Suspension device for vehicle

Abstract

The utility model relates to a suspension device for a vehicle, which comprises a shock absorber, a wheel carrier, a wheel axle, a longitudinal support arm and a transverse support arm, the wheel carrier is arranged on the wheel axle, the shock absorber is arranged at the top of the wheel carrier, one end of the longitudinal support arm and one end of the transverse support arm are hinged with the wheel carrier, and the other end of the longitudinal support arm and the other end of the transverse support arm are hinged on a frame of the vehicle. The elastic ring is of an annular elastic structure formed by rolling an elastic steel plate, two arc-shaped bent parts protruding in the same direction are arranged on the elastic ring, a concave transition part is arranged between the two arc-shaped bent parts, the protruding direction of an outwards-protruding arc of each arc-shaped bent part faces the wheel frame, and the two arc-shaped bent parts are located in the rotating angles of the transverse supporting arms respectively; by arranging the elastic piece, the performance of a vehicle suspension system is improved, the arc-shaped bending part and the transition part of the elastic ring can effectively absorb and disperse impact energy in the vehicle running process, the soft buffering effect is provided through elastic deformation, and the riding comfort is improved.

Description

TECHNICAL FIELD

[0001] The utility model relates to the field of vehicle damping device, especially a kind of suspension device for vehicle. BACKGROUND

[0002] In the field of vehicle suspension system, the traditional suspension device is usually composed of shock absorber, wheel carrier, wheel shaft and support arm, etc., and its design mainly focuses on absorbing road impact and providing driving stability. However, there are still some deficiencies in the prior art: first, the connection mode of shock absorber and wheel carrier is mostly vertical installation, which leads to low transmission efficiency of impact force and not enough optimized space layout; second, the hinge structure of support arm and vehicle frame mostly adopts simple ball head connection, which lacks effective buffering mechanism and is easy to produce noise and wear during vehicle driving, affecting service life; in addition, the rotating buffering structure of cross support arm is single in design, which is difficult to provide stable supporting force and buffering effect under different working conditions, leading to easy vibration and tilting of vehicle on bumpy road or turning, affecting ride comfort and handling performance. In view of these problems, a new type of suspension device is urgently needed to optimize the installation angle of shock absorber, improve the hinge structure of support arm and enhance the buffering performance of cross support arm, so as to improve the overall stability and comfort of vehicle. SUMMARY

[0003] To solve the above technical problems, the utility model discloses a kind of suspension device for vehicle, it includes shock absorber, wheel carrier, wheel shaft, longitudinal support arm and cross support arm, the wheel carrier is installed on wheel shaft, the shock absorber is installed at the top of wheel carrier, the longitudinal support arm and cross support arm are hinged with wheel carrier at one end, and the other end is hinged on the frame of vehicle, and cross support arm is arranged along the axial direction of wheel shaft, longitudinal support arm is perpendicular to the axial direction of wheel shaft and is arranged towards the tail of vehicle, the end of cross support arm hinged with wheel carrier is provided with elastic ring, the elastic ring is annular elastic structure formed by rolling elastic steel plate, the elastic ring has two arc-shaped bending parts protruding in the same direction, the two arc-shaped bending parts have a concave transition part between them, the convex arc of the arc-shaped bending part protrudes towards the wheel carrier, and the two arc-shaped bending parts are located in the rotation angle of cross support arm respectively, forming a rotating buffering structure for cross support arm.

[0004] Specifically, the cross support arm includes a cross bar and a rotating shaft, the rotating shaft is arranged at the end of the cross bar connected with the wheel carrier, and is fixedly connected with the cross bar in a "cross" shape, the wheel carrier is provided with a pair of protrusions arranged horizontally, the protrusions are provided with through holes, the rotating shaft is gap-connected with the through holes to form a hinge part of the cross support arm and the wheel carrier, and the edge of the protrusion close to the cross support arm has a gap with the cross support arm to form a connecting section between the rotating shaft and the elastic ring.

