Damping structure for automobile rear axle
By designing and combining soft and hard springs with joint bearing rods to create a shock absorption structure, the problem of the single stiffness of traditional rear axle shock absorber springs is solved. This enables flexible adaptation to different road conditions and effective cushioning, improving ride comfort and shock absorption.
Patent Information
- Application Number
- CN202520339933.7
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-02-28
- Publication Date
- 2025-12-16
- Estimated Expiration
- 2035-02-28
AI Technical Summary
Traditional car rear axle shock absorber springs have a single stiffness, which cannot be flexibly adjusted according to changes in actual road conditions. This results in reduced ride comfort on flat roads and a strong sense of bumpiness on rough roads, affecting the riding experience and accelerating the wear and tear of parts.
A shock absorption structure for automotive rear axle was designed, including a shock absorption mechanism and an auxiliary mechanism. By combining the use of first and second springs and the linkage of the joint bearing rod, graded buffering for different vibration conditions is achieved. The combination of soft and hard springs absorbs low-frequency small-amplitude and high-frequency large-amplitude vibrations.
It improves the shock absorption effect of the rear axle, enhances stability and ride comfort under complex road conditions, reduces wear on parts, and improves the overall performance of the shock absorption system.
Smart Images
Figure CN223672196U_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The utility model relates to the technical field of rear axle damping, specifically to a damping structure for automobile rear axle. BACKGROUND
[0002] In the driving process of the automobile, the rear axle damping structure plays a vital role in improving the driving comfort and ensuring the vehicle control stability.
[0003] Based on the above, the inventor found that the traditional automobile rear axle damping spring usually has only a single hardness setting and cannot be flexibly adjusted according to the actual road conditions. When driving on urban flat roads, the vehicle vibration is small, and the harder spring can ensure the vehicle control, but it will reduce the comfort of the ride. When the vehicle drives on rugged rural roads, mountain roads or through the deceleration zone, the road surface is bumpy, and at this time, the harder spring cannot effectively buffer the vibration, so that the vehicle has a strong bumping feeling, which not only seriously affects the riding experience of the passengers in the vehicle, but also may cause the vehicle parts to be accelerated and worn out due to excessive vibration.
[0004] Therefore, in view of the above, the existing structure and defects are improved, and a damping structure for automobile rear axle is provided to achieve a more practical value. INVENTION CONTENTS
[0005] The utility model aims at providing a damping structure for automobile rear axle to solve the problem of the existing automobile rear axle damping spring which usually has only a single hardness setting and cannot be flexibly adjusted according to the actual road conditions.
[0006] In view of the above problems, the technical scheme provided by the utility model is:
[0007] A damping structure for automobile rear axle, comprising a rear axle body, a damping mechanism and an auxiliary mechanism, the damping mechanism comprising a pair of first mounting seats and second mounting seats, a pair of the first mounting seats are respectively connected with the upper ends of both sides of the rear axle body, the first mounting seat and the second mounting seat are rotatably connected with the first joint bearing rod inside, a pair of the first joint bearing rods are installed with the first damping rod between them, the first damping rod is slidably sleeved with a sliding sleeve, the both ends of the first damping rod are respectively installed with the first limiting block and the second limiting block, the both ends of the first damping rod are respectively sleeved with the first spring and the second spring, the first damping rod is sleeved with a stop block between the first limiting block and the sliding sleeve, and one end of the sliding sleeve abuts against the stop block.
[0008] Further, one end of the first spring is connected with the first limiting block, and the other end of the first spring is connected with one end of the sliding sleeve.
[0009] The beneficial effect of the further scheme is that one end of the first spring is connected with the first limiting block, and the other end is connected with the sliding sleeve. When the sliding sleeve moves towards the first limiting block, the first spring is compressed to absorb and buffer the impact force in this direction, thereby playing a preliminary damping role.
