A shock-absorbing axle with multi-stage buffer function

Abstract

This utility model relates to the field of vehicle shock absorption technology, and in particular to a shock-absorbing axle with multi-stage buffering function. It solves the problem that existing shock-absorbing structures only buffer vertical impacts, lacking effective absorption and mitigation of lateral forces generated during cornering, sideslip, or crosswinds. A shock-absorbing axle with multi-stage buffering function includes an axle body and a mounting plate disposed on top of the axle body. Vertical buffer structures are provided on both sides of the bottom of the mounting plate. The bottom ends of the vertical buffer structures are connected to the top of the axle body, and the buffer ends of the vertical buffer structures are connected to the bottom of the mounting plate. This utility model, by setting up horizontal buffer structures in conjunction with inclined connecting rods, can effectively buffer lateral impacts when the vehicle is cornering or subjected to lateral forces. Simultaneously, the vertical buffer structures cope with vertical vibrations, achieving multi-directional coordinated shock absorption, thus improving driving stability and ride comfort.

Description

Technical Field

[0001] This utility model relates to the field of vehicle shock absorption technology, and in particular to a shock-absorbing axle with multi-level buffer function. Background Technology

[0002] The shock absorber axle is a core load-bearing and transmission component in the modern vehicle chassis system. It primarily connects the left and right wheels, bears the vehicle's weight, and transmits driving and braking forces. As a crucial part of the vehicle's suspension system, the shock absorber axle integrates elastic elements, damping devices, and guiding mechanisms. It effectively absorbs and cushions the impacts and vibrations generated during driving due to uneven road surfaces, steering, braking, or acceleration, thereby improving driving stability, handling performance, and ride comfort. With the increasing demands for lightweight, high-speed, and adaptable vehicles to complex operating conditions, shock absorber axles with high-efficiency cushioning performance have become a key technology for improving overall vehicle performance.

[0003] Utility model patent CN110562322A discloses a shock-absorbing axle with multi-level buffering function. This device achieves graded buffering of vertical impact force by symmetrically setting support frames at both ends of the underframe and integrating a steering adjustment device inside the support frames, and configuring a multi-level shock-absorbing device at the upper end. This effectively alleviates the wear problem caused by the direct transmission of control force to parts during steering, and improves the accuracy of shock absorption response and service life.

[0004] However, this technical solution still has obvious defects: its multi-level buffer structure mainly focuses on compression and rebound control in the vertical direction, and all elastic elements (such as springs and hydraulic shock absorbers) are arranged in the vertical direction, lacking a buffer mechanism for the lateral force (i.e. lateral impact) generated by the vehicle under turning, sideslip or crosswind.

[0005] Therefore, to address the shortcomings of existing technologies, we urgently need a shock-absorbing axle with multi-stage buffering capabilities to solve this problem. This new type of shock-absorbing axle should integrate an effective lateral buffering structure on top of achieving multi-stage vertical buffering, possessing comprehensive shock absorption capabilities to cope with combined vertical and lateral impacts. This would significantly improve the stability, safety, and comfort of vehicles under various driving conditions, while better meeting the specific needs of modern intelligent transportation and special vehicles for high-performance chassis systems, providing strong support for the sustainable development of the automotive industry. Summary of the Invention

[0006] The purpose of this invention is to provide a shock-absorbing axle with multi-level buffering function, which solves the problem that the existing multi-level buffering structure mainly focuses on compression and rebound control in the vertical direction, and all elastic elements are arranged in the vertical direction, lacking a buffering mechanism for the lateral forces generated by the vehicle under turning, sideslip or crosswind.

[0007] To achieve the above objectives, this utility model provides a shock-absorbing axle with multi-level buffering function, including an axle body and a mounting plate disposed on the top of the axle body;

[0008] Vertical buffer structures are provided on both sides of the bottom of the mounting plate. The bottom end of the vertical buffer structure is connected to the top of the axle body, and the buffer end of the vertical buffer structure is connected to the bottom of the mounting plate.

[0009] Both ends of the mounting plate are inclined with connecting rods. One end of the connecting rod is connected to the end of the mounting plate through a rotating structure, and the other end is rotatably connected to a horizontal buffer structure that is connected to the outer ring of the axle body.

[0010] The vertical buffer structure includes a collar and two side plates fixedly connected to both sides of the collar. The collar is connected to the outer ring of the axle body. A sleeve is connected to the top of each side plate. A round rod is slidably connected inside the sleeve. One end of the round rod is detachably connected to the bottom of the mounting plate, and the other end of the round rod is elastically connected to the inner bottom of the sleeve through an elastic element.