[0005] Specific, the elastic ring formed by the elastic steel plate two ends located on the opposite side of the transition ring-shaped elastic ring, the outer circumference of the butt joint is provided with a sleeve, the sleeve is segmented, and is sleeved with the connecting section of the rotating shaft to form a rotating connection end, the cross bar is further provided with a limiting piece, the limiting piece protrudes from the outer circumference of the cross bar, and in the rotating path of the elastic ring relative to the cross bar, a limiting structure capable of resisting the elastic ring to limit the rotating angle is formed.

[0006] Specific, one end of the elastic steel plate has an extension end head extending into the elastic ring at the butt joint, the end of the extension end head does not exceed the protruding arc of the adjacent arc-shaped bending part, and a local double-layer structure is formed on the opposite side of the arc-shaped bending part of the elastic ring.

[0007] Specific, the sleeve is a cylindrical member formed by rolling the end of the elastic steel plate without the extension end head, and the arc-shaped bending part, the transition part, the sleeve and the extension end head are an integral structure, and the double-layer structure at the extension end head of the elastic ring is located in the rotating angle of the cross arm towards the road surface.

[0008] Specific, the shock absorber comprises a shock absorbing spring and a damping rod, the shock absorbing spring is sleeved on the outer circumference of the damping rod, and the respective two ends of the shock absorbing spring and the damping rod are fixedly connected with the top of the wheel carrier and the vehicle frame.

[0009] Specific, the top of the wheel carrier is a slope structure with a slope, and the slope is inclined from high to low from the side of the vehicle to the center line direction.

[0010] Specific, the one end of the longitudinal support arm and the cross support arm connected with the vehicle frame is fixedly connected with a cylinder shaft, and the cylinder shaft is hinged with the vehicle frame.

[0011] Advantage effect

[0012] The utility model discloses a setting of optimizing elastic part, the performance of vehicle suspension system is improved obviously, has the characteristics such as simple structure, practicality is strong. The arc-shaped bending part and the transition part of the elastic ring can effectively absorb and disperse impact energy in the process of vehicle driving, especially when the cross arm rotates, the soft buffering effect is provided through elastic deformation, the vehicle vibration and noise are reduced greatly, and the ride comfort is improved. The local double-layer structure design of the elastic ring further enhances its fatigue resistance and carrying capacity, especially in the rotating angle of the cross arm towards the vehicle frame, stress can be evenly distributed, local stress concentration is avoided, and the service life is prolonged. In addition, the integral structure design of the elastic ring and the sleeve simplifies the installation process, while ensuring the reliability and stability of the connection, and reducing the maintenance cost. ACCURACY OF DRAWINGS

[0013] Figure 1 It is one of the structure schematic views of the utility model suspension device;

[0014] Figure 2 Fig. 2 is a structural schematic diagram of the suspension device according to the present application;

[0015] Figure 3 Fig. 3 is a structural schematic diagram of the horizontal supporting arm according to the present application;

[0016] Figure 4 Fig. 4 is a structural schematic diagram of the elastic ring according to the present application.

[0017] Legend: 1. shock absorber; 11. shock spring; 12. damping rod; 2. wheel carrier; 21. protruding block; 22. through hole; 3. wheel shaft; 4. vertical supporting arm; 5. horizontal supporting arm; 51. elastic ring; 511. arc-shaped bent part; 512. transition part; 513. sleeve; 514. extension end; 52. horizontal rod; 53. rotating shaft; 54. limiting part; 6. cylinder shaft. DETAILED DESCRIPTION

[0018] The present application will be further described in conjunction with the embodiments, but is not limited to the contents in the description.