[0010] Further, one end of the second spring is connected with the second limiting block, and the other end of the second spring is connected with the other end of the sliding sleeve.
[0011] The beneficial effect of the further scheme is that one end of the second spring is connected with the second limiting block, and the other end is connected with the sliding sleeve. When the sliding sleeve moves towards the second limiting block, the elastic force of the second spring is not enough to buffer the vibration. Under the limiting action of the stop block, the sliding sleeve cannot continue to slide, so that the second spring is compressed, thereby enhancing the overall damping performance together with the first spring.
[0012] Further, the auxiliary mechanism includes a pair of first movable seats and a pair of second movable seats. The pair of first movable seats are arranged outside the pair of first mounting seats, and the bottom ends of the first movable seats are connected with the upper end of the rear axle body.
[0013] The beneficial effect of the further scheme is that the first movable seat of the auxiliary mechanism is arranged outside the first mounting seat and connected with the rear axle body, thereby providing a mounting basis for the second joint bearing rod and the second damping rod, sharing the load of the damping mechanism, and improving the stability of the rear axle as a whole.
[0014] Further, the inside of the first movable seat is rotatably connected with the second joint bearing rod, and one end of the second joint bearing rod is mounted with the second damping rod.
[0015] The beneficial effect of the further scheme is that the second joint bearing rod in the first movable seat is rotatably connected, allowing the second damping rod to move within a certain angle range, adapting to the dynamic deformation of the rear axle during driving, further absorbing vibration energy through the damping action of the second damping rod, and improving the damping effect.
[0016] Further, the inside of the second movable seat is rotatably connected with the third joint bearing rod, and one end of the third joint bearing rod is connected with the other end of the second damping rod.
[0017] The beneficial effect of the further scheme is that the third joint bearing rod in the second movable seat is connected with the second damping rod, forming a multi-link linkage structure, enhancing the flexibility and adaptability of the auxiliary mechanism, ensuring that the vibration can be effectively transmitted and buffered under complex road conditions, and reducing the stress concentration of the rear axle body.
[0018] Further, the second mounting seat and the second movable seat are provided with mounting monitoring on both sides, the first spring is a soft spring, and the second spring is a hard spring.
[0019] The beneficial effect of the further scheme is that the mounting holes on both sides of the second mounting seat and the second movable seat facilitate connection with the automobile chassis frame, the first spring is a soft spring and can preferentially absorb low-frequency small-amplitude vibration, and the second spring is a hard spring and is used for coping with high-frequency large-amplitude impact, and the combined design realizes graded buffering for different vibration conditions and improves the comprehensive performance of the damping system.
[0020] Compared with the prior art, the automobile rear axle damping structure has the beneficial effects that: the first mounting seat of the damping mechanism is connected with the rear axle body, the first joint bearing rod rotates in the first mounting seat and the second mounting seat, allows the first damping rod to stretch and contract at different angles, the sliding sleeve slides on the first damping rod, one end of the sliding sleeve abuts against the stopper sleeved on the first damping rod, when the first damping rod is stretched and contracted due to vibration, the first spring is extruded, when the elastic force of the first spring cannot buffer the vibration, the sliding sleeve abuts against the stopper, so that the second spring is extruded, the second spring is used for damping and buffering the rear axle body, the damping effect is enhanced, the first end of the first spring and the second spring is fixed through the installation of the first limiting block and the second limiting block, the first spring, the second spring and the first damping rod play a damping role on the rear axle body. BRIEF DESCRIPTION OF DRAWINGS
[0021] Figure 1 The utility model discloses an automobile rear axle damping structure's three -dimensional structure schematic Figure 1 ;
[0022] Figure 2 The utility model discloses an automobile rear axle damping structure's three -dimensional structure schematic Figure 2 ;
[0023] Figure 3 The utility model discloses an automobile rear axle damping structure's damping mechanism three -dimensional structure schematic drawing
[0024] Figure 4 The utility model discloses an automobile rear axle damping structure's damping mechanism three -dimensional structure schematic drawing
[0025] Figure 5 The utility model discloses an automobile rear axle damping structure's auxiliary mechanism three -dimensional structure schematic drawing.