[0011] The rotating structure includes a rotating groove formed at the end of the mounting plate, and one end of the connecting rod is rotatably connected to the inner wall of the rotating groove via a pin.

[0012] The elastic element includes a compression spring II, one end of which is connected to the bottom end of the round rod and the other end is connected to the inner bottom of the sleeve. The top end of the round rod is fixedly connected to a fixing plate that is fixedly connected to the bottom bolt of the mounting plate. Both sides of the collar are fixedly connected to connecting ring plates that are fixedly connected to the outer ring bolt of the axle body.

[0013] The horizontal buffer structure includes a fixed ring, a moving ring, and a movable ring. The fixed ring is located on the outer ring of the axle body, the moving ring is located on one side of the fixed ring, and the movable ring is located on the other side of the fixed ring. A rotating seat is connected to the top of the movable ring. One end of the connecting rod is rotatably connected to the inner wall of the rotating seat via a pin. Several guide rods with one end sliding through the fixed ring are fixedly connected to one side of the movable ring. One end of the guide rod is connected to the side wall of the moving ring. Several compression springs are connected to one side of the fixed ring. One end of each compression spring is connected to the side wall of the fixed ring, and the other end is connected to the side wall of the moving ring.

[0014] The fixed ring is connected to a positioning ring plate on one side, and the positioning ring plate is fixedly connected to the outer ring bolt of the axle body.

[0015] This utility model discloses a shock-absorbing axle with multi-stage buffering function. The inclined connecting rods can change angle through a rotating structure under lateral force, driving the horizontal buffer structure to work. This effectively absorbs lateral vibrations caused by turning, sideslipping, or crosswinds, preventing excessive lateral displacement or swaying of the axle body and improving vehicle stability under dynamic conditions. The vertical and horizontal buffer structures work together to give the axle comprehensive shock absorption capability to cope with combined vertical and lateral impacts, realizing multi-stage and multi-directional buffering functions. The rotating structure ensures that the connecting rods can rotate flexibly during movement, avoiding stress concentration and extending component life. The axle body cooperates with the buffer structure through multi-point connections, resulting in more uniform force distribution and a more stable structure. The entire design significantly improves the overall performance of the shock-absorbing axle without significantly increasing structural complexity and weight, especially enhancing handling stability and ride comfort under cornering, emergency lane changes, or adverse road conditions. It effectively reduces the risk of damage to the chassis system and body structure from lateral impacts, meeting the needs of modern vehicles for high-performance and high-safety chassis systems, and has good application prospects and promotional value. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the accompanying drawings used in the description of the embodiments or the prior art will be briefly introduced below.

[0017] Figure 1 This is a schematic diagram of the overall structure of an embodiment of the present utility model.

[0018] Figure 2 This is a structural schematic diagram of an embodiment of the present utility model.

[0019] Figure 3 This is a structural schematic diagram of an embodiment of the present utility model.

[0020] Figure 4 This is a structural schematic diagram of an embodiment of the present utility model.

[0021] Figure 5 This is a structural schematic diagram of an embodiment of the present utility model.

[0022] In the diagram: 1. Mounting plate; 2. Axle body; 3. Fixing ring; 4. Connecting rod; 5. Collar; 6. Compression spring one; 7. Guide rod; 8. Moving ring; 9. Rotating seat; 10. Movable ring; 11. Positioning ring plate; 12. Rotating groove; 13. Connecting ring plate; 14. Side plate; 15. Sleeve; 16. Compression spring two; 17. Round rod; 18. Fixing plate. Detailed Implementation

[0023] The embodiments of the present invention are described in detail below. Examples of the embodiments are shown in the accompanying drawings. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the present invention, but should not be construed as limiting the present invention. Example 1

[0024] Please see Figure 1-5 As shown, a shock-absorbing axle with multi-level buffer function in this embodiment includes an axle body 2 and a mounting plate 1 disposed on the top of the axle body 2.

[0025] Vertical buffer structures are provided on both sides of the bottom of the mounting plate 1. The bottom end of the vertical buffer structure is connected to the top of the axle body 2, and the buffer end of the vertical buffer structure is connected to the bottom of the mounting plate 1.

[0026] Both ends of the mounting plate 1 are inclinedly provided with connecting rods 4. One end of the connecting rod 4 is connected to the end of the mounting plate 1 through a rotating structure, and the other end is rotatably connected to a horizontal buffer structure that is connected to the outer ring of the axle body 2.

