Wear-free automobile damping structure
By designing an automotive shock absorber structure with a first plate segment, an arc plate segment, and a second plate segment, the problem of leaf spring wear was solved, resulting in a longer service life and better driving performance.
Patent Information
- Application Number
- CN202520551814.8
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-03-27
- Publication Date
- 2026-02-06
- Estimated Expiration
- 2035-03-27
AI Technical Summary
Existing automotive leaf springs are prone to interference wear when bearing dynamic loads on vehicles, resulting in reduced ride smoothness and comfort, and a short service life.
Design an automotive shock absorption structure in which the leaf spring is composed of multiple spring plates. Each spring plate includes an integrally connected first plate segment, an arc plate segment, and a second plate segment. The normal of the contact point is arranged along the height direction of the vehicle frame to avoid relative slippage. The concave or convex arc surface structure is used to reduce sliding friction.
It effectively prevents relative slippage of the leaf springs, extends service life, improves load-bearing capacity, and enhances ride smoothness and comfort.
Smart Images
Figure CN223877817U_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The utility model relates to automobile damping technical field, especially a kind of automobile damping structure of free abrasion. BACKGROUND
[0002] At present, the automobile leaf spring sold on market is designed with same curvature, when the automobile travels on uneven road, the leaf spring will produce large deformation due to dynamic load of automobile, and large displacement with automobile contact part.
[0003] The above-mentioned leaf spring mainly has the following technical defects:
[0004] ①The leaf spring designed with same curvature will appear two components f1 and f2 when bearing dynamic load of automobile. Figure 1 When the load of automobile is conducted to leaf spring, due to the existence of deflection angle between normal line of contact point of leaf spring and downward force of vehicle body, the vertical downward force F of vehicle body appears two components f1 and f2 on leaf spring, component f2 points to the center of arc of leaf spring and causes interference; only component f1 can make leaf spring appear deformation and play the role of damping. And component f1 is obviously smaller than load force F of automobile, so the initial shock force of leaf spring increases, which leads to the decrease of ride comfort and smoothness of automobile.
[0005] ②The leaf spring designed with same curvature will be abraded when the load of automobile changes, due to the change of deformation of leaf spring, which leads to the relative sliding between plane of leaf spring and support point of automobile, and causes abrasion of leaf spring. Figure 2 and Figure 3 The support point of automobile and leaf spring is fixed with vehicle frame, L1 before deformation and L1 after maximum deformation are same (the distance of support point will not change); when dynamic load in automobile travel is conducted to leaf spring, elastic deformation of leaf spring occurs, L2 before deformation and L2 after deformation are not same (the contact point of leaf spring and support point will also change), the relative sliding between support point and plane of leaf spring occurs, which leads to abrasion of leaf spring and affects the service life of leaf spring.
[0006] Therefore, how to design an automobile damping structure with good ride comfort, high automobile travel comfort, long service life and no interference abrasion is a problem to be solved by the person skilled in the art. INVENTION CONTENTS
[0007] The utility model provides a kind of automobile damping structure of free abrasion, solve the technical problems that the interference abrasion of existing leaf spring and vehicle frame contact part is serious and the initial shock force is large, and the ride comfort and smoothness are poor.
[0008] The utility model discloses a technical scheme that solves the above technical problem as follows: a wear-free automobile damping structure, comprising: a vehicle frame, a rear axle and a leaf spring, first support and second support are fixed on the vehicle frame at intervals, the rear axle is fixed on the vehicle frame, the leaf spring is fixed on the rear axle, the first support and the second support are in contact with the leaf spring, the leaf spring comprises a plurality of spring plates, the plurality of spring plates are arranged in layers and are connected with each other through U-shaped bolts or center bolts, each spring plate comprises a first plate segment, an arc plate segment and a second plate segment which are integrally connected, the first plate segment and the second plate segment are both arc structures with approximately planar surfaces,
[0009] the convex point position of the arc plate segment at the lowest point is fixed on the rear axle, the first support is in contact with the convex point position of the convex surface of the first plate segment at the highest point, and the contact point is contact point A, the second support is in contact with the convex point position of the convex surface of the second plate segment at the highest point, and the contact point is contact point B, the normal line C of the contact point A on the first plate segment and the normal line D of the contact point B on the second plate segment are both arranged along the height direction of the vehicle frame, so that the force generated by the vehicle frame when driving is conducted through the first support and the second support, and a component force directed to the arc center of the first plate segment and the second plate segment is generated on the first plate segment and the second plate segment, thereby preventing the plurality of spring plates from generating relative sliding and being worn.