[0026] In the figure: 100, rear axle body; 101, damping mechanism; 10101, first mounting seat; 10102, first damping rod; 10103, first joint bearing rod; 10104, second mounting seat; 10105, first limiting block; 10106, sliding sleeve; 10107, second limiting block; 10108, first spring; 10109, second spring; 10110, stop block; 102, auxiliary mechanism; 10201, first movable seat; 10202, second damping rod; 10203, third joint bearing rod; 10204, second movable seat; 10205, second joint bearing rod. DETAILED DESCRIPTION
[0027] The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor fall within the scope of protection of the present application.
[0028] Please refer to Figure 1 - Figure 5The utility model provides a technical scheme: a shock attenuation structure for automobile rear axle, including rear axle body 100, shock attenuation mechanism 101 and auxiliary mechanism 102, shock attenuation mechanism 101 includes a pair of first mounting seat 10101 and second mounting seat 10104, a pair of first mounting seat 10101 is connected with the upper end both sides of rear axle body 100 respectively, and the inside of first mounting seat 10101 and second mounting seat 10104 all rotationally connects with first joint bearing rod 10103, and a pair of first joint bearing rod 10103 is installed with first damping rod 10102, and the first damping rod 10102 is slidably sleeved with slide sleeve 10106, and the both ends of first damping rod 10102 are installed with first limit block 10105 and second limit block 10107 respectively, and the both ends of first damping rod 10102 are sleeved with first spring 10108 and second spring 10109 respectively, and the both ends of first damping rod 10102 are sleeved with baffle 10110 between first limit block 10105 and slide sleeve 10106, and one end of slide sleeve 10106 is abutted with baffle 10110, and the first mounting seat 10101 of shock attenuation mechanism 101 is connected with rear axle body 100, and first joint bearing rod 10103 rotates in first mounting seat 10101 and second mounting seat 10104, and allows first damping rod 10102 to stretch out and shrink under different angles, and slide sleeve 10106 slides on first damping rod 10102, and one end of slide sleeve 10106 is sleeved with baffle 10110 on first damping rod 10102, when first damping rod 10102 is vibrated and stretches out and shrinks, first spring 10108 is extruded, when the elasticity of first spring 10108 cannot buffer the vibration, slide sleeve 10106 abuts with baffle 10110, thereby extruding second spring 10109, and the rear axle body 100 is buffered by second spring 10109, and the shock attenuation effect is enhanced, and the one end of first spring 10108 and second spring 10109 is fixed by installing first limit block 10105 and second limit block 10107, and the rear axle body 100 is damped by first spring 10108, second spring 10109 and first damping rod 10102.
[0029] The technical solutions in the embodiments of the utility model will be clearly and completely described below with reference to the drawings in the embodiments of the utility model. Obviously, the described embodiments are only 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 skilled in the art without creative work fall within the scope of the utility model.
