Shock absorber and knuckle mounting structure
By introducing an interlocking mechanism between the shock absorber and the steering knuckle, the failure problem of the double-bolt connection structure was solved, functional separation and simplified assembly were achieved, and the reliability of the connection and production efficiency were improved.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- 青岛鸿日汽车科技有限公司
- Filing Date
- 2025-09-08
- Publication Date
- 2026-06-26
AI Technical Summary
In the existing technology, the double-bolt connection structure between the shock absorber and the steering knuckle is prone to failure due to combined stress during long-term use, resulting in unreliable connection and poor assembly processability, making it difficult to meet the requirements of high reliability and high efficiency.
The design employs an interlocking mechanism, which uses a mechanical interlocking structure with protrusions and grooves on the shock absorber cylinder to bear the circumferential shear force. The axial tightening force is borne solely by the bolts, avoiding the bolts from bearing shear loads, simplifying the assembly process and reducing space requirements.
This achieves functional separation of bolts, improves the reliability and stability of the connection, reduces assembly difficulty and production costs, and ensures vehicle safety and handling precision.
Smart Images
Figure CN224408876U_ABST
Abstract
Description
Technical Field
[0001] This utility model belongs to the field of automotive parts technology, and in particular relates to a shock absorber and steering knuckle mounting structure. Background Technology
[0002] In the automotive chassis system, the connection structure between the shock absorber and the steering knuckle is a core component that ensures vehicle handling stability, driving safety, and ride comfort.
[0003] In existing technologies, the industry generally adopts a double-bolt connection scheme to assemble shock absorbers and steering knuckles. The structural design logic is as follows: two symmetrical mounting holes are machined on the open-type connecting lug at the lower end of the shock absorber, and two matching mounting holes are also machined on the connecting end of the steering knuckle. During assembly, the double bolts are passed through the open-type connecting lug of the shock absorber and the connecting lug of the steering knuckle respectively, and axial fastening is achieved by tightening the nuts. At the same time, the shank strength of the double bolts is used to bear the circumferential shear force. That is, the double bolts need to serve two purposes. They must ensure the fit of the connecting surfaces through axial preload to prevent gaps and loosening under vibration conditions, and they must also directly bear the circumferential torsional shear load generated when the vehicle is turning, forming a composite force mode of "axial fastening + circumferential shear resistance".
[0004] However, in actual vehicle applications and long-term service, this solution gradually revealed two major flaws, which seriously affected the reliability of the connection and the manufacturability:
[0005] I. The combined stress of two bolts increases the risk of connection failure, affecting driving safety.
[0006] Because the double bolts must simultaneously bear axial tightening force and circumferential shear force, under long-term complex operating conditions of the vehicle, the bolts are always in a "tensile-shear combined stress state," which can easily lead to two types of failure problems:
[0007] Circumferential shear deformation and fracture: When a vehicle is turning, the circumferential torsional torque transmitted by the steering knuckle is entirely borne by the double-bolt rod. If an emergency turn or road impact causes a sudden increase in torsional force, the bolt rod is prone to permanent deformation due to shear stress exceeding the material yield limit. In severe cases, the rod may fracture directly, causing the shock absorber and steering knuckle to become loose, which in turn leads to the risk of loss of steering control.
[0008] Axial preload decay and clearance loosening: Under long-term high-frequency vibration conditions, the axial preload of the double bolts will gradually decay, leading to a gap at the connection surface between the shock absorber and the steering knuckle. After the gap occurs, the connection surface will experience high-frequency collision friction during vehicle operation, further aggravating the vibration fatigue of the bolts. At the same time, the transmission path of circumferential shear force becomes unstable, and the bolts need to withstand additional impact shear loads, forming a vicious cycle of "preload decay → gap increase → shear stress increase", ultimately leading to failure of the connection structure and affecting the vehicle's handling stability.
[0009] Second, the poor processability of double-bolt assembly leads to low production efficiency and difficulty in ensuring assembly accuracy.
[0010] Existing double-bolt connection solutions require extremely high precision in parts machining and minimal assembly space, resulting in significant process bottlenecks in actual production.
