Reinforcing suspension device for automobile refitting

Abstract

The utility model discloses a reinforcement suspension device for automobile refitting, which relates to the technical field of suspension devices, and comprises a control arm, the top of the control arm is provided with a double-cavity variable-diameter spiral spring component, and the double-cavity variable-diameter spiral spring component comprises a connecting plate. According to the double-cavity variable-diameter spiral spring assembly, the variable-diameter main body spring with the upper section small diameter and the lower section large diameter is combined with the short-size auxiliary spring, during small-amplitude vibration, the small-diameter part of the upper section can provide sensitive elastic response, and driving comfort is guaranteed; when a large load is borne or large jolting is encountered, the large-diameter part of the lower section provides strong supporting force, the auxiliary spring participates in work in time to cooperatively increase force, the comfort and bearing performance under different working conditions are effectively considered, meanwhile, the limiting rod can limit excessive stretching when the elastic piece is compressed to a large degree, and the service life of the elastic piece is prolonged. Damage risks caused by deviation or outrange deformation of the components are reduced, and the working stability and safety of the assembly are improved.

Description

Technical Field

[0001] This utility model relates to the field of suspension device technology, specifically to a force-enhancing suspension device for automobile modification. Background Technology

[0002] In the field of automotive modification, vehicles often need to cope with complex road conditions (such as off-road and heavy-duty transportation) and personalized performance requirements, which places higher demands on the load-bearing capacity, elastic response sensitivity and stability of the suspension system.

[0003] In the process of realizing this utility model, the inventors discovered that:

[0004] Traditional suspension springs are mostly of a single structure. Under small vibrations, their excessive rigidity may affect comfort, while under heavy loads or severe bumps, insufficient elasticity can lead to inadequate support, or even over-compression and damage. Furthermore, ordinary limiting structures often fail to effectively buffer and absorb energy from extreme impacts, posing safety hazards. Summary of the Invention

[0005] In order to solve the problems existing in the prior art, this utility model proposes a force-enhancing suspension device for automobile modification.

[0006] Therefore, the technical solution of this utility model is as follows: a force-enhancing suspension device for automobile modification, including a control arm, a double-chamber variable diameter helical spring assembly at the top of the control arm, the double-chamber variable diameter helical spring assembly including a connecting plate, a first elastic element fixedly installed at the bottom of the connecting plate, a sleeve sleeved on the inner wall of the first elastic element, a limit rod fixedly installed on the inner wall of the sleeve, and a second elastic element sleeved on the side of the sleeve near the limit rod.

[0007] Preferably, the side of the first elastic element away from the connecting plate is fixedly installed to the top of the control arm, and the bottom of the sleeve is fixedly installed to the top of the control arm. This technical solution clarifies the connection method between the first elastic element and the sleeve and the control arm, enabling the first elastic element to stably apply elastic force to the control arm, ensuring that it can fully exert its elastic effect when under stress, and providing continuous and effective support for the suspension device.

[0008] Preferably, in the dual-cavity variable diameter helical spring assembly, the first elastic element is the main spring, which adopts a variable diameter structure with the upper section diameter smaller than the lower section diameter, and the second elastic element is an auxiliary spring with a length one-third of the length of the first elastic element. In this technical solution, the first elastic element is designed as a variable diameter main spring with an upper section of smaller diameter and a lower section of larger diameter. The upper section of smaller diameter can provide a more sensitive elastic response during small-amplitude vibrations, ensuring driving comfort.

[0009] Preferably, the top of the dual-cavity variable diameter helical spring assembly is provided with a limiting composite block, which is fixedly installed on the top of the connecting plate. In this technical solution, the limiting composite block is used to limit the excessive compression of the spring assembly. The limiting composite block will "hold" the spring and prevent it from being compressed beyond its own bearing capacity.

[0010] Preferably, the inner wall of the control arm is rotatably connected to a wheel hub, the outer wall of the wheel hub is rotatably connected to a suspension link, and the outer wall of the suspension link is rotatably connected to a crossbeam. In this technical solution, the inner wall of the control arm is rotatably connected to the wheel hub, which ensures the normal rotation function of the wheel hub and allows the wheel to rotate flexibly.

[0011] Preferably, the limiting composite block includes a bottom layer, a middle layer fixedly installed on the top of the bottom layer, and a top layer fixedly installed on the top of the middle layer. The outer wall of the middle layer is provided with honeycomb grooves. In this technical solution, the limiting composite block adopts a three-layer structure design, which can further buffer the impact force while limiting the excessive compression of the spring assembly. The spring steel sheet of its top layer is matched with the maximum compression stroke of the spring assembly, which can accurately control the compression limit of the spring.