[0010] The utility model discloses the beneficial effect is: improving the traditional leaf spring structure, first, each spring plate is designed as a first plate segment, an arc plate segment and a second plate segment which are integrally connected, then the first support is in contact with the convex point position of the convex surface of the first plate segment, and the second support is in contact with the convex point of the convex surface of the second plate segment, since the contact point A of the first support and the first plate segment is arranged along the normal line C of the first plate segment, and the contact point B of the second support and the second plate segment is arranged along the normal line D of the second plate segment, the force generated by the vehicle when driving on the bumpy road can be avoided, the component force directed to the arc center of the first plate segment and the second plate segment is generated on the first plate segment and the second plate segment through the first support and the second support, thereby preventing the plurality of spring plates from generating relative sliding, eliminating the mutual wear between the plurality of spring plates, and prolonging the service life of the plurality of spring plates.
[0011] On the basis of the above technical scheme, the utility model can also be improved as follows.
[0012] Further, the arc direction of the plurality of first plate segments and the plurality of second plate segments is opposite to the arc direction of the plurality of arc plate segments.
[0013] The above further beneficial effect is: the arc direction of the arc plate segment is designed to be opposite to the arc direction of the first plate segment and the second plate segment, which can facilitate the arrangement of the normal line C of the contact point A on the first plate segment and the normal line D of the contact point B on the second plate segment along the height direction of the vehicle frame, and can also facilitate the maintenance of the original elastic properties of the spring plate.
[0014] Further, the first support and the second support are both rod-shaped structures, the end face of the first support corresponding to the first plate segment and the end face of the second support corresponding to the second plate segment are both concave arc surfaces, the concave arc surface of the first support is arranged in the same direction as the arc direction of the first plate segment, and the concave arc surface of the second support is arranged in the same direction as the arc direction of the second plate segment, so as to reduce the sliding friction between the first support and the first plate segment and the sliding friction between the second support and the second plate segment.
[0015] The above further beneficial effects are:
[0016] 1. The concave arc surface of the first support slides on the first plate segment, and the concave arc surface of the second support slides on the second plate segment, because the concave arc surface of the first support is arranged in the same direction as the arc direction of the first plate segment, and because the concave arc surface of the second support is arranged in the same direction as the arc direction of the second plate segment, the sliding friction between the first support and the first plate segment and the sliding friction between the second support and the second plate segment can be reduced, the friction and wear of the spring plate are prevented, and the service life of the spring plate is prolonged.
[0017] 2. The distance between the contact point A and the contact point B before deformation is smaller than the distance between the contact point A and the contact point B after deformation, so that the length of the force acting on the plate spring is reduced, the carrying capacity of the plate spring is effectively improved under the premise that the design capacity of the plate spring is unchanged, and the service life of the plate spring is prolonged.
[0018] Further, the first support and the second support are both rod-shaped structures, the end face of the first support corresponding to the first plate segment and the end face of the second support corresponding to the second plate segment are both concave arc surfaces, the concave arc surface of the first support is arranged in the same direction as the arc direction of the first plate segment, and the concave arc surface of the second support is arranged in the same direction as the arc direction of the second plate segment, so as to reduce the sliding friction between the first support and the first plate segment and the sliding friction between the second support and the second plate segment.
[0019] The above further beneficial effects are:
[0020] 1. The concave arc surface of the first support slides on the first plate segment, and the concave arc surface of the second support slides on the second plate segment, because the concave arc surface of the first support is arranged in the same direction as the arc direction of the first plate segment, and because the concave arc surface of the second support is arranged in the same direction as the arc direction of the second plate segment, the sliding friction between the first support and the first plate segment and the sliding friction between the second support and the second plate segment can be reduced, the friction and wear of the spring plate are prevented, and the service life of the spring plate is prolonged.
[0021] 2. The distance between the contact point A and the contact point B before deformation is smaller than the distance between the contact point A and the contact point B after deformation, so that the effective length of the leaf spring under stress is reduced, the carrying capacity of the leaf spring is effectively improved, and the service life of the leaf spring is prolonged under the premise that the design capacity of the leaf spring is unchanged.
[0022] Further, the curvature radius of the plurality of first plate segments is 0.5-1 m, the curvature radius of the plurality of arc plate segments is 0.4-0.8 m, and the curvature radius of the plurality of second plate segments is 0.5-1 m.
