Anti-collision front shock absorber frame assembly
The anti-collision front shock absorber bracket assembly, which uses a plug rod and connecting ring for fixing and a diamond-shaped hole design, solves the problem of inaccurate traditional installation, achieving more stable four-wheel alignment and reducing vehicle deviation.
Patent Information
- Application Number
- CN202423217050.3
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-12-25
- Publication Date
- 2025-12-12
- Estimated Expiration
- 2034-12-25
AI Technical Summary
When driving on bumpy roads for extended periods, the screws of traditional anti-collision front shock absorber assemblies may loosen, leading to inaccurate installation, unstable four-wheel alignment, and an increased risk of vehicle deviation.
Design an anti-collision front shock absorber frame assembly, which is fixed by insert rods and connecting rings, and set two sets of positioning holes to enhance installation accuracy and stability. The diamond hole design is used to disperse stress and ensure accurate four-wheel alignment.
It effectively prevents the front shock absorber from shifting, improves installation accuracy, reduces front wheel camber angle fluctuations, lowers the risk of vehicle drift, and enhances the stability of the outer front wheel camber angle.
Smart Images
Figure CN223657955U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of automotive parts technology, specifically to a front shock absorber frame assembly for collision protection. Background Technology
[0002] The front shock absorber mount assembly is a crucial component of a car's front suspension system. It is primarily composed of several parts, including shock absorbers, springs, spring pads, and dust covers. Its main function is to absorb and disperse vibrations from the road surface, ensuring vehicle stability and ride comfort. Simultaneously, it supports the weight of the vehicle and maintains the correct wheel direction during driving.
[0003] In traditional technology, the shock absorber is inserted into the inside of the tire and extends into the hood of the car. By setting a positioning hole, screws are then passed through the inside of the positioning hole to complete the installation of the shock absorber into the car. However, if the installation is done with screws alone, the screws may loosen when the car is driven on bumpy roads for a long time. Moreover, a single mounting hole cannot guarantee the installation accuracy of the front shock absorber and the four-wheel alignment, resulting in large fluctuations in the camber angle parameters of the left and right front wheels, which increases the risk of the vehicle veering to one side.
[0004] Therefore, it is particularly important to improve the existing front shock absorber frame assembly, design a new type of front shock absorber frame assembly to solve the above-mentioned technical defects, and improve the overall practicality of the front shock absorber frame assembly. Utility Model Content
[0005] The purpose of this utility model is to provide an anti-collision front shock absorber frame assembly. Through the overall design, the connecting ring is fixed by the insert rod, and two sets of positioning holes are provided to effectively prevent deviation from the wheel, thereby solving the problems mentioned in the background art.
[0006] To achieve the above objectives, this utility model provides the following technical solution:
[0007] A front shock absorber frame assembly for collision mitigation, comprising a vehicle, wherein a baffle is fixedly connected inside the vehicle, a shock absorber is plugged into the baffle, a connecting ring is fixedly connected to the top of the shock absorber, a fixing plate is fixedly connected to the top of the shock absorber, a mounting plate is fixedly connected to the inner side wall of the vehicle, a rectangular box is fixedly connected to the outside of the mounting plate, a limiting seat is fixedly connected to the end of the rectangular box away from the fixing plate, two sets of limiting seats are provided, a guide frame is fixedly connected to the side of the two sets of limiting seats that are far apart, and a plug rod is slidably connected inside the limiting seat, the plug rod extending into the interior of the connecting ring.
[0008] As a preferred embodiment of this utility model, a limiting piece is fixedly connected to the outside of the insertion rod, a spring is sleeved on the outside of the insertion rod and located between the limiting piece and the limiting seat, and a connecting rod is rotatably connected inside the guide frame.
[0009] As a preferred embodiment of this utility model, a fork is fixedly connected to the left end of the connecting rod, and the insert extends into the interior of the fork. The connection between the fork and the insert is a fixed connection.
[0010] As a preferred embodiment of this utility model, a telescopic cylinder is fixedly connected inside the rectangular box, and an adjusting rod is fixedly connected to both sides of the telescopic cylinder. An extension rod is fixedly connected to the end of the connecting rod away from the fork rod, and the extension rod and the adjusting rod are fixedly connected.