[0012] Preferably, the bottom layer is a high-density rubber layer, the honeycomb groove is a honeycomb aluminum structure layer, and the top layer is a spring steel sheet layer. The honeycomb aluminum structure layer can withstand an impact force of 20 kN. In this technical solution, the bottom layer of the limiting composite block is a high-density rubber layer. When the spring assembly is compressed to a certain extent, it will first contact the bottom layer and use the elasticity of the rubber to initially absorb the impact. The middle layer is a honeycomb aluminum structure layer with honeycomb grooves. This structure can disperse the force through deformation, perform secondary buffering, and can withstand an impact force of 1 kN.

[0013] Preferably, the top layer of spring steel sheet serves as the final rigid limiting structure, which is adapted to the maximum compression stroke of the dual-cavity variable-diameter helical spring assembly. In this technical solution, the top layer of spring steel sheet serves as the final rigid limiting structure, which is adapted to the maximum compression stroke of the dual-cavity variable-diameter helical spring assembly. This allows it to accurately play a limiting role when the spring assembly reaches its maximum compression, preventing the spring assembly from exceeding its own tolerance limit and being damaged.

[0014] Beneficial Effects: Compared with existing technologies, this utility model, by setting a dual-cavity variable-diameter helical spring assembly, adopts a combination of a variable-diameter main spring with an upper section of thinner diameter and a lower section of thicker diameter, and a short-sized auxiliary spring. During small-amplitude vibrations, the upper section of thinner diameter provides a sensitive elastic response, ensuring driving comfort; when bearing larger loads or encountering significant bumps, the lower section of thicker diameter provides strong support, and the auxiliary spring promptly participates in the work to increase force, effectively balancing comfort and load-bearing capacity under different working conditions. Simultaneously, the limiting rod can restrict excessive extension and retraction when the elastic element is compressed to its maximum extent, reducing the risk of damage caused by component misalignment or over-range deformation, and improving the stability and safety of the assembly. Furthermore, by setting a three-layer structure (high-density rubber layer + honeycomb aluminum structure layer + ... The spring steel sheet layer and honeycomb groove design can gradually absorb energy through multi-layer buffering when subjected to impact. The honeycomb aluminum structure layer can withstand an impact force of 20 kN, which greatly reduces the impact of impact on the spring assembly and body under extreme working conditions and improves the buffering and energy absorption effect. The top spring steel sheet layer is matched with the maximum compression stroke of the dual-cavity variable diameter helical spring assembly, which can accurately play a rigid limiting role when the spring reaches the limit compression. This avoids premature limiting affecting the normal elastic function of the spring, and prevents premature limiting from causing component damage, ensuring the timeliness and accuracy of limiting. Attached Figure Description

[0015] Figure 1 This is a three-dimensional representation of the present invention. Figure 1 .

[0016] Figure 2 This is a three-dimensional representation of the present invention. Figure 2 .

[0017] Figure 3 This is a structural diagram of the present invention without the crossbeams, etc.

[0018] Figure 4 This is an exploded view of the limiting composite block of this utility model.

[0019] Figure 5 This is an exploded view of the assembly of the dual-cavity variable diameter helical spring assembly of this utility model.

[0020] Figure 6 yes Figure 4 Enlarged view of point A in the middle.

[0021] The figure shows: 1. Control arm; 2. Dual-chamber variable diameter helical spring assembly; 3. Wheel hub; 4. Limiting composite block; 5. Suspension link; 6. Crossbeam; 201. Connecting plate; 202. First elastic element; 203. Sleeve; 204. Limiting rod; 205. Second elastic element; 401. Bottom layer; 402. Middle layer; 403. Top layer; 404. Honeycomb groove. Detailed Implementation

[0022] The technical solution of this utility model will be clearly and completely described below with reference to the accompanying drawings, but this embodiment should not be construed as a limitation of this utility model.

[0023] This utility model is as follows Figures 1 to 6 As shown:

[0024] A force-enhancing suspension device for automobile modification includes a control arm 1. The top of the control arm 1 is provided with a dual-chamber variable diameter helical spring assembly 2. The dual-chamber variable diameter helical spring assembly 2 includes a connecting plate 201. A first elastic element 202 is fixedly installed at the bottom of the connecting plate 201. A sleeve 203 is sleeved on the inner wall of the first elastic element 202. A limit rod 204 is fixedly installed on the inner wall of the sleeve 203. A second elastic element 205 is sleeved on the side of the sleeve 203 near the limit rod 204.

