Damping fork

Abstract

The utility model relates to a damping fork which comprises a first arm portion and a second arm portion opposite to the first arm portion, and an installation space for installing a lower control arm is formed between the first end of the first arm portion and the first end of the second arm portion. The second end of the first arm part is connected with the second end of the second arm part through a connecting part, and an inserting hole allowing a shock absorber to be inserted is formed in the connecting part; the second ends, close to the connecting part, of the first arm part and the second arm part form inclined or groove-shaped bent parts, the forming direction of the bent parts is the direction X relative to the vehicle body, and first reinforcing convex ribs are arranged on the outer side walls and the inner side walls or the inner side walls of the first arm part and the second arm part. And each first reinforcing convex rib extends from the second end to the first end along the height direction Z of the vehicle body. The distance between the first arm part and the second arm part is reduced, the arm parts do not need to be designed to be bent, the overall stability of the structure can be achieved, instability is avoided, and arrangement of parts in a suspension system can be facilitated.

Description

TECHNICAL FIELD

[0001] The utility model relates to the technical field of vehicle shock absorption, and particularly relates to a shock absorption fork. BACKGROUND

[0002] The suspension of a vehicle is a device that affects the ride comfort and stability of the vehicle by absorbing the impact or vibration generated during driving, so that the impact or vibration is not directly transmitted to the vehicle body or passengers. According to its structure, the suspension applied to a vehicle includes MacPherson strut, double wishbone, multi-link, coupled torsion beam axle, etc.

[0003] Among them, the advantage of MacPherson is that its structure is simple, the number of components is small, and only a small space is occupied, so it is widely used in various types of cars. From the constituent parts, it contains two important components: shock absorber and steering knuckle. The shock absorber can be installed on the shock absorber bracket and supported by the shock absorber bracket, while the steering knuckle is one of the main parts of the automobile steering bridge, the wheel hub of the steering knuckle is connected with the hub bearing, and the wheel hub is also connected with the transmission half shaft to enable the automobile to travel stably and transmit the driving direction sensitively. In addition, the lower end of the steering knuckle is connected with the lower control arm, and the lower control arm is connected with the steering knuckle and connected to the vehicle body through the subframe, which can be specifically referred to the vehicle front suspension disclosed in the Chinese invention patent with the application number CN201910983762.0 (application publication number CN112659831A). In this way, when the shock absorber is connected with the lower control arm through the shock absorber bracket, the load transmitted when the impact and vibration are generated during the driving of the automobile is also increased. Therefore, the problem that must be increased in durability may exist, so that the shock absorber bracket to which the load of the shock absorber is transmitted and the spring seat to which the load of the spring is transmitted can withstand the increased load.

[0004] In order to improve the durability, when the thickness of the corresponding component is thickened or the material of the corresponding component is changed, there is a problem that the weight and cost of the vehicle body can be increased. Therefore, there are many lightweight structures in the prior art, such as the double-leg structure shock absorber fork disclosed in Chinese Patent No. 202222226602.1, or the shock absorber fork disclosed in the “Novel Shock Absorber Fork Stabilizer Bar Mounting Structure” which belongs to the structure through which the drive half shaft passes. The left and right legs of the shock absorber fork are curved along the axis in the direction of travel of the vehicle body, thereby leaving a larger space between the left and right legs, and after the drive half shaft passes through the space, it is connected with the wheel center of the steering knuckle, which solves the interference problem between the drive half shaft and the shock absorber fork, and is beneficial to the design freedom of the drive half shaft. However, if it is used for rear-drive vehicles that do not need to pass through the drive half shaft, a new problem arises. First, the shock absorber fork does not need to reserve a wide space between the left and right legs in this scenario, and the distance between the left and right legs of the shock absorber fork is large, which makes the peripheral space relatively small, which is not conducive to the arrangement of other parts in the suspension system. Second, the large space between the left and right legs makes one of the left and right legs curved, and the curvature of the left and right legs is different, and the thickness is also different, so the rigidity of the left and right legs of the structure is different, and the stability of the whole structure is poor, which is easy to cause instability.

[0005] Therefore, it is necessary to further improve the structure of the shock absorber fork. Content of the utility model

[0006] The technical problem to be solved by the utility model is to provide a shock absorber fork with high stability, especially for vehicles with rear-drive as the main driving mode.