[0030] Please refer to Figure 1 - Figure 5, one end of the first spring 10108 is connected with the first limiting block 10105, the other end of the first spring 10108 is connected with one end of the sliding sleeve 10106, one end of the second spring 10109 is connected with the second limiting block 10107, the other end of the second spring 10109 is connected with the other end of the sliding sleeve 10106, the auxiliary mechanism 102 comprises a pair of first movable seats 10201 and second movable seats 10204, the pair of first movable seats 10201 are arranged outside the pair of first mounting seats 10101 respectively, the bottom end of the first movable seat 10201 is connected with the upper end of the rear axle body 100, the inside of the first movable seat 10201 is rotatably connected with a second joint bearing rod 10205, one end of the second joint bearing rod 10205 is provided with a second damping rod 10202, the inside of the second movable seat 10204 is rotatably connected with a third joint bearing rod 10203, one end of the third joint bearing rod 10203 is connected with the other end of the second damping rod 10202, the second mounting seat 10104 and the second movable seat 10204 are provided with mounting holes on the two sides, the first spring 10108 is a soft spring, the second spring 10109 is a hard spring, one end of the first spring 10108 is connected with the first limiting block 10105, the other end of the first spring 10108 is connected with the sliding sleeve 10106, when the sliding sleeve 10106 moves towards the first limiting block 10105, the first spring 10108 is compressed, absorbs and buffers the impact force in this direction, plays a preliminary damping role, one end of the second spring 10109 is connected with the second limiting block 10107, the other end of the second spring 10109 is connected with the sliding sleeve 10106, when the sliding sleeve 10106 moves towards the second limiting block 10107, the elastic force of the second spring 10109 is not enough to buffer the vibration, under the limiting action of the stop block 10110, the sliding sleeve 10106 cannot continue to slide, so that the second spring 10109 is compressed, so as to cooperate with the first spring 10108 to enhance the overall damping performance, the first movable seat 10201 of the auxiliary mechanism 102 is arranged outside the first mounting seat 10101 and is connected with the rear axle body 100, provides an installation basis for the second joint bearing rod 10205 and the second damping rod 10202, shares the load of the damping mechanism 101, improves the stability of the whole rear axle, the second joint bearing rod 10205 in the first movable seat 10201 is rotatably connected, allows the second damping rod 10202 to move within a certain angle range, adapts to the dynamic deformation of the rear axle in the driving process, further absorbs vibration energy through the damping action of the second damping rod 10202, improves the damping effect, the third joint bearing rod 10203 in the second movable seat 10204 is connected with the second damping rod 10202, forms a multi-link linkage structure, enhances the flexibility and adaptability of the auxiliary mechanism 102, ensures that the vibration can be effectively transmitted and buffered under complex road conditions, reduces the stress concentration of the rear axle body 100, the mounting holes on the two sides of the second mounting seat 10104 and the second movable seat 10204 are convenient for connecting with the automobile chassis frame,The first spring 10108 is a soft spring, which can preferentially absorb low-frequency small-amplitude vibration, and the second spring 10109 is a hard spring, which is used to cope with high-frequency large-amplitude impact. This combined design realizes the staged buffering of different vibration conditions and improves the comprehensive performance of the damping system.
[0031] Specifically, the working principle of the automobile rear axle damping structure is as follows: in use, the first joint bearing rod 10103 rotatably connected in the first mounting seat 10101 and the second mounting seat 10104 supports the first damping rod 10102, the first damping rod 10102 is slidably sleeved with a sliding sleeve 10106, the two ends of the first damping rod 10102 are respectively provided with a first limiting block 10105 and a second limiting block 10107, and the two ends are respectively sleeved with a first spring 10108 and a second spring 10109, the first damping rod 10102 is sleeved with a stop block 10110 between the first limiting block 10105 and the sliding sleeve 10106, and one end of the sliding sleeve 10106 abuts against the stop block 10110, at this time, the spring is in a natural or pre-compressed state, ready for damping, when the automobile rear axle is subjected to vibration and impact from the road, the rear axle body 100 drives the first mounting seat 10101 to move, thereby driving the first joint bearing rod 10103 to move and the sliding sleeve 10106 to slide on the first damping rod 10102, if the sliding sleeve 10106 moves towards the first limiting block 10105, the first spring 10108 is compressed, and the elastic force of the first spring 10108 