[0025] In this embodiment, the side of the first elastic element 202 away from the connecting plate 201 is fixedly installed with the top of the control arm 1, and the bottom of the sleeve 203 is fixedly installed with the top of the control arm 1. This technical solution clarifies the connection method between the first elastic element 202 and the sleeve 203 and the control arm 1, enabling the first elastic element 202 to stably apply elastic force to the control arm 1, ensuring that it can fully exert its elastic effect when under force, providing continuous and effective support for the suspension device. The fixed installation of the sleeve 203 with the control arm 1 ensures the stability of its position, thereby making the working environment of the limit rod 204 and the second elastic element 205 more stable, improving the overall integrity of the suspension device structure and the effectiveness of force transmission, and reducing safety hazards caused by component loosening.

[0026] In this embodiment, the first elastic element 202 in the dual-cavity variable-diameter helical spring assembly 2 is the main spring, adopting a variable-diameter structure of "upper section with a thinner diameter + lower section with a thicker diameter". The second elastic element 205 is an auxiliary spring, and its length is one-third of the length of the first elastic element 202. In this technical solution, the first elastic element 202 is designed as a variable-diameter main spring with "upper section with a thinner diameter + lower section with a thicker diameter". The upper section with a thinner diameter provides a more sensitive elastic response when there is a small amplitude vibration, ensuring driving comfort; the lower section with a thicker diameter provides stronger support when bearing a larger load, improving the load-bearing capacity of the suspension. The second elastic element 205, as an auxiliary spring, is one-third the length of the first elastic element 202. When the car encounters a large bump or a heavy load, it can promptly participate in the work, working together with the first elastic element 202 to increase the force, compensating for the insufficient elasticity of the main spring under heavy loads, so that the suspension device can maintain good performance under different road conditions and load conditions, balancing comfort and load-bearing capacity.

[0027] In this embodiment, a limiting composite block 4 is provided at the top of the dual-cavity variable-diameter helical spring assembly 2, and the limiting composite block is fixedly installed on the top of the connecting plate 201. In this technical solution, the bottom of the limiting composite block 4 and the top of the dual-cavity variable-diameter helical spring assembly maintain a preset gap during movement. (The bottom of the limiting composite block 4, i.e., the bottom layer 401, is directly fixed to the top of the connecting plate 201. The preset gap here does not refer to the gap between the bottom of the limiting composite block 4 and the connecting plate 201, but to the initial distance between the lower surface of the bottom layer 401 of the limiting composite block 4 and the top of the elastic structure in the dual-cavity variable-diameter helical spring assembly 2. The top of the dual-cavity variable-diameter helical spring assembly 2 specifically refers to the elastically deformable part of the assembly (mainly the top of the first elastic element 202), not the connecting plate 201 itself. The top of the first elastic element 202 (main spring) is fixed to the bottom of the connecting plate 201, but as a helical spring, it is free to move.) The spring has a natural elongation (when unloaded), so an initial gap is formed between its top (the end connected to the connecting plate 201) and the bottom of the limiting composite block 4 at the top of the connecting plate 201 due to the spring's natural length. This gap limits the excessive compression of the spring assembly. When the spring assembly is compressed to near its limit under extreme load, its top abuts against the bottom of the limiting composite block 4, which, through rigid support, prevents the spring from continuing to compress. When the car encounters severe bumps (such as going over potholes or being overloaded), and the spring assembly is significantly compressed, this gap gradually decreases until the top of the spring assembly touches the limiting composite block 4. At this point, the limiting composite block 4 "holds" the spring, preventing it from being compressed beyond its capacity (over-compression), thus protecting the spring from damage.

[0028] In this embodiment, a wheel hub 3 is rotatably connected to the inner wall of the control arm 1, a suspension link 5 is rotatably connected to the outer wall of the wheel hub 3, and a crossbeam 6 is rotatably connected to the outer wall of the suspension link 5. In this technical solution, the rotatable connection of the wheel hub 3 to the inner wall of the control arm 1 ensures the normal rotation function of the wheel hub 3, allowing the wheel to rotate flexibly. The suspension link 5 connects the wheel hub 3 to the crossbeam 6, forming a reasonable force transmission path. When the wheel is subjected to ground impact, the impact force can be transmitted to the crossbeam 6 through the wheel hub 3 and suspension link 5, and then dispersed to the vehicle body, reducing damage to individual components. This connection method also improves the overall coordination of the suspension system, allowing the components to cooperate more smoothly under steering, bumpy, and other conditions, improving driving stability and handling.