[0007] The utility model adopts the technical scheme that the shock absorber fork comprises:

[0008] A first arm part;

[0009] A second arm part is arranged opposite to the first arm part, and a mounting space for mounting a lower control arm is formed between the first end of the first arm part and the first end of the second arm part;

[0010] A connecting part connects the second end of the first arm part and the second end of the second arm part, and a plug hole for inserting a shock absorber is formed in the connecting part;

[0011] The utility model is characterized in that: the second end of the first arm part and the second arm part is formed with an inclined or groove-shaped curved part, the forming direction of the curved part is the direction X relative to the vehicle body, and the outer side wall and / or the inner side wall of the first arm part and the second arm part are provided with a reinforcing rib, and each first reinforcing rib extends along the vehicle body height direction Z from the second end to the first end.

[0012] In order to realize that the two arm parts can bear more load transmitted from the shock absorber, the load bearing capacity of the two arm parts needs to be increased. As a preferred embodiment, the first arm part and the second arm part are gradually expanded towards the first end by the respective bending parts. In this embodiment, the first arm part and the second arm part are first bent along the vehicle body direction X from the lower end of the connecting part, so that the distance between the first arm part and the second arm part is reduced, and then the first arm part and the second arm part are gradually expanded towards the first end by the respective bending parts, i.e. the distance between the first arm part and the second arm part is first reduced and then increased from the second end to the first end, forming a shape similar to "S", which simulates the structure of the shock absorber spring on the shock absorber and can better bear the load, so as to ensure the load bearing capacity of the whole structure.

[0013] Further, the width W1 of the first end of the first arm part and the second arm part in the vehicle body direction X and the width W2 of the connecting part in the vehicle body direction X satisfy the following relationship: 1.1W2≤W1≤1.4W2. As described above, although the first arm part and the second arm part of the shock absorber fork do not need to reserve a too wide space for the rear-wheel drive car, the required space must be reserved for the arrangement of other parts in the suspension system. Therefore, W1≥1.1W2; however, if the distance between the first arm part and the second arm part of the shock absorber fork is too large, the overall shape of the shock absorber fork is increased, which is not conducive to the lightweight design, and the peripheral space of the first arm part and the second arm part is reduced, which is not conducive to the arrangement of other parts in the suspension system. Therefore, the distance W1 should be kept within the range of 1.4W2.

[0014] In order to improve the stability of the structure, as a preferred embodiment, the arm width of the first arm part and the second arm part is kept equal from the second end to the first end. When the width of the first arm part and the second arm part is equal, the stress of the two arm parts is more uniform, so that the stability of the whole structure is stronger.

[0015] In order to improve the rigidity and buckling strength of the structure, as a preferred embodiment, at least two reinforcing ribs are arranged between the first arm part and the second arm part, and the extension direction of each reinforcing rib is along the vehicle body direction X. In this embodiment, the reinforcing ribs connect the first arm part and the second arm part, and the reinforcing ribs and the two arm parts form a "ladder" structure. When the structure is subjected to the load transmitted from the shock absorber and the torsion force inclined to the YZ plane, the rigidity and buckling limit bearing capacity of the structure in the vehicle body height direction Z are improved.

[0016] In order to further improve the strength of the structure, as preferred, the reinforcing rib comprises a first reinforcing rib, a second reinforcing rib and a third reinforcing rib arranged at intervals, the intervals between the bottom of the connecting portion, the first reinforcing rib and the second reinforcing rib and the second reinforcing rib and the third reinforcing rib are respectively D1, D2 and D3, and satisfy D1=D3, 1.2D2≤D1≤1.5D2; 1.2D2≤D3≤1.5D2. The interval between the first arm portion and the second arm portion decreases first and then increases from the second end to the first end, and there is an inflection point on the two arm portions, so that the arm portion changes from contraction to expansion trend, and the inflection point is located between the first reinforcing rib and the second reinforcing rib, and the load borne at this position is larger, so it is necessary to arrange the reinforcing rib near the inflection point to improve the load bearing capacity. When D1=D3≤1.2D2, that is, D1, D2 and D3 are close, the first reinforcing rib and the second reinforcing rib cannot be arranged near the inflection point of the arm portion, and the strength of the inflection point of the arm portion cannot be improved. When D1=D3≥1.5D2, the interval between D1 and D3 is too large, that is, the first reinforcing rib and the second reinforcing rib are arranged near the inflection point, and the strength of the first end and the second end of the first arm portion and the second arm portion is small, and thus the required load bearing capacity cannot be met.

[0017] In order to reduce the weight, as preferred, the thickness of each reinforcing rib is smaller than the thickness of the first arm portion and the second arm portion. Since the stress on the reinforcing rib is small, the thickness of the reinforcing rib is designed to be smaller than that of the arm portion, so that the overall weight can be reduced, thereby realizing lightweight.