[0023] Further, the arc length of the plurality of first plate segments is 0.1-0.3 m, the arc length of the plurality of arc plate segments is 0.5-0.8 m, and the arc length of the plurality of second plate segments is 0.1-0.3 m.
[0024] Further, the plurality of first plate segments, the plurality of arc plate segments and the plurality of second plate segments are all selected from spring steel plate materials. BRIEF DESCRIPTION OF DRAWINGS
[0025] Figure 1 is a force analysis diagram of an existing leaf spring;
[0026] Figure 2 is a structure diagram of an existing leaf spring before deformation;
[0027] Figure 3 is a structure diagram of an existing leaf spring after deformation;
[0028] Figure 4 is a force analysis diagram of the wear-free automobile damping structure of the utility model;
[0029] Figure 5 is a structure diagram of the wear-free automobile damping structure before deformation of the utility model;
[0030] Figure 6 is Figure 5 is an enlarged structure schematic view of A;
[0031] Figure 7 is a structure diagram of the wear-free automobile damping structure after deformation of the utility model;
[0032] Figure 8 is Figure 7 is an enlarged structure schematic view of B;
[0033] Figure 9 is a schematic view of the distance L3 between the contact point A and the contact point B before deformation of the wear-free automobile damping structure of the utility model;
[0034] Figure 10This is a schematic diagram showing the distance L3 between contact points A and B after deformation of the wear-free automotive shock absorber structure of this utility model.
[0035] The attached diagram lists the components represented by each number as follows:
[0036] 1. First support, 2. Second support, 3. Leaf spring, 31. Spring plate, 311. First plate segment, 312. Arc plate segment, 313. Second plate segment, 4. Contact point A, 5. Contact point B, 6. Normal C, 7. Normal D. Detailed Implementation
[0037] The principles and features of this utility model are described below with reference to the accompanying drawings. The examples given are only for explaining this utility model and are not intended to limit the scope of this utility model.
[0038] like Figure 3 As shown, a wear-free automotive shock absorption structure includes: a frame, a rear axle, and a leaf spring 3. A first support 1 and a second support 2 are fixed at intervals on the frame; the rear axle is fixed on the frame; the leaf spring 3 is fixed on the rear axle; both the first support 1 and the second support 2 are in contact with the leaf spring 3; the leaf spring 3 includes multiple spring plates 31, which are stacked and connected to each other by U-bolts or center bolts. Each spring plate 31 includes an integrally connected first plate segment 311, an arc plate segment 312, and a second plate segment 313. The first plate segment 311 and the second plate segment 313 are both approximately planar arc-shaped structures.
[0039] The convex point of the lowest arc plate segment 312 is fixed on the rear axle; the first support 1 contacts the convex point of the highest first plate segment 311, and their contact point is contact point A4; the second support 2 contacts the convex point of the highest second plate segment 313, and their contact point is contact point B5; the normal line C6 of contact point A4 on the first plate segment 311 and the normal line D7 of contact point B5 on the second plate segment 313 are both arranged along the height direction of the frame, so as to avoid the force generated by the frame traveling being transmitted through the first support 1 and the second support 2, generating a component force pointing towards the arc center on the first plate segment 311 and the second plate segment 313, preventing the multiple spring plates 31 from slipping relative to each other and wearing out.
[0040] like Figure 3 As shown, in some specific embodiments, the arc direction of the multiple first plate segments 311 and the multiple second plate segments 313 is opposite to the arc direction of the multiple arc plate segments 312.
[0041] In some specific embodiments, the first support 1 and the second support 2 can be rod-shaped structures, the end face of the first support 1 corresponding to the first plate segment 311 and the end face of the second support 2 corresponding to the second plate segment 313 are both concave arc surfaces, the concave arc surface of the first support 1 is the same as the arc direction of the first plate segment 311, and the concave arc surface of the second support 2 is the same as the arc direction of the second plate segment 313, so as to reduce the sliding friction between the first support 1 and the first plate segment 311 and the sliding friction between the second support 2 and the second plate segment 313.
[0042] In some specific embodiments, the first support 1 and the second support 2 can be rod-shaped structures, the end face of the first support 1 corresponding to the first plate segment 311 and the end face of the second support 2 corresponding to the second plate segment 313 are both concave arc surfaces, the concave arc surface of the first support 1 is the same as the arc direction of the first plate segment 311, and the concave arc surface of the second support 2 is the same as the arc direction of the second plate segment 313, so as to reduce the sliding friction between the first support 1 and the first plate segment 311 and the sliding friction between the second support 2 and the second plate segment 313.