[0019] As Figures 1 to 4As shown, the utility model relates to a kind of suspension device for vehicle, it includes shock absorber 1, wheel carrier 2, wheel axle 3, longitudinal support arm 4 and cross support arm 5, wheel carrier 2 is rotatably mounted on wheel axle 3 by bearing assembly, wheel axle 3 two ends are connected vehicle wheel respectively, shock absorber 1 is fixedly installed at wheel carrier 2 top center position by bolt, its piston rod extends upwards and is connected with vehicle chassis, longitudinal support arm 4 and cross support arm 5 are all made of high-strength alloy steel, wherein longitudinal support arm 4 one end is connected with the rear part of wheel carrier 2 by ball head hinge piece, the other end is hinged on the vehicle frame longitudinal beam by rubber bush, and longitudinal support arm 4 is perpendicular to the axial direction of wheel axle 3 and is arranged to extend towards vehicle tail, cross support arm 5 is arranged along the axial direction of wheel axle 3, one end is connected with the side of wheel carrier 2 by ball head hinge piece, the other end is hinged on the vehicle frame cross beam by rubber bush, and the end of cross support arm 5 is provided with elastic ring 51, which is hinged to wheel carrier, and the deformation of the annular structure provides elasticity or buffering effect, elastic ring 51 has two arc-shaped bending parts 511 protruding in the same direction, and the transition part 512 between the two arc-shaped bending parts 511 is concave, the protruding direction of the outer convex arc of the arc-shaped bending part 511 is arranged towards the wheel carrier 2, and the two arc-shaped bending parts 511 are located within ±15 ° rotation angle range of cross support arm 5 respectively, forming the rotation buffering structure of cross support arm 5, when the vehicle encounters bumps or turns during driving, wheel carrier 2 will produce displacement relative to frame, at this time, cross support arm 5 will rotate, and the arc-shaped bending part 511 of elastic ring 51 will produce elastic deformation to absorb impact energy, and at the same time, through the elastic recovery effect of transition part 512, cross support arm 5 can be reset smoothly, effectively reducing vehicle vibration, improving driving stability and ride comfort, longitudinal support arm 4 mainly bears vehicle longitudinal force, and forms stable suspension support structure with cross support arm 5, and shock absorber 1 further absorbs and attenuates impact vibration from road, so that the vehicle can maintain good maneuverability and comfort under different road conditions. In addition, the design of the suspension device fully considers the performance requirements of the vehicle under different working conditions. When driving straight, shock absorber 1 works with longitudinal support arm 4 to effectively absorb the vertical impact from the road, ensuring smooth driving of the vehicle; while turning or changing lanes, the combined structure of cross support arm 5 and elastic ring 51 can provide appropriate lateral support force, and at the same time, the lateral impact is absorbed by the elastic deformation of the arc-shaped bending part 511 to prevent excessive vehicle roll and improve control stability. The special structure design of elastic ring 51 enables it to uniformly distribute stress when bearing load, avoiding local stress concentration and prolonging service life. The connection mode of wheel carrier 2 and wheel axle 3 ensures the precise positioning of the vehicle wheel, and the geometric arrangement of longitudinal support arm 4 and cross support arm 5 ensures that the vehicle can maintain good grip and directional stability when driving at high speed. The damping characteristics of shock absorber 1 can be adjusted according to vehicle load and road conditions to further optimize the dynamic response of the suspension system. The overall structure is compact and easy to install, suitable for various types of vehicles, which can provide excellent handling performance while ensuring comfort, meeting the high requirements of modern vehicles for suspension systems.

[0020] As Figure 3 shown, the transverse support arm 5 comprises a transverse rod 52 and a rotating shaft 53, the rotating shaft 53 is arranged at the end of the transverse rod 52 connected with the wheel carrier 2, and is fixed with the transverse rod 52 in a "cross" shape, the rotating shaft 53 is made of high-strength alloy steel, the diameter of which matches the cross-sectional size of the transverse rod 52, and is firmly connected with the transverse rod 52 by welding or one-piece forming, the wheel carrier 2 is provided with horizontally arranged protrusions 21 in pairs, the protrusions 21 are made of the same material as the wheel carrier 2, and are integrally formed with the wheel carrier 2 by casting or welding, the protrusions 21 are provided with through holes 22, the diameter of the through holes 22 is slightly larger than the diameter of the rotating shaft 53, forming a clearance fit, the rotating shaft 53 and the through hole 22 are clearance fit, forming the hinge part of the transverse support arm 5 and the wheel carrier 2, which allows the transverse support arm 5 to rotate around the rotating shaft 53 by a certain angle during vehicle driving, to adapt to the unevenness of the road and the steering requirements of the vehicle, the edge of the protrusion 21 close to the transverse support arm 5 has a gap with the transverse support arm 5, forming a connecting section between the rotating shaft 53 and the elastic ring 51, the length of the connecting section is determined according to the design requirements of the vehicle suspension system, and is usually 10 to 20 millimeters, to ensure that the elastic ring 51 can fully play its buffering role.