[0011] As a preferred embodiment of this utility model, the extension rod is provided in two sets, and a swing rod is rotatably connected to the side of the two sets of extension rods that are close to each other. A sliding rod is fixedly connected to the inner side wall of the rectangular box. A limiting plate is fixedly connected to the right end of the sliding rod. A sleeve is slidably connected to the outside of the sliding rod. A rotating rod is rotatably connected to the outside of the sleeve. The rotating rod and the swing rod are connected by a rotatable connection.
[0012] As a preferred embodiment of this utility model, the two sets of insert rods are symmetrically slidably connected to the ends of the two sets of insert rods that are close to each other, and the two sets of extrusion plates are fixedly connected to the ends of the two sets of extrusion plates that are far apart. The connecting ring has a slot at the position corresponding to the extrusion plate.
[0013] As a preferred embodiment of this utility model, the bottom of the shock absorber is fixedly connected to a mounting base, and a mounting hole is provided in the middle of the mounting base. Positioning holes are symmetrically provided inside the mounting base, and the interior of the positioning holes has a rhomboid structure design.
[0014] Compared with the prior art, the beneficial effects of this utility model are:
[0015] 1. In this utility model, the swing rod generates a pulling force on the rotating rod, so that the sleeve slides outside the slide rod, keeping the two sets of extension rods moving synchronously. Then, the connecting rod is offset inside the guide seat, so that the fork rod will generate a pushing force on the insertion rod. When the insertion rod enters the inside of the connecting ring, the compression spring will release the pressure, and then the compression plate extends outside the insertion rod and is inserted into the inside of the slot, so that the insertion rod can firmly fix the connecting ring.
[0016] 2. In this utility model, by connecting the mounting hole to the wheel, two sets of positioning holes are then set to increase the contact point with the wheel. The rhomboid hole shape has a certain angle and bevel, which can better disperse stress when subjected to force. The four corners of the rhomboid hole design can support each other, which helps to ensure the installation accuracy of the front shock absorber and the four-wheel alignment, reduces the problem of large fluctuations in the front wheel camber angle parameter, reduces the risk of vehicle deviation, and improves the stability of the front wheel camber angle. Attached Figure Description
[0017] Figure 1 This is a schematic diagram of the overall structure of this utility model;
[0018] Figure 2 This is a schematic diagram of the shock absorber structure of this utility model;
[0019] Figure 3 This is a schematic diagram of the insertion rod structure of this utility model;
[0020] Figure 4 This is a schematic diagram of the internal structure of the insertion rod of this utility model.
[0021] In the diagram: 1. Automobile; 2. Baffle; 3. Shock absorber; 4. Connecting ring; 5. Rectangular box; 6. Limiting seat; 7. Guide frame; 8. Insert rod; 9. Limiting piece; 10. Spring; 11. Connecting rod; 12. Fork rod; 13. Telescopic cylinder; 14. Adjusting rod; 15. Extension rod; 16. Swing rod; 18. Slide rod; 19. Sleeve; 20. Rotating rod; 21. Extrusion piece; 22. Mounting seat; 23. Mounting hole; 24. Positioning hole. Detailed Implementation
[0022] The technical solutions of the present utility model will be clearly and completely described below with reference to the embodiments of the present utility model. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of the present utility model without creative effort are within the protection scope of the present utility model.
[0023] Example:
[0024] Please see Figures 1-4 This utility model provides a technical solution:
[0025] A front shock absorber assembly for collision mitigation includes a vehicle 1. A baffle 2 is fixedly connected inside the vehicle 1. A shock absorber 3 is plugged into the baffle 2. A connecting ring 4 is fixedly connected to the top of the shock absorber 3. A fixing plate is fixedly connected to the top of the shock absorber 3. A mounting plate is fixedly connected to the inner wall of the vehicle 1. A rectangular box 5 is fixedly connected to the outside of the mounting plate. A limiting seat 6 is fixedly connected to the end of the rectangular box 5 away from the fixing plate. Two sets of limiting seats 6 are provided. A guide frame 7 is fixedly connected to the side of the two sets of limiting seats 6 that are far apart. The seat 6 has a sliding connection of a rod 8, which extends into the interior of the connecting ring 4. By inserting the shock absorber 3 upward from the bottom of the car 1, and then pressing the fixing plate against the baffle 2, the connecting ring 4 passes through the interior of the baffle 2 and extends into the interior of the car 1, keeping it in a vertical state. By pulling the rods 8 together, the limiting seat 6 limits the rods 8, allowing the rods 8 to move along a predetermined path and enter the interior of the connecting ring 4. Then, the fixing plate and the baffle 2 are connected by bolts.