[0043] Specifically, the curvature radius of the plurality of first plate segments 311 can be 0.5-1 m, the curvature radius of the plurality of arc plate segments 312 can be 0.4-0.8 m, and the curvature radius of the plurality of second plate segments 313 can be 0.5-1 m.
[0044] Specifically, the arc length of the plurality of first plate segments 311 can be 0.1-0.3 m, the arc length of the plurality of arc plate segments 312 can be 0.5-0.8 m, and the arc length of the plurality of second plate segments 313 can be 0.1-0.3 m.
[0045] Specifically, the plurality of first plate segments 311, the plurality of arc plate segments 312 and the plurality of second plate segments 313 can all be made of spring steel plate material.
[0046] The above is only a preferred embodiment of the present application, and is not intended to limit the present application, and any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application.
Claims
1. A wear-free automotive damping structure comprising: A frame, a rear axle and a leaf spring (3), the frame is fixed with a first support (1) and a second support (2) at intervals; The rear axle is fixed on the frame; the leaf spring (3) is fixed on the rear axle; the first support (1) and the second support (2) are both in contact with the leaf spring (3); characterized in that the leaf spring (3) comprises a plurality of spring plates (31), the plurality of spring plates (31) are arranged in layers and connected with each other by U-shaped bolts or center bolts, each spring plate (31) comprises a first plate segment (311), an arc plate segment (312) and a second plate segment (313) connected integrally, the first plate segment (311) and the second plate segment (313) are both arc-shaped structures with approximately planar surfaces; The convex point position of the convex surface of the arc plate segment (312) at the lowest position is fixed on the rear axle; the first support (1) is in contact with the convex point position of the convex surface of the first plate segment (311) at the highest position, and the contact point is contact point A (4); the second support (2) is in contact with the convex point position of the convex surface of the second plate segment (313) at the highest position, and the contact point is contact point B (5); the normal line C (6) of the contact point A (4) on the first plate segment (311) and the normal line D (7) of the contact point B (5) on the second plate segment (313) are both arranged along the height direction of the frame, so as to avoid the force generated by the movement of the frame, which is conducted through the first support (1) and the second support (2), and generates a component force on the first plate segment (311) and the second plate segment (313) pointing to the arc center, preventing the plurality of spring plates (31) from producing relative sliding and wear.
2. The non-wearing automobile damping structure according to claim 1, wherein The arc directions of the plurality of first plate segments (311) and the plurality of second plate segments (313) are opposite to the arc directions of the plurality of arc plate segments (312).
3. The non-wearing automobile damping structure according to claim 2, wherein The first support (1) and the second support (2) are both rod-shaped structures, the end faces of the first support (1) corresponding to the first plate segment (311) and the end faces of the second support (2) corresponding to the second plate segment (313) are both concave arc faces, the concave arc face of the first support (1) is the same as the arc direction of the first plate segment (311), and the concave arc face of the second support (2) is the same as the arc direction of the second plate segment (313), so as to reduce the sliding friction between the first support (1) and the first plate segment (311) and the sliding friction between the second support (2) and the second plate segment (313).
4. The non-wearing automobile damping structure according to claim 2, wherein The first support (1) and the second support (2) are both rod-shaped structures, the end face of the first support (1) corresponding to the first plate segment (311) and the end face of the second support (2) corresponding to the second plate segment (313) are both convex arc surfaces, the convex arc surface of the first support (1) is the same as the arc direction of the first plate segment (311), and the convex arc surface of the second support (2) is the same as the arc direction of the second plate segment (313), so as to reduce the sliding friction between the first support (1) and the first plate segment (311) and the sliding friction between the second support (2) and the second plate segment (313).
5. The non-wearing automobile damping structure according to claim 2, wherein The curvature radius of the first plate segment (311) is 0.5-1 m, the curvature radius of the arc plate segment (312) is 0.4-0.8 m, and the curvature radius of the second plate segment (313) is 0.5-1 m.
6. The non-wearing automobile damping structure according to claim 2, wherein The arc length of the first plate segment (311) is 0.1-0.3 m, the arc length of the arc plate segment (312) is 0.5-0.8 m, and the arc length of the second plate segment (313) is 0.1-0.3 m.
7. The non-wearing automobile damping structure according to claim 1, wherein The first plate segment (311), the arc plate segment (312) and the second plate segment (313) are all made of spring steel plate material.