Passenger car suspension shock absorber connector assembly

Abstract

The utility model discloses a passenger car suspension shock absorber connector assembly which comprises a shock absorber body, a connecting rod is arranged at one end of the shock absorber body, a mounting seat is arranged at one end of the connecting rod, a rotating rod is inserted into the mounting seat in a rotating mode, an installer is arranged at one end of the rotating rod, a locking mechanism is arranged on the rotating rod, and the locking mechanism is connected with the mounting seat. The locking mechanism converts rotating movement into axial movement of the movable sleeve through threaded transmission of the rotating sleeve and the movable sleeve, and then the first attaching block and the second attaching block are driven to make contact with or be disengaged from friction increasing sleeves on the mounting base and the fixed sleeve through a push block, an extension arm and other components. When the angle needs to be adjusted, the first attaching block and the second attaching block are separated from the friction increasing sleeve, the rotating rod can freely rotate, and continuous angle adjustment is achieved; after adjustment is completed, the first attaching block and the second attaching block make close contact with the friction increasing sleeve, the rotating rod is locked through friction force, the angle is fixed, through the design, the locking stability is improved, and accurate adjustment and fixation of the angle can be achieved.

Description

Technical Field

[0001] This utility model relates to the field of YY technology, specifically to a passenger vehicle suspension shock absorber connector assembly. Background Technology

[0002] Shock absorbers are used to suppress the oscillations when the spring absorbs shock and the impact from the road surface. They are widely used in automobiles to accelerate the attenuation of vibrations in the frame and body, thereby improving the ride comfort of the car. In the current use of passenger suspension shock absorber connectors, the position of the connector is fixed. Therefore, in situations where space is limited, the connector may not be able to be installed, thus affecting its applicability.

[0003] A search revealed that patent CN222229291U discloses a passenger vehicle suspension shock absorber connector assembly, including a shock absorber body. The shock absorber body includes a fixed cylinder, and a guide sleeve is fixedly connected to the top of the fixed cylinder. This passenger vehicle suspension shock absorber connector assembly uses a mounting base to drive a connecting column to rotate. The rotation of the connecting column drives a rotating seat to rotate, which in turn drives a retaining seat to rotate. The retaining seat slides inside a retaining groove. When the retaining seat rotates to the edge of the retaining groove, the rotation causes a torsion spring to deform. When the retaining seat rotates into the retaining groove, the torsion spring returns to its original deformation, allowing it to firmly fit inside the retaining groove, thus achieving an adjustment effect. This solves the problem that existing passenger vehicle suspension shock absorber connectors have a fixed connector position, which may prevent installation in confined spaces, affecting their applicability.

[0004] In the aforementioned prior art, on the one hand, its rotation range depends on the fit between the slot and the seat, which means that the rotation range can only be segmented, that is, the connector can only be positioned at a few fixed angle positions, and continuous angle adjustment is not possible. This makes it difficult to meet the fine adjustment requirements of connector angle for different vehicle models and different installation spaces, thus reducing its practicality. On the other hand, during vehicle operation, the shock absorber will be constantly subjected to vibration and impact. After long-term use, the fit between the seat and the slot is prone to loosening, resulting in structural instability. Utility Model Content

[0005] The purpose of this section is to outline some aspects of the embodiments of this utility model and to briefly introduce some preferred embodiments. Simplifications or omissions may be made in this section, as well as in the abstract and title of this application, to avoid obscuring the purpose of these documents; however, such simplifications or omissions should not be used to limit the scope of this utility model.

[0006] In view of the problems existing in the above and / or existing passenger car suspension shock absorber connector assemblies, this utility model is proposed.

[0007] To solve the above-mentioned technical problems, according to one aspect of the present invention, the present invention provides the following technical solution:

[0008] A passenger vehicle suspension shock absorber connector assembly includes a shock absorber body, a connecting rod at one end of the shock absorber body, a mounting base at one end of the connecting rod, a rotating rod inserted into and rotatably mounted in the mounting base, an installer at one end of the rotating rod, and a locking mechanism on the rotating rod.