[0018] Since the thickness of the reinforcing rib is small, the connection between the reinforcing rib and the first arm portion and the second arm portion is weak, and as an improvement, the connecting section between each reinforcing rib and the first arm portion and the second arm portion is a curved transition section. The stress is concentrated at the connection between the reinforcing rib and the first arm portion and the second arm portion, and the curved transition section arranged between the reinforcing rib and the arm portion can make the concentrated stress uniformly transmitted to the first arm portion and the second arm portion, so as to disperse the concentrated stress at the connection between the reinforcing arm and the reinforcing rib, thereby improving the overall strength and stability of the structure, and on the other hand, improving the connection strength between the first arm portion and the second arm portion.

[0019] Similarly, since the thickness of the reinforcing rib is small, the strength of the reinforcing rib itself is not enough, and therefore, in order to improve the connection strength, preferably, a second reinforcing rib for strengthening the connection strength of the curved transition section and the corresponding reinforcing rib is arranged on each curved transition section and the corresponding reinforcing rib. The second reinforcing rib can enhance the connection strength of the curved transition section and the reinforcing rib, thereby improving the overall strength of the structure, and the second reinforcing rib can be a 1.5-3mm boss protruding on the surface of the curved transition section and the reinforcing rib.

[0020] In order to facilitate forging, the second reinforcing ribs are provided with at least two, and each of the second reinforcing ribs is respectively connected with the corresponding part of the first reinforcing rib on the inner side wall of the first arm part and the second arm part. The first reinforcing rib and the second reinforcing rib are connected by the forging process, so that the connection strength between the two arm parts and the curved transition section and the reinforcing rib is further increased.

[0021] Compared with the prior art, the advantages of the utility model lie in that: the second end of the first arm part and the second arm part close to the connecting part is formed with an inclined or groove-shaped curved part, so that the distance between the two arm parts is narrowed compared with the connecting part for inserting the shock absorber, which has two effects, one is that not only the distance between the first arm part and the second arm part is directly reduced, so that the peripheral space of the two arms is relatively large, thereby facilitating the arrangement of other parts in the suspension system, and more suitable for the car without transmission half shaft passing through and mainly driven by the rear, and also makes the shock absorber fork smaller as a whole, and can also be lightened accordingly; the second is that the design of the curved part not only can make the shock absorber load transmitted to the shock absorber fork can bear more load, but also can improve the torsional resistance of the shock absorber fork in the YZ plane formed in the direction relative to the vehicle width and the height direction Z of the vehicle body; finally, the first reinforcing rib on the inner and outer side walls of the two arm parts can avoid the problem of insufficient structural strength caused by lightening. BRIEF DESCRIPTION OF DRAWINGS

[0022] Figure 1 It is an installation structure diagram of the shock absorber fork in the embodiment of the utility model;

[0023] Figure 2 It is a perspective structure diagram of the shock absorber fork in the embodiment of the utility model;

[0024] Figure 3 It is a front view of the shock absorber fork in the embodiment of the utility model;

[0025] Figure 4 It is another direction of the shock absorber fork in the embodiment of the utility model.

[0026] In the drawing: 1, first arm part; 2, second arm part; 3, connecting part; 31, insertion hole; 4, shock absorber; 5, mounting space; 6, reinforcing rib; 61, first reinforcing rib; 62, second reinforcing rib; 63, third reinforcing rib; 7, curved part; 8, first reinforcing rib; 9, second reinforcing rib; 10, lower control arm; 11, curved transition section. DETAILED DESCRIPTION

[0027] The utility model is further described in detail in combination with the embodiment of the drawings.

[0028] Embodiment 1

[0029] As Figures 1 to 4 shown, it is one of the best embodiments of the utility model. The damping fork, including first arm 1 and second arm 2 opposite first arm 1 is arranged, the first end of first arm 1 and the first end of second arm 2 form the installation space 5 for the installation of lower control arm 10, the second end of first arm 1 and the second end of second arm 2 are connected by connecting portion 3, the inside of connecting portion 3 is provided with the insertion hole 31 for the insertion of shock absorber 4, wherein the connecting structure between shock absorber 4 and damping fork is not described here, the specific structure can refer to patent ZL202321041595.6, the second end of first arm 1 and second arm 2 is formed with the curved portion 7 of inclined or recess shape near connecting portion 3, the forming direction of curved portion 7 is the direction X relative to the body, and the outer side wall and the inner side wall of first arm 1 and second arm 2 are provided with first reinforcing ribs 8, each first reinforcing rib 8 extends along the body height direction Z from the second end to the first end.