[0026] Furthermore, in this embodiment, a limiting piece 9 is fixedly connected to the outside of the insertion rod 8, and a spring 10 is sleeved on the outside of the insertion rod 8 and located between the limiting piece 9 and the limiting seat 6. A connecting rod 11 is rotatably connected inside the guide frame 7, and a fork 12 is fixedly connected to the left end of the connecting rod 11. The insertion rod 8 extends into the interior of the fork 12, and the connection between the fork 12 and the insertion rod 8 is a fixed connection. By moving the connecting rod 11, the connecting rod 11 is offset inside the guide frame 7, and its left ends will move closer to each other. As a result, the fork 12 will generate a pushing force on the insertion rod 8 and compress the spring 10.
[0027] Furthermore, in this embodiment, a telescopic cylinder 13 is fixedly connected inside the rectangular box 5. Adjusting rods 14 are fixedly connected to both sides of the telescopic cylinder 13. An extension rod 15 is fixedly connected to the end of the connecting rod 11 away from the fork 12. The extension rod 15 and the adjusting rod 14 are fixedly connected. By activating the telescopic cylinder 13, the output end of the telescopic cylinder 13 extends outward inside the telescopic cylinder 13, thereby generating a thrust on the adjusting rod 14. The adjusting rod 14 extends to the outside of the rectangular box 5 and transmits the thrust to the upper part of the extension rod 15. The extension rod 15 simultaneously drives the connecting rod 11 to shift.
[0028] Furthermore, in this embodiment, there are two sets of extension rods 15. A swing rod 16 is rotatably connected to the side of the two sets of extension rods 15 that are close to each other. A slide rod 18 is fixedly connected to the inner wall of the rectangular box 5. A limiting plate is fixedly connected to the right end of the slide rod 18. A sleeve 19 is slidably connected to the outside of the slide rod 18. A rotating rod 20 is rotatably connected to the outside of the sleeve 19. The rotating rod 20 is rotatably connected to the swing rod 16. When the extension rod 15 is offset, the swing rod 16 generates a pulling force on the rotating rod 20, so that the sleeve 19 slides outside the slide rod 18, keeping the two sets of extension rods 15 moving synchronously.
[0029] Furthermore, in this embodiment, the two sets of insert rods 8 are symmetrically slidably connected to the ends of the two sets of insert rods 8 that are close to each other, and the ends of the two sets of insert rods 21 that are far apart are fixedly connected to the compression springs. The inside of the connecting ring 4 is provided with a slot corresponding to the position of the compression plate 21. When the insert rod 8 enters the inside of the connecting ring 4, the compression spring will release the pressure, and then the compression plate 21 will extend outside the insert rod 8 and be inserted into the inside of the slot, so that the insert rod 8 can firmly fix the connecting ring 4.
[0030] Furthermore, in this embodiment, a mounting base 22 is fixedly connected to the bottom of the shock absorber 3. A mounting hole 23 is provided in the middle of the mounting base 22, and positioning holes 24 are symmetrically provided inside the mounting base 22. The positioning holes 24 have a rhomboid structure design. By connecting the mounting hole 23 to the wheel, two sets of positioning holes 24 are set to increase the contact point with the wheel. The rhomboid hole shape has a certain angle and bevel, which can better disperse stress when subjected to force. When subjected to external force, the force can be transmitted along the diagonal of the rhombus, thereby reducing the local stress concentration. The four corners of the rhomboid hole design can support each other, which is conducive to ensuring the installation accuracy of the shock absorber 3 and the four-wheel alignment, reducing the problem of large fluctuations in the front wheel camber angle parameter, reducing the risk of vehicle deviation, and improving the stability of the outer front wheel camber angle.