[0029] In this embodiment, the limiting composite block 4 includes a bottom layer 401, a middle layer 402 fixedly installed on the top of the bottom layer 401, and a top layer 403 fixedly installed on the top of the middle layer 402. The outer wall of the middle layer 402 has honeycomb grooves 404. In this technical solution, the limiting composite block 4 adopts a three-layer structure design, which can further buffer impact force while limiting excessive compression of the spring assembly. The spring steel sheet of its top layer 403 matches the maximum compression stroke of the spring assembly, which can precisely control the compression limit of the spring. This avoids damage caused by "over-compression" of the spring, and also prevents premature restriction of the spring's normal working stroke, thus balancing the elastic function of the suspension and structural safety.

[0030] In this embodiment, the bottom layer 401 is a high-density rubber layer, the honeycomb groove 404 is a honeycomb aluminum structure layer, and the top layer 403 is a spring steel sheet layer. The honeycomb groove 404 aluminum structure layer can withstand an impact force of 20 kN. In this technical solution, the bottom layer 401 of the limiting composite block 4 is a high-density rubber layer. When the spring assembly is compressed to a certain extent, it will first contact the bottom layer 401 and use the elasticity of the rubber to initially absorb the impact. The middle layer 402 is a honeycomb aluminum structure layer with honeycomb grooves 404. This structure can disperse the force through deformation and perform secondary buffering, and can withstand an impact force of 20 kN (approximately equivalent to the pressure of a 2-ton weight). The top layer 403 is a spring steel sheet layer. As the last rigid limiting structure, it will play a role when there is still a large impact force after the first two layers of buffering, ensuring that the entire structure will not be damaged due to excessive compression. As a solid backing, it ensures that the limiting composite block 4 will not be easily damaged when subjected to extreme impact. The combination of multiple materials makes the limiting composite block 4 take into account both buffering and high strength, improving the protection effect on the spring assembly.

[0031] In this embodiment, the top layer 403, consisting of spring steel sheets, serves as the final rigid limiting structure, perfectly matching the maximum compression stroke of the dual-cavity variable-diameter helical spring assembly 2. This top layer of spring steel sheets, acting as the final rigid limiting structure, precisely limits the spring assembly when it reaches its maximum compression, preventing damage due to exceeding its limits. This compatibility ensures timely and accurate limiting, preventing premature limiting that could affect the normal elasticity of the spring assembly, and avoiding delayed limiting that could damage it. This further improves the safety and reliability of the suspension device and extends its service life.

[0032] The working principle of this utility model:

[0033] When the car is not moving or is on a smooth road surface, the dual-chamber variable diameter coil spring assembly 2 is in its naturally extended state. At this time, the first elastic element 202 (main spring) provides basic support force to the connecting plate 201 and control arm 1 through its own elastic deformation, and evenly transfers the weight of the car body to the control arm 1. Since the length of the second elastic element 205 (auxiliary spring) is only one-third of that of the first elastic element 202, it does not participate in the force at this time. The sleeve 203 and the limiting rod 204 remain relatively stationary, providing a stable structural foundation for subsequent force deformation. At the same time, the wheel hub 3 maintains a free rotation state through its rotational connection with the control arm 1, and the suspension link 5 and the crossbeam 6 are also in their initial connection positions, ensuring the relative position stability between the wheel and the car body.

[0034] When the car is driving on a slightly bumpy road, the impact force on the wheel is transmitted to the control arm 1 through the wheel hub 3, causing the control arm 1 to make a slight upward displacement. At this time, the upper narrow section of the first elastic element 202 first undergoes elastic deformation. Its narrow diameter design makes it more elastically sensitive under small loads and can quickly absorb small-amplitude vibration energy. The reaction force generated by the deformation is fed back to the wheel through the control arm 1, offsetting part of the impact force, reducing the vibration transmission of the car body, and ensuring driving comfort. During this process, since the impact force is small, the second elastic element 205 is still not in contact with the force, and the limiting composite block 4 is also in a non-working state.