[0021] As Figure 4As shown, the two ends of the elastic steel plate forming the elastic ring 51 are located on the opposite sides of the transition part 512 and are butted to form the annular elastic ring 51. The elastic steel plate is made of 65Mn spring steel, with a thickness of 3-5 mm and a width of 15-20 mm, to ensure the integrity and strength of the annular structure. A sleeve 513 is provided on the outer periphery of the butt joint, which is made of wear-resistant alloy steel and has an inner diameter matching the outer diameter of the rotating shaft 53. The sleeve 513 is provided in sections, and the length of each section is determined according to the length of the connecting section on the rotating shaft and the stress condition, and is sleeved with the connecting section of the rotating shaft 53 to form a rotating connection end. The inner surface of the sleeve 513 is finely processed to reduce friction with the rotating shaft 53 and improve rotating flexibility. When the vehicle encounters bumps or turns during driving, the cross arm 5 will rotate around the rotating shaft 53. The sleeving connection mode of the sleeve 513 and the rotating shaft 53 makes the installation and replacement of the elastic ring 51 more convenient, reduces the maintenance cost, and the overall structure is compact and easy to install, which is suitable for various types of vehicles. The cross bar 52 is also provided with a limiting piece 54, which protrudes from the outer periphery of the cross bar 52 and forms a limiting structure that can resist the elastic ring 51 to limit the rotation angle on the rotation path of the elastic ring 51 relative to the cross bar 52. The limiting piece 54 can be an integrally formed block or a protruding ring welded or cast on the cross bar 52. When the cross bar produces angular rotation, the relative rotation of the wheel carrier squeezes the elastic ring to rotate around the rotating shaft 53. If it is not limited and rotates freely, it cannot play the role of elastic buffering. The use of the limiting piece 54 can make the elastic ring be resisted and fixed when it rotates to a certain angle. When the wheel carrier continues to produce deflection relative to the cross bar, it will exert pressure on the elastic ring, and the elastic ring will deform and produce a buffering effect.

[0022] As Figure 4As shown, one end of the elastic steel plate has an extension end head 514 extending into the elastic ring 51 at the butt joint, the length of the extension end head 514 is designed according to the diameter of the elastic ring 51 and the stress condition, and is usually 10-15 mm, the end of which does not exceed the convex arc of the adjacent arc-shaped bending part 511, so as to ensure that the overall elasticity and buffering performance of the elastic ring 51 are not affected, and a partial double-layer structure is formed on the opposite side of the arc-shaped bending part 511 on the elastic ring 51, which is realized by the superposition of the extension end head 514 and the main body part of the elastic steel plate, and the superposition area is fixed by welding or riveting to enhance the strength and rigidity of the area, and the design of the extension end head 514 enables the elastic ring 51 to more evenly distribute stress when stressed, especially the partial double-layer structure formed on the opposite side of the arc-shaped bending part 511 further enhances the fatigue resistance and load capacity of the area, prolonging the service life of the elastic ring 51, at the same time, the design of the partial double-layer structure does not affect the overall elasticity of the elastic ring 51, ensuring its buffering effect under various working conditions, and the overall structure is simple and reliable, easy to install, and suitable for various types of vehicles, which can provide excellent handling performance while ensuring comfort, meeting the high requirements of modern vehicles for suspension systems; further, the superimposed double-layer structure area is directed towards the bottom, that is, downward, so that the force of the vehicle weight borne by the elastic ring 51 is pressed on this side, which can more fully utilize the strength of the double-layer structure to avoid metal fatigue.

