Suspension structure and vehicle

Abstract

The utility model discloses a suspension structure and a vehicle, and relates to the technical field of vehicles. The plate spring is arranged on the axle; the energy absorption structure comprises a flexible part and a rigid part embedded in the flexible part, and the flexible part is arranged between the axle and the plate spring; the energy absorption structure is arranged between the plate spring and the axle, is connected with the plate spring and the axle and is used for reducing the rotating angle of the axle when the vehicle turns. According to the technical scheme, the steering characteristic of the plate spring suspension of the vehicle in the steering process is improved, and the stability of the vehicle in the steering process is improved.

Description

TECHNICAL FIELD

[0001] The utility model relates to vehicle technical field, especially a kind of suspension structure and vehicle. BACKGROUND

[0002] In traditional leaf spring type non-independent suspension structure, when vehicle is curve driving, lateral force will be generated due to inertia effect. This lateral force will cause uneven distribution of axle load of left and right wheels, and further cause the change of left and right leaf spring arc height. With the change of leaf spring arc height, axle will deflect relative to original position, and turning radius of vehicle will change. This change often leads to the decrease of turning radius, i.e. the phenomenon of oversteering. Oversteering will make vehicle prone to spin during curve driving, especially at high speed or on wet road surface. This phenomenon will significantly increase the risk of vehicle out of control, thereby affecting the safety of driving. SUMMARY

[0003] The main purpose of the utility model is to provide a kind of suspension structure and vehicle, to improve the stability of vehicle steering.

[0004] To achieve the above purpose, the utility model provides a kind of suspension structure, comprising:

[0005] axle;

[0006] leaf spring, which is arranged on the axle; and

[0007] energy-absorbing structure, which comprises a flexible member and a rigid member embedded in the flexible member, and is arranged between the leaf spring and the axle and connected with the leaf spring and the axle, to reduce the rotation angle of the axle during vehicle steering.

[0008] In an embodiment, the rigid member is configured as a support plate, which is arranged in the flexible member and extends along the width direction of the vehicle.

[0009] In an embodiment, a plurality of support plates are arranged, and the plurality of support plates are arranged intersecting with each other.

[0010] In an embodiment, each of the support plates is provided with a connecting edge, which extends along the width direction of the vehicle, and the connecting edges of the plurality of support plates are coincident and connected.

[0011] In an embodiment, the suspension structure further comprises a fastener, which penetrates the flexible member and the rigid member and is connected with the leaf spring.

[0012] In an embodiment, the energy-absorbing structure further comprises an end plate, which is arranged on one side of the flexible member facing the leaf spring, and the end plate abuts against the leaf spring.

[0013] In one embodiment, the flexible element is made of rubber; and / or, the flexible element, the rigid element, and the end plate are integrally formed.

[0014] In one embodiment, the flexible member has a support side that abuts against the axle, and at least one end of the support side along the length direction of the vehicle is provided with a rounded corner.

[0015] In one embodiment, the flexible member is further provided with a stiffness adjustment hole, which is located at at least one end of the flexible member along the length direction of the vehicle and extends along the width direction of the vehicle.

[0016] This utility model also proposes a vehicle including the suspension structure described above.

[0017] In the technical solution of this utility model, by setting an energy-absorbing structure between the leaf spring and the axle, the energy-absorbing structure can compensate for the relative displacement between the leaf spring and the axle through deformation when the vehicle turns, reducing the displacement of the axle as it swings with the leaf spring, thereby reducing the axle steering amplitude and alleviating oversteering, thus improving the stability of the vehicle. In addition, in this solution, the flexible component, as the main functional part of energy absorption, has a rigid component inside it. The rigid component can provide support for the flexible component, thus limiting the excessive deformation of the flexible component and improving the overall stiffness of the energy-absorbing structure. Compared with only setting a flexible component, the energy-absorbing structure can provide sufficient support within a smaller range, thereby reducing the number of repeated deformations of the energy-absorbing structure. This can reduce the vehicle's bouncing during driving to a certain extent and improve the stability of the vehicle. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0019] Figure 1 A schematic diagram of the suspension structure provided by this utility model;

[0020] Figure 2 for Figure 1 Cross-sectional view at point A in the middle;

[0021] Figure 3 A schematic diagram of the energy-absorbing structure in the suspension structure provided by this utility model;

[0022] Figure 4 A structure schematic view of the rigid piece in the suspension structure is provided in the utility model.