[0031] In this embodiment, the specific implementation scenario is as follows: The shock absorber 3 is inserted upwards from the bottom of the car 1, then the fixing plate and baffle 2 are pressed together, and then the fixing plate and baffle 2 are connected by bolts. This allows the connecting ring 4 to pass through the interior of the baffle 2 and extend into the interior of the car 1, maintaining a vertical position. The telescopic cylinder 13 is activated, and its output end extends outwards from within the cylinder, generating a thrust on the adjusting rod 14. The adjusting rod 14 extends to the outside of the rectangular box 5 and transmits the thrust to the extension rod 15, causing the swing rod 16 to pull on the rotating rod 20. This allows the sleeve 19 to slide outside the sliding rod 18, maintaining synchronous movement of the two sets of extension rods 15. This results in the connecting rod 11 shifting inside the guide frame 7, with its left ends moving closer together, thus... Rod 12 exerts a pushing force on the insert rod 8. When the insert rod 8 enters the interior of the connecting ring 4, the compression spring releases pressure, and then the compression piece 21 extends outside the insert rod 8 and is inserted into the interior of the slot, so that the insert rod 8 can firmly fix the connecting ring 4. By connecting the mounting hole 23 to the wheel, two sets of positioning holes 24 are set to increase the contact point with the wheel. The rhomboid hole has a certain angle and bevel, which can better disperse stress when subjected to force. When subjected to external force, the force can be transmitted along the diagonal of the rhombus, thereby reducing the local stress concentration. The four corners of the rhomboid hole design can support each other, which is conducive to ensuring the installation accuracy of the shock absorber 3 and the four-wheel alignment, reducing the problem of large fluctuations in the front wheel camber angle parameter, reducing the risk of vehicle deviation, and improving the stability of the outer front wheel camber angle.
[0032] Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the appended claims and their equivalents.
Claims
1. A front shock absorber frame assembly for collision protection, comprising a vehicle (1), characterized in that: A baffle (2) is fixedly connected inside the vehicle (1). A shock absorber (3) is plugged into the baffle (2). A connecting ring (4) is fixedly connected to the top of the shock absorber (3). A fixing plate is fixedly connected to the top of the shock absorber (3). An installation plate is fixedly connected to the inner side wall of the vehicle (1). A rectangular box (5) is fixedly connected to the outside of the installation plate. A limiting seat (6) is fixedly connected to the end of the rectangular box (5) away from the fixing plate. There are two sets of limiting seats (6). A guide frame (7) is fixedly connected to the side of the two sets of limiting seats (6) that are far apart. A plug rod (8) is slidably connected inside the limiting seat (6). The plug rod (8) extends into the inside of the connecting ring (4).
2. The anti-collision front shock absorber frame assembly according to claim 1, characterized in that: The insertion rod (8) is fixedly connected to a limiting piece (9), and a spring (10) is sleeved on the outside of the insertion rod (8) and between the limiting piece (9) and the limiting seat (6). The guide frame (7) is rotatably connected to a connecting rod (11).
3. The anti-collision front shock absorber frame assembly according to claim 2, characterized in that: The left end of the connecting rod (11) is fixedly connected to the fork rod (12), and the insert rod (8) extends into the interior of the fork rod (12). The connection between the fork rod (12) and the insert rod (8) is a fixed connection.
4. The anti-collision front shock absorber frame assembly according to claim 2, characterized in that: The rectangular box (5) is fixedly connected to a telescopic cylinder (13). Adjusting rods (14) are fixedly connected to both sides of the telescopic cylinder (13). An extension rod (15) is fixedly connected to the end of the connecting rod (11) away from the fork rod (12). The extension rod (15) and the adjusting rod (14) are fixedly connected.
5. The anti-collision front shock absorber frame assembly according to claim 4, characterized in that: The extension rod (15) is provided in two sets. The two sets of extension rods (15) are rotatably connected to a swing rod (16) on the side close to each other. A slide rod (18) is fixedly connected to the inner wall of the rectangular box (5). A limiting plate is fixedly connected to the right end of the slide rod (18). A sleeve (19) is slidably connected to the outside of the slide rod (18). A rotating rod (20) is rotatably connected to the outside of the sleeve (19). The rotating rod (20) and the swing rod (16) are connected by a rotatable connection.
6. The anti-collision front shock absorber frame assembly according to claim 1, characterized in that: The two sets of insert rods (8) are symmetrically slidably connected to the ends of the two sets of insert rods (8) that are close to each other, and are fixedly connected to the ends of the two sets of insert rods (21) that are far apart. The connecting ring (4) has a slot at the position corresponding to the insert rod (21).
7. The anti-collision front shock absorber frame assembly according to claim 1, characterized in that: The bottom of the shock absorber (3) is fixedly connected to a mounting base (22). A mounting hole (23) is provided in the middle of the mounting base (22). A positioning hole (24) is symmetrically provided inside the mounting base (22). The positioning hole (24) has a rhomboid structure design inside.