[0023] The sleeve 513 is a cylindrical member formed by rolling the end of the elastic steel plate without the extension end head 514, the rolling process of the sleeve 513 adopts cold rolling forming, the inner diameter of which matches the connecting section of the shaft 53, ensuring smooth transition of the sleeve 513 and the elastic ring 51, and the arc-shaped bending part 511, the transition part 512, the sleeve 513 and the extension end head 514 are an integral structure, which are formed by one piece of elastic steel plate through stamping, bending and rolling processes, ensuring the connection strength and integrity between the parts, and the double-layer structure at the extension end head 514 of the elastic ring 51 is located within the rotation angle of the horizontal support arm 5 towards the road surface, which is usually ±15 degrees, to ensure that the double-layer structure can effectively bear the stress generated when the horizontal support arm 5 rotates during vehicle driving, and the rolling design of the sleeve 513 makes the connection with the shaft 53 more closely, reducing friction loss and improving rotation flexibility, at the same time, the integral structure design of the arc-shaped bending part 511, the transition part 512, the sleeve 513 and the extension end head 514 enhances the overall strength and fatigue resistance of the elastic ring 51, prolonging the service life.

[0024] As Figure 1 and Figure 2As shown, the shock absorber 1 includes a shock spring 11 made of high-strength alloy spring steel, the wire diameter and the number of turns of which are optimized according to the weight of the vehicle and the design requirements of the suspension system to ensure that appropriate elastic support is provided under different loads, and a damping rod 12 made of high-strength steel, the inside of which is filled with high-performance hydraulic oil, and the adjustable damping characteristics are realized through a precisely processed piston and valve system, the two ends of the shock spring 11 and the damping rod 12 are respectively fixed to the top of the wheel carrier 2 and the vehicle frame, the upper end of the shock spring 11 is connected to the vehicle frame through a spring seat, and the lower end is connected to the top of the wheel carrier 2 through a spring seat, the upper end of the damping rod 12 is connected to the vehicle frame through a ball joint, and the lower end is fixed to the top of the wheel carrier 2 through a bolt, this connection mode ensures that the shock absorber 1 can effectively absorb and attenuate the impact vibration from the road, when the vehicle encounters bumps or uneven road surfaces during driving, the shock spring 11 absorbs the vertical impact energy through its elastic deformation, and the damping rod 12 converts the impact energy into heat energy through its internal hydraulic damping system, thereby effectively reducing vehicle vibration, improving driving stability and ride comfort, and the coordinated work of the shock spring 11 and the damping rod 12 enables the suspension system to maintain good dynamic response under different road conditions, providing sufficient support force to prevent vehicle roll during high-speed driving, and providing soft cushioning effect when passing through bumps at low speed, thereby improving ride comfort.

[0025] The top of the wheel carrier 2 is a sloping surface structure with a slope, and slopes from high to low from the side of the vehicle to the centerline of the vehicle, this design makes the installation angle of the shock absorber 1 more reasonable, and can better disperse and absorb the impact force from the road, while optimizing the spatial layout of the suspension system and improving the overall stability of the vehicle, when the vehicle is driving, the slope of the slope helps the shock absorber 1 to more efficiently transmit and attenuate vibration energy. The end of the longitudinal arm 4 and the transverse arm 5 connected to the vehicle frame is fixed with a cylinder shaft 6, and is hinged to the vehicle frame through the cylinder shaft 6, the cylinder shaft 6 is made of high-strength steel, and its two ends are connected to the vehicle frame through bearings or rubber bushings, so that the longitudinal arm 4 and the transverse arm 5 can rotate flexibly during vehicle driving to adapt to the unevenness of the road and the steering needs of the vehicle, this hinged mode not only improves the dynamic response capability of the suspension system, but also reduces the friction loss between the components, prolonging the service life.

[0026] Obviously, the above embodiments of the present application are only examples for clearly illustrating the present application, and are not a limitation on the embodiments of the present application. Based on the above description, other different forms of changes or variations can be made by those skilled in the art. Here, all the embodiments cannot be exhausted. Any obvious changes or variations derived from the technical solutions of the present application still fall within the protection scope of the present application.