[0023] Figure 5 A schematic view of dynamic simulation of the suspension structure is provided in the utility model.

[0024] Figure 6 Another schematic view of dynamic simulation of the suspension structure is provided in the utility model.

[0025] Figure 7 A data chart of dynamic simulation of the suspension structure is provided in the utility model.

[0026] Figure 8 A structure schematic view of the traditional suspension structure.

[0027] Explanation of the reference signs:

[0028] 1, plate spring rotation center; 2, plate spring center point; 3, axle rotation center; 4, axle center point; 5, axle swing track; 100, axle; 200, plate spring; 300, energy absorption structure; 310, flexible piece; 311, round corner; 312, rigidity adjusting hole; 320, rigid piece; 321, support plate; 330, end plate; 400, fastener.

[0029] The implementation, functional features and advantages of the utility model will be further described with reference to the drawings in combination with the embodiments. Specific implementation

[0030] The technical solutions in the embodiments of the utility model will be clearly and completely described below in combination with 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 the other embodiments obtained by the person skilled in the art without creative labor belong to the protection scope of the utility model.

[0031] It should be noted that if the embodiments of the utility model involve directional indications (such as up, down, left, right, front, back, etc.), the directional indications are only used to explain the relative position relationship, movement condition, etc. between the components in a certain specific posture, and if the specific posture changes, the directional indications also change accordingly.

[0032] In addition, if the description of "first", "second" and the like is involved in the embodiments of the present application, the description of "first", "second" and the like is only for the purpose of description, and cannot be understood as indicating or implying the relative importance of the indicated technical features or implicitly indicating the number of the indicated technical features. Therefore, the features limited by "first", "second" can explicitly or implicitly include at least one of the features. In addition, if "and / or" or "and / or" appears throughout the text, it means that the three parallel schemes include "A and / or B", including A scheme, or B scheme, or A and B scheme. In addition, the technical solutions of each embodiment can be combined with each other, but it must be based on the realization of ordinary skilled in the art, when the combination of technical solutions appears contradictory or unachievable, it should be considered that the combination of technical solutions does not exist, nor in the protection scope required by the present application.

[0033] In order to improve the stability of the vehicle when turning, and alleviate the problem of excessive steering, the technical scheme provides a suspension structure, comprising: an axle 100; a leaf spring 200 arranged on the axle 100; and an energy absorption structure 300 comprising a flexible member 310 and a rigid member 320 embedded in the flexible member 310, the flexible member 310 being arranged between the axle 100 and the leaf spring 200; the energy absorption structure 300 is arranged between the leaf spring 200 and the axle 100 and connects the leaf spring 200 and the axle 100, so as to reduce the rotation angle of the axle 100 when the vehicle turns.

[0034] In the technical scheme of the present application, by arranging the energy absorption structure 300 between the leaf spring 200 and the axle 100, the energy absorption structure 300 can compensate for the deformation of the outer leaf spring 200 and the inner leaf spring 200 when the vehicle turns, reduce the displacement of the axle 100 swinging with the leaf spring 200, and further reduce the amplitude of the axle 100 steering, thereby alleviating the phenomenon of excessive steering and improving the stability of the vehicle.