[0011] Accumulated tolerance chains for multiple holes pose a high risk of misalignment: During assembly, it is essential to ensure that the two mounting holes in the shock absorber crotch are perfectly coaxially aligned with the two mounting holes in the steering knuckle. This requires simultaneous control of three key tolerances: "coaxiality of the two holes in the shock absorber crotch," "coaxiality of the two holes in the steering knuckle," and "positional accuracy of the two holes in the shock absorber crotch and steering knuckle." This results in a long tolerance chain encompassing four holes. Due to unavoidable minor errors during part machining and assembly positioning, the accumulated tolerances can easily lead to hole misalignment, preventing bolts from being inserted smoothly. This necessitates repeated adjustments to the part's position, severely reducing assembly efficiency.
[0012] The confined space presents challenges for operation and leads to poor assembly consistency: Due to chassis layout limitations, the connection between the shock absorber and steering knuckle is typically located near components such as the lower control arm, stabilizer bar, and brake lines, resulting in extremely limited operating space. Since the double bolts need to be inserted laterally from both sides of the shock absorber opening, workers must simultaneously align both holes and tighten the nuts within this confined space. This not only presents significant operational difficulties and time-consuming conditions but also increases the risk of unbalanced stress on the double bolts due to deviations in tightening angle or uneven preload. Excessive preload on some bolts can cause tensile deformation, while insufficient preload on others compromises connection reliability, further increasing the risk of failure during later service life.
[0013] In summary, the existing double-bolt connection scheme has shortcomings in reliability and manufacturability, and can no longer meet the current automotive development requirements for chassis connection structures that are "highly reliable, highly efficient in assembly, and low in failure risk." There is an urgent need to propose a new connection structure design scheme to solve the above problems. Utility Model Content
[0014] To address the problems of existing technologies, such as the double-bolt connection between automotive shock absorbers and steering knuckles, where bolts bear both axial fastening and circumferential shear resistance, making them prone to failure due to vibration; and the need to control the tolerance of four holes, which makes assembly difficult in confined spaces, thus failing to meet the requirements for high reliability and high efficiency, this utility model provides a shock absorber and steering knuckle mounting structure.
[0015] To solve the above-mentioned technical problems, the technical solution adopted by this utility model is as follows:
[0016] A shock absorber and steering knuckle mounting structure includes a shock absorber with a helical spring assembly and a brake with a steering knuckle assembly. The lower end of the shock absorber cylinder on the brake with steering knuckle assembly is sleeved onto the shock absorber with the helical spring assembly. A locating sleeve has a vertically opening on its side. The locating sleeve is fixed by a bolt on one side, which extends through the locating sleeve and is threaded to a nut on the other side. An interlocking mechanism is provided between the inner circumferential wall of the locating sleeve and the outer circumferential wall of the shock absorber cylinder. The interlocking mechanism is used to bear the circumferential shear force of the shock absorber cylinder within the locating sleeve.
[0017] Furthermore, the interlocking mechanism includes interlocking protrusions and grooves; the protrusions are installed on the outer peripheral wall of the shock absorber cylinder, the grooves are opened at the top of the positioning sleeve and penetrate the inner wall of the positioning sleeve, and the protrusions slide into the grooves.
[0018] Furthermore, the shock absorber cylinder has an arc-shaped groove, and an insert that matches the shape of the arc-shaped groove is provided inside the arc-shaped groove. The protrusion is installed at the bottom of the insert.
[0019] Furthermore, the outer arc surface of the insert is consistent with the arc of the outer peripheral wall of the shock absorber cylinder; the top surface of the protrusion after engaging in the groove is flush with the top surface of the positioning sleeve.
[0020] Furthermore, at least one set of the interlocking mechanism is provided.
[0021] Compared with the prior art, the beneficial effects of this utility model are as follows:
[0022] 1. This application breaks away from the traditional dual-bolt "one bolt for two purposes" composite force-bearing mode, and achieves the separation of "circumferential shear resistance" and "axial fastening" functions through structural optimization, thereby solving the bolt failure problem from the root.
