example of applying the lateral damping mechanism for a four-wheeled electric vehicle to the front suspension. In a specific embodiment, the lateral damping mechanism can also be used for the rear suspension.

[0032] This utility model provides a lateral shock absorption mechanism for four-wheeled electric vehicles, applicable to low-speed four-wheeled electric vehicles, such as tourist sightseeing, catering transportation, golf courses, security patrols, engineering maintenance, etc. By changing the traditional vertical movement of shock absorbers, the shock absorption movement direction is changed to a lateral pushing mode. When the vehicle passes over speed bumps or other bumpy roads, the lateral movement of the shock absorption mechanism improves the shock absorption effect, thereby making the driving and riding experience more comfortable.

[0033] Although embodiments of the present invention have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the present invention, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. A lateral shock absorption mechanism for a four-wheeled electric vehicle, characterized in that, include: The first double wishbone has one end rotatably connected to the first saddle frame, and the other end of the first double wishbone is rotatably connected to the vehicle frame. The second double wishbone has one end rotatably connected to the second spur frame, and the other end rotatably connected to the frame; the front end of the frame has a double-layer frame structure; the first double wishbone includes a first upper wishbone and a first lower wishbone, and the second double wishbone includes a second upper wishbone and a second lower wishbone; The first transverse shock absorber has one end rotatably connected to the first upper fork arm via a first connector, and the other end of the first transverse shock absorber has rotatably connected to the second upper fork arm via a second connector. The second transverse shock absorber has one end rotatably connected to the first lower fork arm via a third connector, and the other end rotatably connected to the second lower fork arm via a fourth connector.

2. The lateral shock absorption mechanism for a four-wheeled electric vehicle according to claim 1, characterized in that, The upper left frame at the front of the frame is rotatably connected to one end of the first upper fork, the lower left frame at the front of the frame is rotatably connected to one end of the first lower fork, the upper right frame at the front of the frame is rotatably connected to one end of the second upper fork, and the lower right frame at the front of the frame is rotatably connected to one end of the second lower fork.

3. The lateral shock absorption mechanism for a four-wheeled electric vehicle according to claim 2, characterized in that, The upper pin arm of the first ram's horn is connected to the other end of the first upper fork arm via a first ball joint, the lower pin arm of the first ram's horn is connected to the other end of the first lower fork arm via a second ball joint, and the steering arm of the first ram's horn is connected to the steering tie rod via a third ball joint. The upper pin arm of the second ram's horn is connected to the other end of the second upper fork arm via a fourth ball joint, the lower pin arm of the second ram's horn is connected to the other end of the second lower fork arm via a fifth ball joint, and the steering arm of the second ram's horn is connected to the steering tie rod via a sixth ball joint.

4. The lateral shock absorption mechanism for a four-wheeled electric vehicle according to claim 1, characterized in that, Both ends of the first and second transverse damping rods are equipped with spring dampers.

5. The lateral shock absorption mechanism for a four-wheeled electric vehicle according to claim 2, characterized in that, The first connector, the second connector, the third connector, and the fourth connector are all U-shaped; the first connector and the second connector are connected to the first transverse damping rod via a universal joint; the third connector and the fourth connector are connected to the second transverse damping rod via a universal joint.

6. The lateral shock absorption mechanism for a four-wheeled electric vehicle according to claim 5, characterized in that, The slot of the first connector faces the first transverse shock absorber, and the first connector is inclined and fixed to the upper surface of the first upper fork arm towards the first spur side; the second connector is symmetrically arranged on the upper surface of the second upper fork arm with the first connector; the slot of the third connector faces the second transverse shock absorber, and the third connector is inclined and fixed to the upper surface of the first lower fork arm with the first spur side; the fourth connector is symmetrically arranged on the upper surface of the second lower fork arm with the third connector.

7. The lateral shock absorption mechanism for a four-wheeled electric vehicle according to claim 3, characterized in that, The other end of the first lower fork arm is connected to one end of the second ball joint via a pin and a corresponding pin sleeve; the stud at the other end of the second ball joint passes through the through hole on the lower pin arm of the first ram's horn frame and is fixed by a matching nut; the other end of the second lower fork arm is connected to one end of the fifth ball joint via a pin and a corresponding pin sleeve; the stud at the other end of the fifth ball joint passes through the through hole on the lower pin arm of the second ram's horn frame and is fixed by a matching nut.

8. The lateral shock absorption mechanism for a four-wheeled electric vehicle according to claim 2, characterized in that, Both the first double wishbone and the second double wishbone are rotatably connected to the vehicle frame via a cross-shaped universal joint.

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