[0035] Specifically, as Figures 1 to 3The suspension structure can be applied to a leaf spring 200 suspension structure vehicle model, and is specifically applied to a rear axle part of the vehicle. The suspension structure comprises the leaf spring 200 and an axle 100. In this scheme, the axle 100 is the rear axle part of the vehicle. The axle 100 is used to be connected with the wheel and is in driving connection with the engine through a transmission shaft to drive the wheel to rotate. The leaf spring 200 is used to connect the vehicle frame. The leaf spring 200 can be provided in plurality. The plurality of leaf springs 200 are stacked and arranged on the top of the axle 100 and are connected with the axle 100 through a U-shaped bolt. The suspension structure further comprises a suspension bracket. The suspension bracket connects the leaf spring 200 and the vehicle frame to provide installation and support for the leaf spring 200. The suspension structure further comprises a shock absorber. The shock absorber connects the axle and the vehicle frame. When the wheel jumps, the shock absorber attenuates the rebound through expansion and contraction to improve the stability of the vehicle. In addition, an energy absorption structure 300 is arranged between the leaf spring 200 and the axle 100. The energy absorption structure 300 comprises a flexible piece 310 and a rigid piece 320. The flexible piece 310 is arranged between the leaf spring 200 and the axle 100 and is connected with any one of the leaf spring 200 and the axle 100. The force of the leaf spring 200 is transmitted to the axle 100 through the flexible piece 310. The flexible piece 310 can be made of rubber or composite material and the like which has elasticity and strong fatigue resistance. The flexible piece 310 can compensate for the relative displacement between the leaf spring 200 and the axle 100 through deformation. In addition, the rigid piece 320 is embedded in the flexible piece 310. The rigid piece 320 can be made of high-strength steel and the like which has large rigidity. The rigid piece 320 can provide support for the flexible piece 310 to prevent the flexible piece 310 from being excessively compressed and is conducive to improving the service life of the energy absorption structure 300. In addition, the rigid piece 320 also improves the overall rigidity of the energy absorption structure 300. When the vehicle runs on uneven road surface or performs steering operation, the relative displacement between the axle 100 and the leaf spring 200 occurs. The flexible piece 310 deforms to adapt to the displacement. The arrangement of the rigid piece 320 can make the flexible piece 310 provide sufficient support force within a small deformation range and also reduce the number of repeated deformations of the flexible pad. To some extent, the jumping of the vehicle during driving can be reduced and the stability of the vehicle during driving can be improved.

[0036] The action principle of the energy absorption structure 300 will be described in detail below, such as Figure 8As shown, in the conventional suspension structure, the leaf spring 200 is hinged to the frame at one end close to the front of the vehicle and swings around a center point at the other end close to the rear. If the leaf spring 200 does not deform, the center point is the position where the leaf spring 200 is hinged to the frame. However, in actual use, the leaf spring 200 will deform due to bending. Therefore, the actual rotation center 1 of the leaf spring is located in the region between the center point 2 of the leaf spring and the hinge point of the leaf spring 200. Since the axle 100 and the leaf spring 200 are rigidly connected, the center point 4 of the axle will swing along the swing trajectory 5 of the axle around a virtual axle rotation center 3. When the vehicle turns (for example, left turn), the vehicle will be subjected to a centrifugal force to the right, causing the vehicle to have a tendency to overturn to the right. At this time, on the rear suspension structure of the vehicle, the leaf spring 200 on the outer side of the vehicle (right side in the direction of travel of the vehicle) is compressed, and the leaf spring 200 on the inner side of the vehicle (left side in the direction of travel of the vehicle) recovers from deformation. For the leaf spring 200 on the outer side, the leaf spring 200 will swing away from the axle 100 around the leaf spring rotation center 1, and the axle 100 will also swing away from the ground around the axle rotation center 3 with the leaf spring 200. The outer side axle 100 will have a displacement close to the tail side of the vehicle in the length direction of the vehicle. The leaf spring 200 on the inner side recovers from deformation, causing the axle 100 on the inner side to have a displacement close to the head side of the vehicle in the length direction of the vehicle. Thus, the axle 100 as a whole rotates towards the outer side, causing the turning radius of the whole vehicle to decrease, resulting in oversteering. In addition, since the swing directions of the outer side axle 100 and the inner side axle 100 are different, the axle 100 itself also rotates around its own axis, causing the axle 100 to be subjected to greater stress.

[0037] In the present scheme, the energy absorption structure 300 is added between the leaf spring 200 and the axle 100, and the leaf spring 200 and the axle 100 are connected through the energy absorption structure 300. The load transmission between the leaf spring 200 and the axle 100 needs to pass through the energy absorption structure 300. In addition, by using the stiffness characteristics of the energy absorption structure 300, when the leaf spring 200 on the outer side is compressed, the energy absorption structure 300 will compensate for the displacement of the axle 100 in the length direction of the vehicle through deformation, thereby reducing the angle of rotation of the axle 100 and alleviating the oversteering condition, thereby improving the stability of the vehicle in travel. Furthermore, the setting of the energy absorption structure 300 also reduces the amplitude of the rotation of the axle 100 around its own axis, which is beneficial to reducing the internal stress of the axle 100 and improving the reliability of the axle 100. Figures 5 to 7 As shown, through dynamic simulation experiments on the conventional suspension structure and the suspension structure of the present scheme, it can be seen that after the energy absorption structure 300 is added, the center longitudinal displacement and the shaft rotation angle of the axle 100 are improved, the turning radius is increased, the understeering characteristics are effectively improved, and the stability of the vehicle in travel is improved.