Claims

1. A suspension arrangement for a vehicle, characterised in that: It includes shock absorber (1), wheel bracket (2), wheel axle (3), longitudinal support arm (4) and transverse support arm (5), the wheel bracket (2) is installed on the wheel axle (3), the shock absorber (1) is installed on the top of the wheel bracket (2), the longitudinal support arm (4) and the transverse support arm (5) are hinged to the wheel bracket (2) at one end, and are twisted on the frame of the vehicle at the other end, and the transverse support arm (5) is arranged along the axial direction of the wheel axle (3), the longitudinal support arm (4) is arranged perpendicular to the axial direction of the wheel axle (3) and towards the tail of the vehicle, the end of the transverse support arm (5) hinged to the wheel bracket is provided with an elastic ring (51), the elastic ring (51) is an annular elastic structure formed by rolling an elastic steel plate, the elastic ring (51) has two arc-shaped bending parts (511) protruding in the same direction, and a transition part (512) is arranged between the two arc-shaped bending parts (511), the protruding arc of the arc-shaped bending part (511) is arranged towards the wheel bracket (2), and the two arc-shaped bending parts (511) are arranged in the rotation angle of the transverse support arm (5) respectively, forming a rotation buffering structure for the transverse support arm (5).

2. The suspension for a vehicle of claim 1, wherein: The transverse support arm (5) comprises a horizontal rod (52) and a rotating shaft (53), the rotating shaft (53) is arranged at the end of the horizontal rod (52) connected to the wheel bracket (2) and is fixed to the horizontal rod (52) in a cross shape, the wheel bracket (2) is provided with a pair of protrusions (21) arranged horizontally, the protrusions (21) are provided with through holes (22), the rotating shaft (53) is matched with the through holes (22) in a clearance fit, forming a hinge part of the transverse support arm (5) and the wheel bracket (2), and the edge of the protrusion (21) close to the transverse support arm (5) is spaced from the transverse support arm (5), forming a connecting section between the rotating shaft (53) and the elastic ring (51).

3. The suspension for a vehicle of claim 2, wherein: The elastic steel plate forming the elastic ring (51) is butted at both ends of the transition part (512) to form the annular elastic ring (51), the outer periphery of the butt joint is provided with a sleeve (513), the sleeve (513) is arranged in sections and is sleeved with the connecting section of the rotating shaft (53) to form a rotating connection end, and the horizontal rod (52) is further provided with a limiting piece (54), the limiting piece (54) protrudes from the outer periphery of the horizontal rod (52) and forms a limiting structure capable of limiting the rotation angle of the elastic ring (51) in the rotation path of the elastic ring (51) relative to the horizontal rod (52).

4. The suspension for a vehicle of claim 3, wherein: One end of the elastic steel plate has an extension end head (514) extending into the elastic ring (51) at the butt joint, the end of the extension end head (514) does not exceed the protruding arc of the adjacent arc-shaped bending part (511), and a local double-layer structure is formed on the elastic ring (51) at the opposite side of the arc-shaped bending part (511).

5. The suspension for a vehicle of claim 4, wherein: The sleeve (513) is a cylindrical part formed by rolling the end of the elastic steel plate without the extension end head (514), the arc-shaped bending part (511), the transition part (512), the sleeve (513) and the extension end head (514) are an integral structure, and the double-layer structure at the extension end head (514) of the elastic ring (51) is located in the rotation angle of the transverse support arm (5) towards the road surface.

6. The suspension for a vehicle of claim 1, wherein: The shock absorber (1) comprises a shock spring (11) and a damping rod (12), the shock spring (11) is sleeved on the outer periphery of the damping rod (12), and the two ends of the shock spring (11) and the damping rod (12) are fixedly connected with the top of the wheel frame (2) and the vehicle frame.

7. The suspension for a vehicle of claim 6, wherein: The top of the wheel frame (2) is a slope structure with a slope, and is inclined from high to low from the side of the vehicle to the center line direction of the vehicle.

8. The suspension for a vehicle of claim 1, wherein: The end of the longitudinal support arm (4) and the transverse support arm (5) connected with the vehicle frame is fixedly connected with a cylinder shaft (6), and is hingedly connected with the vehicle frame through the cylinder shaft (6).

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