[0030] In the process of vehicle driving, the force received by the damping fork is mainly divided into two parts, one part is the load along the body height direction Z transmitted by the shock absorber 4 to the damping fork, and the other part is the torsion force formed by the damping fork in the direction relative to the vehicle width, that is, Y and the height direction Z of the body, which is inclined to the YZ plane. Therefore, the damping fork of the embodiment is designed as follows, as shown in Figure 2 and Figure 3, the first arm portion 1 and the second arm portion 2 are gradually expanded toward the first end by the respective bending portions 7, the first arm portion 1 and the second arm portion 2 are first bent along the vehicle body direction X from the lower end of the connecting portion 3, so that the distance between the first arm portion 1 and the second arm portion 2 is reduced, and then the first arm portion 1 and the second arm portion 2 are gradually expanded toward the first end by the respective bending portions 7, that is, the distance between the first arm portion 1 and the second arm portion 2 is first reduced and then increased from the second end to the first end. In this way, the two arm portions simulate the S-shaped structure of a shock spring, on the one hand, when the shock fork is subjected to a load along the vehicle body height direction Z, the load along the vehicle body height direction Z can be better resisted by means of the structure itself; on the other hand, when the shock fork is subjected to a torque inclined at a predetermined angle relative to the YZ plane, since the arm portions are first inwardly contracted to form the bending portions 7 and then expanded, the structure is less likely to deform when subjected to the torque compared with a straight arm, and the torsional resistance is better. In addition, the width W1 of the first end of the first arm portion 1 and the second arm portion 2 in the vehicle body direction X and the width W2 of the connecting portion 3 in the vehicle body direction X satisfy W1 = 1.1W2, at this time, the overall shape of the shock fork is smaller, facilitating lightweight design, and the peripheral space of the first arm portion 1 and the second arm portion 2 is increased, facilitating the arrangement of other components in the suspension system, and the two arm portions can bear the load transmitted by the shock absorber 4. In addition, the arm width of the first arm portion 1 and the second arm portion 2 remains equal from the second end to the first end, because when the width of the first arm portion 1 and the second arm portion 2 is equal, the stress on the two arm portions will be more uniform, so that the overall stability of the structure is stronger.

[0031] In addition, in order to enhance the connection strength of the first arm portion 1 and the second arm portion 2, with reference to Figure 2 and Figure 3 at least two reinforcing ribs 6 are arranged between the first arm portion 1 and the second arm portion 2, the extension direction of each reinforcing rib 6 is along the vehicle body direction X, the reinforcing rib 6 connects the first arm portion 1 and the second arm portion 2, the reinforcing rib 6 and the two arm portions form a "ladder" structure, and when subjected to the load transmitted by the shock absorber 4 and the torque inclined to the YZ plane, the reinforcing rib 6 can have stronger rigidity and buckling limit bearing capacity. The reinforcing rib 6 in the embodiment includes a first reinforcing rib 61, a second reinforcing rib 62 and a third reinforcing rib 63 arranged at intervals, the distance between the first reinforcing rib 61 and the bottom of the connecting portion 3, the first reinforcing rib 61 and the second reinforcing rib 62 and the second reinforcing rib 62 and the third reinforcing rib 63 is respectively D1, D2 and D3, and satisfies D1 = D3 = 1.2D2, at this time, the reinforcing rib 6 can not only improve the strength at the inflection point on the first arm portion 1 and the second arm portion 2, but also ensure the strength of the first end and the second end. In addition, compared with the arm portion, the stress on the reinforcing rib 6 is smaller, the thickness of each reinforcing rib 6 is smaller than the thickness of the first arm portion 1 and the second arm portion 2, the thickness is the thickness in the vehicle body height direction Z or the vehicle width direction Y, and the weight of the shock fork can be reduced by reducing the thickness, thereby facilitating lightweight design.