[0023] 2. The interlocking mechanism bears all circumferential shear forces, with an interlocking structure between the protrusion and the groove. The lower end of the shock absorber cylinder adopts a crotchless cylinder to avoid the weakness of traditional crotchless structures, and its outer wall is machined with at least one protrusion. A positioning sleeve adapted to the shock absorber cylinder is provided for the brake and steering knuckle assembly, and a groove matching the protrusion is opened in the positioning sleeve. During assembly, the shock absorber cylinder is inserted axially along the positioning sleeve, and then rotated, aligned, and slid in until the protrusion and groove are fully engaged, forming a mechanical interlock. This interlocking mechanism directly bears all circumferential torsional moments generated when the vehicle is turning through the rigid contact between the protrusion and the groove, completely replacing the shear resistance function of traditional bolts, so that the bolts no longer need to bear shear loads.
[0024] 3. A single bolt is subjected to only axial tensile force. An axial bolt hole is provided at the rear of the positioning sleeve. After the interlocking mechanism is assembled, only one bolt needs to be inserted axially, passing through the positioning sleeve, opening the crotch, and screwing in the nut. The shock absorber and steering knuckle are secured by the axial preload of the bolt. At this time, the bolt only bears a simple axial tensile force, avoiding the tensile-shear combined stress state of traditional double bolts, fundamentally eliminating the risk of bolt shear deformation and breakage under long-term vibration conditions. At the same time, the preload of a single bolt is easier to control, effectively reducing the problem of loosening of the connection gap caused by preload decay. Attached Figure Description
[0025] Figure 1 This is the front view of the present utility model;
[0026] Figure 2 This is a schematic diagram of the positioning sleeve structure of this utility model;
[0027] Figure 3 This is a schematic diagram of the shock absorber cylinder structure of this utility model;
[0028] Figure 4 This is a schematic diagram of the insert and protrusion structure of this utility model;
[0029] Figure 5 This is a schematic diagram of the implementation structure of this utility model. Detailed Implementation
[0030] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this utility model.
[0031] Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention.
[0032] Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort prior to the description are within the scope of protection of this utility model.
[0033] It should be noted that similar labels and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.
[0034] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and are not intended to indicate or imply that the device or component referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.
[0035] like Figure 1-5 As shown:
[0036] A shock absorber and steering knuckle mounting structure includes a shock absorber with a coil spring assembly 1 and a brake with a steering knuckle assembly 2. A positioning sleeve 21 on the brake with a steering knuckle assembly 2 is fitted onto the lower end of the shock absorber cylinder 11 of the shock absorber with the coil spring assembly 1. A crotch 22 is vertically opened on the side of the positioning sleeve 21. A bolt 23 is installed on one side of the crotch 22 and passes through the crotch 22 and is threaded to a nut 24 on the other side. An interlocking mechanism is provided between the inner peripheral wall of the positioning sleeve 21 and the outer peripheral wall of the shock absorber cylinder 11. The interlocking mechanism is used to bear the circumferential shear force of the shock absorber cylinder 11 within the positioning sleeve 21.
[0037] By separating the bolt from the mechanical interlock mechanism, the bolt is free from shear load and the preload is easy to control, completely solving the failure risks of bolt shear fracture and preload decay in traditional solutions. This ensures the stability of the connection structure under long-term complex operating conditions, bumps and vibrations, and emergency steering, thus guaranteeing driving safety and control precision.
[0038] Single-degree-of-freedom assembly simplifies operation steps, and single-sided axial bolts reduce space constraints, shortening assembly time by more than 50%. At the same time, it reduces the requirements for part machining tolerances (no need for high-precision control of the coaxiality of 4 holes), reduces production and manufacturing costs, and is more suitable for large-scale mass production needs.
[0039] The interlocking mechanism includes a protrusion 3 and a groove 4 that mesh with each other; the protrusion 3 is installed on the outer peripheral wall of the shock absorber cylinder 11, and the groove 4 is opened at the top of the positioning sleeve 21 and penetrates the inner wall of the positioning sleeve 21, and the protrusion 3 slides into the groove 4.