[0038] As shown, through dynamic simulation experiments on the conventional suspension structure and the suspension structure of the present scheme, it can be seen that after the energy absorption structure 300 is added, the center longitudinal displacement and the shaft rotation angle of the axle 100 are improved, the turning radius is increased, the understeering characteristics are effectively improved, and the stability of the vehicle in travel is improved. Figure 3In an embodiment of the present application, the rigid member 320 is configured as a support plate 321, the support plate 321 is arranged in the flexible member 310 and extends along the width direction of the vehicle. The support plate 321 can be a steel plate, the support plate 321 can be arranged in the flexible member 310, the support plate 321 extends along the width direction of the vehicle, and the torsion resistance of the steel plate is used to better adapt to the torsion force of the axle 100 and further improve the support effect on the axle 100.

[0039] As shown in Figure 3 In an embodiment of the present application, a plurality of support plates 321 are arranged, the plurality of support plates 321 are arranged in cross, the ends of the plurality of support plates 321 can be connected, and of course the plurality of support plates 321 can also be designed as Figure 3 In the radial direction, in order to improve the connection strength, the plurality of support plates 321 can be connected by welding or integrally formed, the plurality of support plates 321 can further improve the rigidity of the energy absorption structure 300, the plurality of support plates 321 support each other, and the support effect on the flexible member 310 is also improved. In addition, the cross arrangement can make the rigid member 320 have better rigidity in different angles and directions, which is beneficial to further improve the effect of the rigid member 320.

[0040] As shown in Figure 4 In an embodiment of the present application, the connection edge of each support plate 321 extends along the width direction of the vehicle, and the connection edges of the plurality of support plates 321 are coincident and connected. In the present application, four support plates 321 can be arranged, the four support plates 321 are combined to form a structure with an X-shaped cross section, the four support plates 321 extend away from each other, and the structure can further improve the torsional rigidity of the rigid member 320 around the width direction of the vehicle, thereby improving the stability of the suspension structure. In addition, the above shape design can make the flexible member 310 have a limited thickness, the support plates 321 can adjust the included angle between each other, the size of the support plate 321 can be increased as much as possible, and the rigidity requirement of the energy absorption structure 300 is ensured.

[0041] As shown in Figure 2 In order to facilitate the assembly of the energy absorption structure 300, in an embodiment of the present application, the suspension structure further comprises a fastener 400, the fastener 400 penetrates the flexible member 310 and the rigid member 320 and is connected with the leaf spring 200. In the present application, the fastener 400 can be a center bolt on the leaf spring 200, the fastener 400 vertically penetrates the center of the flexible member 310 and the rigid member 320 and the leaf spring 200 and is fixed by screwing, so that the energy absorption structure 300 can be tightly attached to the leaf spring 200 during work, the force can be fully transmitted to the energy absorption structure 300, the assembly of the energy absorption structure 300 in the vehicle assembly process is facilitated, and the efficiency of the assembly is improved.

[0042] As Figure 3 In an embodiment of the present application, the energy absorbing structure 300 further comprises an end plate 330, the end plate 330 is arranged on the flexible member 310 on the side facing the leaf spring 200, and the end plate 330 abuts against the leaf spring 200. The end plate 330 can also be a steel plate, and the end plate 330 is attached to the bottom of the leaf spring 200, which can more evenly transmit the force between the flexible member 310 and the leaf spring 200, so that the flexible member 310 can more effectively play the role of energy absorption. In addition, the end plate 330 itself has a certain rigidity, and the end plate 330 can further enhance the rigidity of the energy absorbing structure 300.

[0043] In an embodiment of the present application, the flexible member 310, the rigid member 320 and the end plate 330 are integrally formed. In this scheme, the flexible member 310 can be made of rubber material to ensure that the flexible member 310 has sufficient service life, and the flexible member 310, the rigid member 320 and the end plate 330 can be integrally formed by vulcanization process. In this way, not only the production and manufacturing process can be simplified, the production cost is reduced, but also the connection strength and stability between the components in the energy absorbing structure 300 are improved, so that the entire suspension structure always maintains stable and reliable performance during long-term driving of the vehicle.