[0009] As a preferred embodiment of the passenger vehicle suspension shock absorber connector assembly described in this utility model, the locking mechanism includes a rotating sleeve rotatably mounted on the outer wall of the rotating rod, a movable sleeve being threaded onto the outer wall of the rotating sleeve via a threaded portion, and the movable sleeve being slidably mounted on the outer wall of the rotating rod. Evenly distributed push blocks are provided on the outer wall of the movable sleeve, and an extension arm is slidably mounted on the outer wall of the push blocks. Evenly distributed movable blocks are slidably mounted on one side of the shock absorber body, a limit frame is provided on the outer wall of the movable blocks, and the extension arm is inserted into the limit frame and slidably mounted.

[0010] As a preferred embodiment of the passenger vehicle suspension shock absorber connector assembly described in this utility model, the movable block has symmetrically opened grooves on its outer wall, and an insert block is slidably installed in the groove, and the insert block is set on the extension arm.

[0011] As a preferred embodiment of the passenger vehicle suspension shock absorber connector assembly described in this utility model, a first clamping block is provided under the bottom surface of the extension arm.

[0012] As a preferred embodiment of the passenger vehicle suspension shock absorber connector assembly described in this utility model, a fixing sleeve is also provided on the outer wall of the connecting rod, and a second fastening block is provided under the bottom surface of the extension arm.

[0013] As a preferred embodiment of the passenger vehicle suspension shock absorber connector assembly described in this utility model, friction-increasing sleeves are fitted on the outer walls of both the fixing sleeve and the mounting base.

[0014] As a preferred embodiment of the passenger vehicle suspension shock absorber connector assembly described in this utility model, the bottom surfaces of the first and second fastening blocks are each provided with several grooves.

[0015] Compared with the prior art, the beneficial effects of this utility model are:

[0016] In this design, the locking mechanism converts rotational motion into axial movement of the movable sleeve through the threaded transmission of the rotating sleeve and the movable sleeve. This movement, along with components such as the push block and the extension arm, causes the first and second contacting blocks to contact or disengage from the friction-enhancing sleeve on the mounting base and the fixed sleeve. When angle adjustment is required, the first and second contacting blocks disengage from the friction-enhancing sleeve, allowing the rotating rod to rotate freely and achieve continuous angle adjustment. After adjustment, the first and second contacting blocks are brought into close contact with the friction-enhancing sleeve, and the rotating rod is locked using friction to fix the angle. This design improves the stability of the locking mechanism and enables precise angle adjustment and fixation. Attached Figure Description

[0017] To more clearly illustrate the technical solutions of the embodiments of this utility model, the present utility model will be described in detail below with reference to the accompanying drawings and detailed embodiments. 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 these drawings without creative effort. Among them:

[0018] Figure 1 This is a schematic diagram of the overall structure of a passenger vehicle suspension shock absorber connector assembly according to the present invention;

[0019] Figure 2 for Figure 1 Enlarged view of point A in the middle;

[0020] Figure 3 This is a front view of the extension arm structure of a passenger vehicle suspension shock absorber connector assembly according to the present invention.

[0021] Figure 4 This is a schematic diagram of the mounting base and rotating rod mating structure of a passenger vehicle suspension shock absorber connector assembly according to this utility model.

[0022] In the diagram: 1. Shock absorber body; 2. Mounting device; 3. Fixing sleeve; 4. Connecting rod; 5. Mounting base; 6. Rotating rod; 7. Rotating sleeve; 8. Threaded part; 9. Moving sleeve; 10. Movable block; 11. Push block; 12. Slide groove; 13. Insert block; 14. Extension arm; 15. Limiting frame; 16. First clamping block; 17. Second clamping block. Detailed Implementation

[0023] To make the above-mentioned objectives, features and advantages of this utility model more apparent and understandable, the specific embodiments of this utility model will be described in detail below with reference to the accompanying drawings.

[0024] Secondly, this utility model is described in detail with reference to the schematic diagrams. When describing the embodiments of this utility model, for ease of explanation, the cross-sectional views showing the device structure may be partially enlarged, not according to the usual scale. Furthermore, the schematic diagrams are merely examples and should not limit the scope of protection of this utility model. In addition, in actual manufacturing, the three-dimensional spatial dimensions of length, width, and depth should be included.