[0040] Insert the shock absorber cylinder 11 along the axial direction of the positioning sleeve 21, rotate the shock absorber cylinder 11 to the groove 4, and slide the protrusion 3 into the groove 4 to engage.
[0041] An arc-shaped groove 12 is provided on the shock absorber cylinder 11, and an insert 5 that matches the shape of the arc-shaped groove 12 is provided inside the arc-shaped groove 12. A protrusion 3 is installed at the bottom of the insert 5.
[0042] At least one arc-shaped groove 12 is formed circumferentially on the outer wall of the unopened cylindrical part at the lower end of the shock absorber cylinder 11. The curvature and length of the arc-shaped groove 12 are designed according to the circumferential shear force required to be borne by the protrusion 3. The groove depth and width match the size of the insert 5 to ensure that there is no radial loosening after the insert 5 is inserted. Compared with directly machining the protrusion 5 integrally on the outer wall of the shock absorber cylinder 11, the arc-shaped groove 12 can avoid weakening the overall rigidity of the cylinder wall, while providing a precise positioning reference for the installation of the insert 5.
[0043] The insert 5 adopts an arc-shaped structure that perfectly matches the shape of the arc-shaped cylindrical groove 12. It is made of a high-strength alloy (such as 45 steel with quenching treatment), and its hardness is higher than that of the shock absorber cylinder 11 body, thus improving its shear resistance. The bottom of the insert 5 is machined with an assembly position (such as a threaded hole or interference fit groove) for installing the protrusion 3. The protrusion 5 is fixed to the bottom of the insert 5 by welding, bolting or interference fit, forming an integrated "insert and protrusion" component. The entire component is then embedded into the arc-shaped cylindrical groove 12, and the insert 5 and the shock absorber cylinder 12 are fixed by spot welding or set screws to ensure no circumferential displacement.
[0044] The outer arc surface of the insert 5 is consistent with the outer peripheral wall arc of the shock absorber cylinder 11; the top surface of the protrusion 3 after engaging in the groove 4 is flush with the top surface of the positioning sleeve 21.
[0045] The top surface of the protrusion 3 is flush with the top surface of the positioning sleeve 21, which can prevent the protrusion 3 from protruding outward and forming an interference point, and ensure that there is no spatial conflict between the components after the shock absorber with coil spring assembly 1 is assembled; to ensure the wrapping of the groove 4 and enhance the limiting effect, the top surface of the protrusion 3 is flush with the top surface of the positioning sleeve 21, which means that the protrusion 3 is completely embedded in the groove 4, and the top end wall of the groove 4 can form an axial limit on the protrusion 3.
[0046] At least one interlocking mechanism is provided. A single interlocking mechanism must bear the entire steering torsional torque. If the torque increases instantaneously during vehicle steering, such as during emergency steering in off-road conditions, it can easily lead to excessive local stress in protrusion 3 or groove 4. Multiple interlocking mechanisms are evenly distributed along the circumference of the positioning sleeve, such as one set every 90°. This can distribute the shear force evenly to each interlocking mechanism, reducing the stress on a single mechanism to 1 / 2 to 1 / 4 of its original value. This significantly reduces the risk of protrusion 3 breaking and groove 4 deforming, and improves the shear limit of the overall interlocking structure. When multiple mechanisms mesh synchronously, they can constrain the shock absorber cylinder from multiple circumferential points, preventing small circumferential offsets in a single mechanism due to long-term vibration, such as the "play" caused by the gap between protrusion 3 and groove 4. This further consolidates the relative positional stability of the shock absorber and steering knuckle, indirectly reducing the preload attenuation of the bolts due to vibration. This, combined with the core design that "the bolts are only subjected to axial tension," provides double protection.
[0047] When using:
[0048] The number of interlocking mechanisms is determined according to the vehicle type and load (1-2 sets for passenger cars and 2-4 sets for heavy vehicles). The corresponding number of inserts 5 and protrusions 3 are respectively embedded into the arc-shaped grooves 12 on the outer wall of the shock absorber cylinder 11, and the inserts 5 are fixed by spot welding or set screws.