[0027] Workflow: When using this multi-stage damping axle, the mounting plate 1 serves as a fixed component connected to the vehicle frame. Vertical buffer structures on both sides of its bottom are connected to the top of the axle body 2. When the vehicle travels on uneven surfaces, the vertical impact force on the wheels is transmitted through the axle body 2 to the vertical buffer structure. This structure undergoes compression deformation, absorbing and buffering the vertical vibration energy. Simultaneously, because the buffer ends of the vertical buffer structure are connected to the bottom of the mounting plate 1, a stable vertical buffer path is formed, effectively suppressing severe vehicle body bounce. Meanwhile, when the vehicle turns, changes lanes, or is subjected to crosswinds, a lateral impact force is generated. This force acts on the axle body 2, attempting to cause lateral displacement or swaying. This is responded to by the inclined connecting rods 4 at both ends of the mounting plate 1. One end of the connecting rod 4 is hinged to the end of the mounting plate 1 via a rotating structure, and the other end is rotatably connected to a horizontal buffer. The structure, a horizontal buffer structure, is connected to the outer ring of the axle body 2. When a lateral force is applied, the connecting rod 4 changes angle in cooperation with the rotating structure, pushing or pulling the horizontal buffer structure to produce compression or tension deformation, thereby absorbing lateral impact energy and limiting the lateral displacement of the axle body 2. Since the connecting rod 4 is arranged at an angle, it can not only respond to pure lateral forces, but also decompose some oblique or combined impacts into vertical and horizontal components, which are then worked together by the vertical and horizontal buffer structures to achieve multi-directional and multi-level buffering effects. Throughout the process, the vertical buffer structure mainly deals with the vertical vibration caused by road bumps, while the horizontal buffer structure specifically deals with lateral forces under conditions such as turning and sideslip. The two form a linkage mechanism through the connecting rod 4 and the rotating structure to ensure that the axle body 2 maintains a stable posture under complex driving conditions, improving vehicle handling and driving safety. Example 2

[0028] Please see Figure 1-5 As shown, this embodiment of a shock-absorbing axle with multi-stage buffering function includes a vertical buffer structure comprising a collar 5 and two side plates 14 fixedly connected to both sides of the collar 5. The collar 5 is connected to the outer ring of the axle body 2. A sleeve 15 is connected to the top of each side plate 14. A round rod 17 is slidably connected inside the sleeve 15. One end of the round rod 17 is detachably connected to the bottom of the mounting plate 1, and the other end of the round rod 17 is elastically connected to the inner bottom of the sleeve 15 through an elastic element. Specifically, the vertical buffer structure includes a collar 5 and two side plates 14 fixedly connected to the collar 5. The side plates 14 on both sides are connected to the outer ring of the axle body 2 by the collar 5. Each side plate 14 is connected to the top of the sleeve 15. The sleeve 15 is slidably connected to the round rod 17. One end of the round rod 17 is detachably connected to the bottom of the mounting plate 1, and the other end is elastically connected to the bottom of the sleeve 15 through an elastic element. When the vehicle is subjected to a vertical impact, the round rod 17 slides and compresses the elastic element in the sleeve 15. The side plates 14 and the collar 5 evenly transmit the force to the axle body 2, forming a stable vertical buffer path, which achieves the effect of improving the vertical buffer stability and structural reliability.

[0029] The elastic element includes a compression spring 16, one end of which is connected to the bottom end of the round rod 17, and the other end is connected to the inner bottom of the sleeve 15. The top end of the round rod 17 is fixedly connected to a fixing plate 18 that is fixedly bolted to the bottom of the mounting plate 1. Both sides of the collar 5 are fixedly connected to connecting ring plates 13 that are fixedly bolted to the outer ring of the axle body 2. Specifically, by including the compression spring 16, one end of which is connected to the bottom end of the round rod 17, and the other end of which is connected to the inner bottom of the sleeve 15, the top end of which is fixedly connected to a fixing plate 18 that is fixedly bolted to the bottom of the mounting plate 1, and the connecting ring plates 13 that are fixedly bolted to the outer ring of the axle body 2 on both sides of the collar 5, the compression spring 16 is compressed and absorbs energy under vertical impact. The fixing plate 18 is bolted to the mounting plate 1 for easy disassembly and maintenance. The connecting ring plates 13 enhance the connection strength between the collar 5 and the axle body 2, thereby improving the buffer response sensitivity and structural maintainability. Example 3