[0035] When the car is carrying a medium load or driving on a moderately bumpy road, the upward displacement of the control arm 1 increases, and the deformation of the first elastic element 202 deepens. The lower, thicker section begins to bear the main load, and its thicker structure provides stronger support to prevent excessive deformation. As the first elastic element 202 is compressed, the connecting plate 201 gradually approaches the control arm 1. When the compression reaches two-thirds of the length of the first elastic element 202, the connecting plate 201 contacts the second elastic element 205, and the second elastic element 205 begins to undergo elastic deformation. As an auxiliary spring, it works in conjunction with the first elastic element 202. At the same time, through the guiding action of the sleeve 203, it ensures that the deformation directions of the first elastic element 202 and the second elastic element 205 are perpendicular, preventing lateral deviation. When the car encounters a large bump (such as driving over a speed bump), When the vehicle is under heavy load, the upward displacement of the control arm 1 increases further, and the compression of the first elastic element 202 and the second elastic element 205 reaches a large extent. The lower section of the thicker diameter of the first elastic element 202 fully exerts its high-strength support function, while the second elastic element 205 provides additional force through maximum deformation. At this time, the limit rod 204 begins to limit the excessive extension and retraction within the sleeve 203 to prevent the elastic element from being damaged due to excessive deformation. At the same time, the connecting plate 201 gradually moves upward toward the limit composite block 4 as the spring is compressed, preparing for the upcoming extreme compression. When the vehicle encounters severe bumps or extreme loads (such as large potholes in off-road conditions), the upward displacement of the control arm 1 reaches its maximum, and the first elastic element 202 and the second elastic element 205 are compressed to near their limit. At this point, the connecting plate 201 contacts the bottom layer 401 (high-density rubber layer) of the limiting composite block 4. The bottom layer 401 deforms due to its good elasticity, first absorbing some of the impact energy and reducing the vibration caused by the rigid collision. As compression continues, the middle layer 402 (honeycomb aluminum structure layer) begins to bear force. The honeycomb groove 404 undergoes plastic deformation through the deformation of the honeycomb structure, absorbing a large amount of impact force (capable of withstanding 20 kN of impact force), further buffering the impact. When the compression reaches the maximum compression stroke of the dual-cavity variable diameter helical spring assembly 2, the top layer 403 (spring steel sheet layer) acts as the last rigid limiting structure and contacts the connecting plate 201. It uses its high strength characteristics to prevent excessive compression and avoid damage to components such as the spring assembly and control arm 1 due to excessive stress.

[0036] Any aspects not described in detail in this specification are techniques well-known in the art.

[0037] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A force-enhancing suspension device for automobile modification, comprising a control arm (1), characterized in that: The top of the control arm (1) is provided with a double-cavity variable diameter helical spring assembly (2). The double-cavity variable diameter helical spring assembly (2) includes a connecting plate (201). A first elastic element (202) is fixedly installed at the bottom of the connecting plate (201). A sleeve (203) is sleeved on the inner wall of the first elastic element (202). A limit rod (204) is fixedly installed on the inner wall of the sleeve (203). A second elastic element (205) is sleeved on the side of the sleeve (203) near the limit rod (204).

2. The vehicle modification suspension device according to claim 1, characterized in that: The first elastic element (202) is fixedly installed on the side away from the connecting plate (201) and the top of the control arm (1), and the bottom of the sleeve (203) is fixedly installed on the top of the control arm (1).

3. The vehicle modification suspension device according to claim 1 or 2, characterized in that: In the dual-cavity variable diameter helical spring assembly (2), the first elastic element (202) is the main spring, which adopts a variable diameter structure with the upper section diameter smaller than the lower section diameter, and the second elastic element (205) is the auxiliary spring, and its length is one-third of the length of the first elastic element (202).

4. The vehicle modification suspension device according to claim 3, characterized in that: The top of the dual-cavity variable diameter helical spring assembly (2) is provided with a limiting composite block (4), which is fixedly installed on the top of the connecting plate (201).

5. A vehicle modification suspension device according to claim 1, 2, or 4, characterized in that: The inner wall of the control arm (1) is rotatably connected to a hub (3), the outer wall of the hub (3) is rotatably connected to a suspension link (5), and the outer wall of the suspension link (5) is rotatably connected to a crossbeam (6).

6. The vehicle modification suspension device according to claim 4, characterized in that: The limiting composite block (4) includes a bottom layer (401), a middle layer (402) is fixedly installed on the top of the bottom layer (401), a top layer (403) is fixedly installed on the top of the middle layer (402), and a honeycomb groove (404) is opened on the outer wall of the middle layer (402).

7. The vehicle modification suspension device according to claim 6, characterized in that: The bottom layer (401) is a high-density rubber layer, the honeycomb groove (404) is a honeycomb aluminum structure layer, the top layer (403) is a spring steel sheet layer, and the honeycomb groove (404) aluminum structure layer can withstand an impact force of 20 kN.

8. The vehicle modification suspension device according to claim 7, characterized in that: The spring steel sheet layer of the top layer (403) serves as the last rigid limiting structure, which is adapted to the maximum compression stroke of the dual-cavity variable diameter helical spring assembly (2).

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