[0025] To make the objectives, technical solutions, and advantages of this utility model clearer, the embodiments of this utility model will be described in further detail below with reference to the accompanying drawings.

[0026] Example

[0027] Please see Figures 1-4 This utility model provides a technical solution:

[0028] A passenger vehicle suspension shock absorber connector assembly allows for continuous angle adjustment and secure locking, meeting the needs of different vehicle models and installation spaces, thus improving practicality.

[0029] The connector assembly includes a shock absorber body 1, with a connecting rod 4 welded to one end of the shock absorber body 1 and a mounting base 5 welded to the other end of the connecting rod 4. The mounting base 5 is a hollow cylindrical structure. A rotating rod 6 is inserted into and rotatably mounted in the mounting base 5 via bearings. The rotating rod 6 can rotate freely in the mounting base 5. An installer 2 is provided at one end of the rotating rod 6 for connecting with other automotive components. A locking mechanism is provided on the rotating rod 6 to lock the rotation angle of the rotating rod 6.

[0030] The locking mechanism includes a rotating sleeve 7 rotatably mounted on the outer wall of the rotating rod 6 via a bearing. The outer wall of the rotating sleeve 7 is machined with a threaded portion 8, and a movable sleeve 9 is screwed onto the threaded portion 8. The movable sleeve 9 is slidably mounted on the outer wall of the rotating rod 6. Rotating the rotating sleeve 7 can drive the movable sleeve 9 to slide along the axial direction of the rotating rod 6. The outer wall of the movable sleeve 9 is welded with evenly distributed push blocks 11. An extension arm 14 is slidably mounted on the outer wall of the push block 11. The extension arm 14 can move relative to the push block 11. A movable block 10 is slidably mounted on one side of the shock absorber body 1. The movable block 10 can move around the center.

[0031] A limit frame 15 is provided on the outer wall of the movable block 10. The extension arm 14 is inserted into the limit frame 15 and slidably installed. The limit frame 15 guides the movement of the extension arm 14. A sliding groove 12 is symmetrically opened on the outer wall of the movable block 10. An insert block 13 is slidably installed in the sliding groove 12. The insert block 13 is set on the extension arm 14. When the extension arm 14 moves, it drives the insert block 13 to slide in the sliding groove 12.

[0032] The bottom surface of the extension arm 14 is bonded with a first fastening block 16, which is made of rubber and has a rough surface. A fixing sleeve 3 is also welded to the outer wall of the connecting rod 4. The bottom surface of the extension arm 14 is bonded with a second fastening block 17, which is also made of rubber and has a rough surface.

[0033] Both the fixing sleeve 3 and the mounting base 5 are fitted with friction-enhancing sleeves, which are rubber sleeves with anti-slip textures on the surface. The bottom surfaces of the first clamping block 16 and the second clamping block 17 are provided with several grooves to increase the friction with the friction-enhancing sleeves.

[0034] The locking mechanism converts rotational motion into axial movement of the movable sleeve 9 through the threaded transmission of the rotating sleeve 7 and the movable sleeve 9. This movement, in turn, drives the first and second pressing blocks 16 and 17 to contact or disengage from the friction-enhancing sleeve on the mounting base 5 and the fixed sleeve 3 via components such as the push block 11 and the extension arm 14. When angle adjustment is required, the first and second pressing blocks are disengaged from the friction-enhancing sleeve, allowing the rotating rod 6 to rotate freely and achieve continuous angle adjustment. After adjustment, the first and second pressing blocks are brought into close contact with the friction-enhancing sleeve, and the rotating rod 6 is locked by friction to fix the angle. The grooves of the first and second pressing blocks 16 and 17 cooperate with the anti-slip texture of the friction-enhancing sleeve, increasing friction and improving the stability of the locking mechanism.