[0032] In addition, as the thickness of the reinforcing rib 6 is reduced, the connection between the reinforcing rib 6 and the first arm portion 1 and the second arm portion 2 is easily weakened. In order to improve the connection strength of the first arm portion 1 and the second arm portion 2 and disperse the stress concentrated at the connection, the connection section between the reinforcing rib 6 and the first arm portion 1 and the second arm portion 2 is a curved transition section 11. The curved transition section 11 is arranged between the reinforcing rib 6 and the arm portion, so that the concentrated stress is evenly transmitted to the first arm portion 1 and the second arm portion 2, thereby improving the strength and stability of the whole structure. Each curved transition section 11 and the corresponding reinforcing rib 6 are provided with a second reinforcing rib 9 for improving the connection strength. The second reinforcing rib 9 is a boss with a height of 1.5-3 mm protruding from the surface of the curved transition section 11 and the reinforcing rib 6. In the embodiment, the preferred height is 1.5 mm. The first arm portion 1 and the second arm portion 2 are provided with a first reinforcing rib 8 on the inner side wall. The first reinforcing rib 8 and the second reinforcing rib 9 can be arranged arbitrarily. In order to facilitate forging, the second reinforcing rib 9 on each reinforcing rib 6 and the corresponding curved transition section 11 is preferably two. Through the forging process, each second reinforcing rib 9 is connected to the corresponding part of the first reinforcing rib 8 on the inner side wall of the first arm portion 1 and the second arm portion 2, so that the connection strength between the two arm portions and the curved transition section 11 and the reinforcing rib 6 is further improved.

[0033] Embodiment 2

[0034] The structure of the embodiment is the same as that of Embodiment 1, and the only difference is that W1=1.4W2; D1=D3=1.5D2.

[0035] Embodiment 3

[0036] The structure of the embodiment is the same as that of Embodiment 1, and the only difference is that W1=1.2W2; D1=D3=1.3D2.

Claims

1. A shock absorber fork, comprising: a first arm portion (1); a second arm portion (2) disposed opposite to the first arm portion (1), a first end of the first arm portion (1) and a first end of the second arm portion (2) forming a mounting space (5) for mounting a lower control arm (10); a connecting portion (3) connecting a second end of the first arm portion (1) and a second end of the second arm portion (2), an inner portion of the connecting portion (3) being provided with a socket (31) for inserting a shock absorber (4); characterized in that the first arm portion (1) and the second arm portion (2) are formed with an inclined or groove-shaped curved portion (7) near the second end of the connecting portion (3), the curved portion (7) being formed in a direction relative to a vehicle body (X), and the outer side wall and / or the inner side wall of the first arm portion (1) and the second arm portion (2) are provided with first reinforcing ribs (8), each first reinforcing rib (8) extending from the second end to the first end along a vehicle body height direction (Z).

2. The shock absorbing fork of claim 1, wherein: The first arm portion (1) and the second arm portion (2) gradually expand toward the first end by the respective curved portions (7).

3. The shock absorbing fork of claim 2, wherein: The width W1 of the first end of the first arm portion (1) and the second arm portion (2) in the vehicle body direction (X) and the width W2 of the connecting portion (3) in the vehicle body direction (X) satisfy 1.1W2≤W1≤1.4W2.

4. The shock absorbing fork of claim 3, wherein: The arm width of the first arm portion (1) and the second arm portion (2) remains equal from the second end to the first end.

5. The shock absorbing fork of any of claims 1-4, wherein: At least two reinforcing ribs (6) are provided between the first arm portion (1) and the second arm portion (2), each reinforcing rib (6) extending in the vehicle body direction (X).

6. The shock absorbing fork of claim 5, wherein: The reinforcing ribs (6) include first reinforcing ribs (61), second reinforcing ribs (62) and third reinforcing ribs (63) arranged at intervals, the intervals between the first reinforcing ribs (61) and the bottom of the connecting portion (3), between the first reinforcing ribs (61) and the second reinforcing ribs (62), and between the second reinforcing ribs (62) and the third reinforcing ribs (63) are D1, D2 and D3 respectively, and satisfy D1=D3, 1.2D2≤D1≤1.5D2; 1.2D2≤D3≤1.5D2.

7. The shock absorbing fork of claim 6, wherein: The thickness of each reinforcing rib (6) is less than the thickness of the first arm portion (1) and the second arm portion (2).

8. The shock absorbing fork of claim 7, wherein: The connecting section between each reinforcing rib (6) and the first arm portion (1) and the second arm portion (2) is a curved transition section (11).

9. The shock absorbing fork of claim 8, wherein: Each curved transition section (11) and the corresponding reinforcing rib (6) are respectively provided with a second reinforcing rib (9) for strengthening the connection strength between them.

10. The shock absorbing fork of claim 9, wherein: The second reinforcing ribs (9) are provided with at least two, each second reinforcing rib (9) being engaged with the corresponding part of the first reinforcing rib (8) on the inner side wall of the first arm portion (1) and the second arm portion (2).

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