[0049] Confirm that the groove 4 inside the positioning sleeve 21 matches the number of interlocking mechanism sleeves, check whether the height and length of the groove 4 meet the size requirements (i.e., it needs to match the height and length of the protrusion 3), and clean the impurities in the groove 4 to avoid affecting the engagement of the protrusion 3.
[0050] The pre-installed shock absorber cylinder 11 is inserted axially along the top opening of the positioning sleeve 21 and rotated. During the process, it is guided by the inner circumferential wall of the positioning sleeve 21. After the protrusion 3 approaches the top entrance of the corresponding groove 4, the shock absorber cylinder 11 continues to move downward until the protrusion 3 is completely slid into the groove 4. The engagement is confirmed by the visual judgment standard that "the top surface of the protrusion 3 is level with the top surface of the positioning sleeve 21". At this time, the protrusion 3 and the groove 4 form a circumferential constraint and can simultaneously bear the shear force.
[0051] Insert the bolt 23 from one side of the axial bolt hole at the rear of the positioning sleeve 21, pass through the positioning sleeve 21 and the crotch 22, and then screw in the nut 24. Since the interlocking mechanism has already borne all the circumferential shear force, the bolt 24 only needs to be subjected to axial tension according to the standard preload. There is no need to consider the shear resistance requirement. The tightening torque is controlled by a torque wrench to ensure that the preload is uniform.
[0052] Check the engagement of each protrusion 3. You can shake the shock absorber cylinder 11 by hand. If there is no circumferential play, it is qualified. Confirm that the bolt 23 is not skewed and that there is no gap between the positioning sleeve 21 and the shock absorber cylinder 11.
[0053] The present invention has been described above by way of example with reference to the accompanying drawings. Obviously, the specific implementation of the present invention is not limited to the above embodiments. Those skilled in the art can make various modifications or variations to the present invention without departing from the technical concept of the present invention, and such modifications or variations naturally fall within the protection scope of the present invention.
Claims
1. A shock absorber and steering knuckle mounting structure, characterized in that: Includes a shock absorber with a helical spring assembly (1) and a brake with a steering knuckle assembly (2). The lower end of the shock absorber cylinder (11) on the brake with a steering knuckle assembly (2) is sleeved on the shock absorber with a helical spring assembly (1). The side of the positioning sleeve (21) is vertically provided with a crotch (22). The crotch (22) is fixed by a bolt (23) on one side and threaded through the crotch (22) to a nut (24) on the other side. An interlocking mechanism is provided between the inner peripheral wall of the positioning sleeve (21) and the outer peripheral wall of the shock absorber cylinder (11). The interlocking mechanism is used to bear the circumferential shear force of the shock absorber cylinder (11) within the positioning sleeve (21).
2. The shock absorber and steering knuckle mounting structure according to claim 1, characterized in that: The interlocking mechanism includes interlocking protrusions (3) and grooves (4). The protrusion (3) is installed on the outer peripheral wall of the shock absorber cylinder (11), the groove (4) is opened on the top of the positioning sleeve (21) and penetrates the inner wall of the positioning sleeve (21), and the protrusion (3) slides into the groove (4).
3. The shock absorber and steering knuckle mounting structure according to claim 2, characterized in that: The shock absorber cylinder (11) has an arc-shaped groove (12) and an insert (5) that matches the shape of the arc-shaped groove (12) is provided inside the arc-shaped groove (12). The protrusion (3) is installed at the bottom of the insert (5).
4. The shock absorber and steering knuckle mounting structure according to claim 3, characterized in that: The outer arc surface of the insert (5) is consistent with the outer peripheral wall arc of the shock absorber cylinder (11); The top surface of the protrusion (3) after engaging with the groove (4) is flush with the top surface of the positioning sleeve (21).
5. The shock absorber and steering knuckle mounting structure according to claim 1, characterized in that: The interlocking mechanism is provided in at least one set.