[0035] When the angle of the mount 2 needs to be adjusted, rotate the rotating sleeve 7 in the reverse direction. The rotating sleeve 7 drives the moving sleeve 9 to move upward along the rotating rod 6 through the threaded part 8. The moving sleeve 9 drives the push block 11 to move, and the insert block 13 slides upward in the slide groove 12. The extension arm 14 moves synchronously. The first clamping block 16 and the second clamping block 17 disengage from the friction-enhancing sleeves on the mounting base 5 and the fixed sleeve 3, respectively. The locking mechanism is unlocked. At this time, the rotating rod 6 can be rotated freely to drive the mount 2 to rotate to the required angle. After the angle adjustment is completed, rotate the rotating sleeve 7 in the forward direction to drive the moving sleeve 9 to move. The push block 11 and the insert block 13 slide upward in the slide groove. Slide 12 downwards, and extend arm 14 moves synchronously, so that the first clamping block 16 and the second clamping block 17 are tightly pressed against the friction-enhancing sleeve on the mounting base 5 and the fixing sleeve 3, respectively. Since the first clamping block 16 and the second clamping block 17 are made of rubber and have grooves on their surfaces, they generate a large friction force after contacting the friction-enhancing sleeve, thereby restricting the rotation of the rotating rod 6 and achieving angle locking. During driving, the locking mechanism remains locked. Even if subjected to vibration and impact, the friction force between the first clamping block 16, the second clamping block 17 and the friction-enhancing sleeve can ensure that the rotating rod 6 will not easily rotate, ensuring structural stability.

[0036] Although the present invention has been described above with reference to embodiments, various modifications can be made and components can be replaced with equivalents without departing from the scope of the present invention. In particular, as long as there is no structural conflict, the features in the embodiments disclosed in this invention can be combined with each other in any way. The lack of an exhaustive description of these combinations in this specification is merely for the sake of brevity and resource conservation. Therefore, the present invention is not limited to the specific embodiments disclosed herein, but includes all technical solutions falling within the scope of the claims.

Claims

1. A passenger vehicle suspension shock absorber connector assembly, characterized in that, The device includes a shock absorber body (1), a connecting rod (4) is provided at one end of the shock absorber body (1), a mounting base (5) is provided at one end of the connecting rod (4), a rotating rod (6) is inserted into and rotatably installed in the mounting base (5), an installer (2) is provided at one end of the rotating rod (6), and a locking mechanism is provided on the rotating rod (6).

2. The passenger vehicle suspension shock absorber connector assembly according to claim 1, characterized in that, The locking mechanism includes a rotating sleeve (7) rotatably mounted on the outer wall of the rotating rod (6). A movable sleeve (9) is screwed onto the outer wall of the rotating sleeve (7) via a threaded portion (8). The movable sleeve (9) is slidably mounted on the outer wall of the rotating rod (6). A push block (11) is evenly distributed on the outer wall of the movable sleeve (9). An extension arm (14) is slidably mounted on the outer wall of the push block (11). A movable block (10) is evenly distributed on one side of the shock absorber body (1). A limit frame (15) is provided on the outer wall of the movable block (10). The extension arm (14) is inserted into the limit frame (15) and slidably mounted.

3. The passenger vehicle suspension shock absorber connector assembly according to claim 2, characterized in that, The movable block (10) has symmetrically provided grooves (12) on its outer wall. A plug (13) is slidably installed in the groove (12) and is provided on the extension arm (14).

4. A passenger vehicle suspension shock absorber connector assembly according to claim 2, characterized in that, A first abutting block (16) is provided on the bottom surface of the extension arm (14).

5. A passenger vehicle suspension shock absorber connector assembly according to claim 4, characterized in that, A fixing sleeve (3) is also provided on the outer wall of the connecting rod (4), and a second fastening block (17) is provided under the bottom surface of the extension arm (14).

6. A passenger vehicle suspension shock absorber connector assembly according to claim 5, characterized in that, Both the fixing sleeve (3) and the mounting base (5) are fitted with friction-enhancing sleeves on their outer walls.

7. A passenger vehicle suspension shock absorber connector assembly according to claim 5, characterized in that, The bottom surfaces of the first and second adhesive blocks (16 and 17) are provided with several grooves.

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