[0030] Please see Figure 1-5As shown, this embodiment of a shock-absorbing axle with multi-stage buffering function includes a rotating structure comprising a rotating groove 12 formed at the end of the mounting plate 1. One end of the connecting rod 4 is rotatably connected to the inner wall of the rotating groove 12 via a pin. Specifically, by including the rotating groove 12 formed at the end of the mounting plate 1 in the rotating structure, and rotatably connecting one end of the connecting rod 4 to the inner wall of the rotating groove 12 via a pin, the connecting rod 4 can rotate freely around the pin within the rotating groove 12, adapting to the force transmission requirements in different directions. This ensures that the connecting rod 4 moves flexibly and without jamming when responding to lateral or compound impacts, achieving the effect of flexible rotation and smooth force transmission of the connecting rod 4.

[0031] The horizontal buffer structure includes a fixed ring 3, a movable ring 8, and a removable ring 10. The fixed ring 3 is located on the outer ring of the axle body 2, the movable ring 8 is located on one side of the fixed ring 3, and the removable ring 10 is located on the other side of the fixed ring 3. A rotating seat 9 is connected to the top of the removable ring 10. One end of the connecting rod 4 is rotatably connected to the inner wall of the rotating seat 9 via a pin. Several guide rods 7, one end of which slides through the fixed ring 3, are fixedly connected to one side of the removable ring 10. One end of the guide rod 7 is connected to the side wall of the movable ring 8. Several compression springs 6 are connected to one side of the fixed ring 3. One end of the compression spring 6 is connected to the side wall of the fixed ring 3, and the other end is connected to the side wall of the movable ring 8. Specifically, the horizontal buffer structure includes a fixed ring 3, a movable ring 8, and a removable ring 10. Ring 3 is set on the outer ring of the axle body 2. The movable ring 8 is set on one side of the fixed ring 3, and the movable ring 10 is set on the other side. The top of the movable ring 10 is connected to the rotating seat 9. One end of the connecting rod 4 is rotatably connected to the inner wall of the rotating seat 9 through a pin. Several guide rods 7 are connected to one side of the movable ring 10. One end of the guide rod 7 slides through the fixed ring 3 and is connected to the side wall of the movable ring 8. Several compression springs 6 are connected to one side of the fixed ring 3. One end of the compression spring 6 is connected to the side wall of the fixed ring 3, and the other end is connected to the side wall of the movable ring 8. When a lateral force is applied, the connecting rod 4 pushes the movable ring 10 to move the guide rod 7, compressing or stretching the compression spring 6, thereby effectively buffering the lateral impact. The guide rod 7 ensures that the movable ring 8 moves smoothly, achieving the effect of stable lateral buffering and precise force transmission.

[0032] A positioning ring plate 11 is connected to one side of the fixed ring 3. The positioning ring plate 11 is fixedly connected to the outer ring bolt of the axle body 2. Specifically, by connecting the positioning ring plate 11 to one side of the fixed ring 3 and fixing the positioning ring plate 11 to the outer ring bolt of the axle body 2, the fixed ring 3 is firmly fixed to the axle body 2 by the positioning ring plate 11, preventing it from loosening or shifting during the lateral buffering process. This improves the assembly accuracy and operational stability of the overall structure, and achieves the effect of enhancing the installation reliability and long-term durability of the horizontal buffer structure.