[0044] As Figure 3 In an embodiment of the present application, the flexible member 310 has a support side abutting against the axle 100, and the support side is provided with a rounded corner 311 at least at one end along the length direction of the vehicle. The rounded corner 311 is arranged on the end surface of the flexible member 310 abutting against the axle 100, and is arranged at both ends of the end surface along the length direction of the vehicle. The arrangement of the rounded corner 311 can reduce the local stress concentration of the edge of the flexible member 310, and reduce the risk of cracking and damage of the flexible member 310. In addition, the rounded corner 311 can ensure that the edge of the flexible member 310 can better fit the axle 100 when the flexible member 310 is compressed, and is conducive to improving the stability of the suspension structure when the axle 100 relatively displaces the leaf spring 200 in the length direction of the vehicle.

[0045] As Figure 3In another embodiment of the utility model, the flexible member 310 is further provided with a rigidity adjusting hole 312, the rigidity adjusting hole 312 is arranged on the flexible member 310 at least one end along the length direction of the vehicle, and the rigidity adjusting hole 312 extends along the width direction of the vehicle.In the scheme, the rigidity adjusting hole 312 is arranged on the flexible member 310 at both ends along the length direction of the vehicle, the rigidity adjusting hole 312 can reduce the sectional area of the region of both ends of the flexible member 310, reduce the rigidity of the region, so that the local rigidity of the flexible member 310 is adjusted, the rigidity of the central region of the energy absorption structure 300 is ensured, and when turning or driving on a bumpy road, the low-rigidity region is more easily deformed to compensate for the displacement of the leaf spring 200, further reducing the following of the axle 100.By adjusting the size, shape and position of the rigidity adjusting hole 312, the designer can flexibly adjust the rigidity characteristics of the flexible member 310, so that it better adapts to different vehicle use requirements and driving conditions.

[0046] The utility model also provides a vehicle, the vehicle includes car body and is located on the suspension structure of car body, suspension structure is used to connect car body and wheel, the specific structure of suspension structure refers to the above-mentioned embodiment, because the vehicle adopts all technical schemes of the above-mentioned all embodiments, therefore at least has all beneficial effects brought by the technical scheme of the above-mentioned embodiment, here will not repeat.

[0047] The above-mentioned is only the exemplary implementation of the utility model, and does not limit the patent range of the utility model, and all equivalent structural transformations made by the utility model specification and attached drawing contents, or direct / indirect application in other related technical fields under the technical concept of the utility model are included in the patent protection range of the utility model.

Claims

1. A suspension structure, characterized by, The suspension structure comprises: an axle; a leaf spring arranged on the axle; and an energy-absorbing structure comprising a flexible member and a rigid member embedded in the flexible member, the flexible member being arranged between the axle and the leaf spring, the energy-absorbing structure being arranged between the leaf spring and the axle and connecting the leaf spring and the axle to reduce the rotation angle of the axle when the vehicle is turning. The rigid member is configured as a support plate, the support plate being arranged in the flexible member and extending along the width direction of the vehicle.

2. The suspension structure of claim 1, wherein A plurality of the support plates are arranged in a cross manner.

3. The suspension structure of claim 2, wherein Each of the support plates is provided with a connecting edge extending along the width direction of the vehicle, and the connecting edges of the plurality of support plates are overlapped and connected.

4. The suspension structure of claim 3, wherein The suspension structure further comprises a fastener penetrating the flexible member and the rigid member and connected with the leaf spring.

5. The suspension structure of claim 1, wherein The energy-absorbing structure further comprises an end plate arranged on the side of the flexible member facing the leaf spring, the end plate being in abutment with the leaf spring.

6. The suspension structure of claim 5, wherein The material of the flexible member is configured as rubber; and / or the flexible member, the rigid member and the end plate are integrally formed.

7. The suspension structure of claim 6, wherein The flexible member has a support side in abutment with the axle, the support side being provided with a rounded corner at at least one end along the length direction of the vehicle.

8. The suspension structure of claim 1, wherein The flexible member is further provided with a rigidity adjusting hole arranged at at least one end along the length direction of the vehicle, the rigidity adjusting hole extending along the width direction of the vehicle.

9. The suspension structure of claim 1, wherein The suspension structure according to any one of claims 1 to 9.

10. A vehicle characterized by comprising: ​

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