is used to absorb and buffer the impact force in this direction, thereby playing a primary damping role, when the sliding sleeve 10106 moves towards the second limiting block 10107, if the initial elastic force of the second spring 10109 is insufficient to buffer the vibration, under the limiting action of the stop block 10110, the sliding sleeve 10106 pushes the stop block 10110, so that the second spring 10109 is further compressed and cooperates with the first spring 10108 to enhance the overall damping performance, at the same time, the damping characteristic of the first damping rod 10102 can also consume part of the vibration energy, the second joint bearing rod 10205 is rotatably connected in the first movable seat 10201, one end of the second joint bearing rod 10205 is provided with the second damping rod 10202, the third joint bearing rod 10203 is rotatably connected in the second movable seat 10204, and one end of the third joint bearing rod 10203 is connected with the other end of the second damping rod 10202, thereby forming a multi-linkage structure, during automobile driving, when the rear axle body 100 is dynamically deformed due to road conditions, the first movable seat 10201 moves with the rear axle body 100, since the second joint bearing rod 10205 in the first movable seat 10201 is rotatably connected, the second damping rod 10202 is allowed to move within a certain angle range to adapt to the deformation of the rear axle, the second damping rod 10202 further absorbs vibration energy through the damping action of the second damping rod 10202, the first spring 10108 is a soft spring, which can preferentially absorb low-frequency small-amplitude vibration during damping, since the soft spring is more sensitive to slight vibration, the second spring 10109 is a hard spring, which is mainly used to cope with high-frequency large-amplitude impact, when a larger impact is encountered, the hard spring can provide sufficient support force and buffering force to avoid excessive deformation of the damping structure.
Claims
1. A shock-absorbing structure for a car rear axle, characterized in that, The application relates to a rear axle body (100), a damping mechanism (101) and an auxiliary mechanism (102), the damping mechanism (101) comprises a pair of first mounting seats (10101) and second mounting seats (10104), the pair of first mounting seats (10101) are connected with the upper ends of the rear axle body (100) on both sides respectively, the first mounting seat (10101) and the second mounting seat (10104) are rotatably connected with first joint bearing rods (10103) in the interiors, a first damping rod (10102) is arranged between the pair of first joint bearing rods (10103), a sliding sleeve (10106) is slidably arranged on the first damping rod (10102), first limiting blocks (10105) and second limiting blocks (10107) are arranged at the two ends of the first damping rod (10102) respectively, first springs (10108) and second springs (10109) are arranged at the two ends of the first damping rod (10102) respectively, a stopper (10110) is arranged on the first damping rod (10102) between the first limiting block (10105) and the sliding sleeve (10106), and one end of the sliding sleeve (10106) abuts against the stopper (10110).
2. The damping structure for a rear axle of an automobile according to claim 1, characterized by One end of the first spring (10108) is connected with the first limiting block (10105), and the other end of the first spring (10108) is connected with one end of the sliding sleeve (10106).
3. The damping structure for a rear axle of an automobile according to claim 1, characterized by One end of the second spring (10109) is connected with the second limiting block (10107), and the other end of the second spring (10109) is connected with the other end of the sliding sleeve (10106).
4. The damping structure for a rear axle of an automobile according to claim 1, characterized by The auxiliary mechanism (102) comprises a pair of first movable seats (10201) and second movable seats (10204), the pair of first movable seats (10201) are arranged outside the pair of first mounting seats (10101) respectively, and the bottom ends of the first movable seats (10201) are connected with the upper ends of the rear axle body (100).
5. The damping structure for a rear axle of an automobile according to claim 4, wherein Second joint bearing rods (10205) are rotatably connected in the interiors of the first movable seats (10201), and one end of the second joint bearing rod (10205) is provided with a second damping rod (10202).
6. The damping structure for a rear axle of an automobile according to claim 5, wherein Third joint bearing rods (10203) are rotatably connected in the interiors of the second movable seats (10204), and one end of the third joint bearing rod (10203) is connected with the other end of the second damping rod (10202).
7. The damping structure for a rear axle of an automobile according to claim 6, wherein The second mounting seat (10104) and the second movable seat (10204) are provided with mounting monitoring devices on the two sides, the first spring (10108) is a soft spring, and the second spring (10109) is a hard spring.