[0033] When using this shock-absorbing axle with multi-stage buffering function, the mounting plate 1 is fixed to the vehicle frame. The vertical buffer structures on both sides of its bottom are connected to the top of the axle body 2. When the vehicle travels on bumpy roads, the vertical impact force is transmitted to the vertical buffer structure through the axle body 2. The collar 5 in this structure is fixed to the outer ring bolt of the axle body 2 through the connecting ring plate 13 to ensure a firm connection. The side plates 14 on both sides of the collar 5 are respectively connected to the sleeves 15. A round rod 17 is slidably connected inside the sleeve 15. The top end of the round rod 17 is bolted to the bottom of the mounting plate 1 through the fixing plate 18, and the bottom end is connected to the compression spring 16 inside the sleeve 15. When an impact occurs, the round rod 17 compresses the compression spring 16 to achieve vertical buffering and effectively absorb vibration energy. At the same time, when the vehicle turns or is affected by crosswinds, the lateral force acts on the axle body 2. One end of the connecting rod 4, which is inclined at both ends of the mounting plate 1, is rotatably connected to the rotating groove 12 at the end of the mounting plate 1 through a pin, and the other end is connected to the rotating groove 12 at the end of the mounting plate 1 through a pin. The pin is connected to the rotating seat 9, which is fixed to the top of the movable ring 10. Several guide rods 7 are connected to one side of the movable ring 10. One end of the guide rod 7 slides through the fixed ring 3, and the other end is connected to the moving ring 8. The fixed ring 3 is fixedly connected to the outer ring bolt of the axle body 2 through the positioning ring plate 11 to ensure the stability of the overall structure. When a lateral force is applied, the connecting rod 4 rotates around the pin of the rotating groove 12 and the rotating seat 9, pushing the movable ring 10 to drive the guide rod 7 to slide in the fixed ring 3, thereby pushing the moving ring 8 to compress or stretch several compression springs 6 connected to the side wall of the fixed ring 3, thereby achieving buffering of lateral impact. The guide rod 7 plays a guiding role to ensure smooth movement. Since the connecting rod 4 is arranged at an angle, it can decompose the oblique or compound impact into vertical and horizontal components when subjected to force. The vertical buffer structure and the horizontal buffer structure respond in concert to achieve multi-level and multi-directional buffering effect. The whole system effectively suppresses the violent jumping and lateral swaying of the axle body 2 under complex driving conditions, improving vehicle stability and comfort.

[0034] This shock-absorbing axle achieves multi-stage vertical buffering through a vertical buffer structure between the mounting plate 1 and the axle body 2. The collar 5 is securely connected to the axle body 2 via a connecting ring plate 13. The side plate 14 supports the sleeve 15, and the round rod 17 slides within the sleeve 15 and engages with the compression spring 16. The fixing plate 18 provides a detachable connection to the mounting plate 1, facilitating maintenance and replacement, and effectively absorbing vertical vibrations caused by road bumps. Simultaneously, the connecting rods 4, inclined at both ends of the mounting plate 1, form a rotating structure by connecting one end to the rotating groove 12 via a pin and the other end to the rotating seat 9 via a pin, allowing the connecting rods 4 to rotate. It flexibly responds to forces in different directions; the connecting rod 4 drives the movable ring 10 to move, and the movable ring 10 is connected to the moving ring 8 through the guide rod 7. The guide rod 7 slides in the fixed ring 3 to provide guidance. The compression spring 6 between the moving ring 8 and the fixed ring 3 is compressed or stretched under the action of lateral force, realizing effective buffering of lateral impact under working conditions such as turning and sideslipping; the fixed ring 3 is connected to the outer ring bolt of the axle body 2 through the positioning ring plate 11 to enhance structural stability and prevent loosening; the inclined connecting rod 4 can not only respond to lateral force, but also decompose the impact in compound directions, and work in conjunction with the vertical buffer structure to realize multi-directional and multi-level buffering.

[0035] The above-disclosed embodiments are merely one or more preferred embodiments of this application and should not be construed as limiting the scope of this application. Those skilled in the art can understand that all or part of the processes for implementing the above embodiments and equivalent changes made in accordance with the claims of this application still fall within the scope of this application.

Claims

1. A shock absorbing axle having a multi-stage cushioning function, characterized by, include: The axle body and the mounting plate located on top of the axle body; Vertical buffer structures are provided on both sides of the bottom of the mounting plate. The bottom end of the vertical buffer structure is connected to the top of the axle body, and the buffer end of the vertical buffer structure is connected to the bottom of the mounting plate. Both ends of the mounting plate are inclined with connecting rods. One end of the connecting rod is connected to the end of the mounting plate through a rotating structure, and the other end is rotatably connected to a horizontal buffer structure that is connected to the outer ring of the axle body.

2. The shock absorbing axle of claim 1, wherein, The vertical buffer structure includes a collar and two side plates fixedly connected to both sides of the collar. The collar is connected to the outer ring of the axle body. A sleeve is connected to the top of each side plate. A round rod is slidably connected inside the sleeve. One end of the round rod is detachably connected to the bottom of the mounting plate, and the other end of the round rod is elastically connected to the inner bottom of the sleeve through an elastic element.

3. The shock absorbing axle of claim 1, wherein, The rotating structure includes a rotating groove formed at the end of the mounting plate, and one end of the connecting rod is rotatably connected to the inner wall of the rotating groove via a pin.

4. The shock absorbing axle of claim 2, wherein, The elastic element includes a compression spring II, one end of which is connected to the bottom end of the round rod and the other end is connected to the inner bottom of the sleeve. The top end of the round rod is fixedly connected to a fixing plate that is fixedly connected to the bottom bolt of the mounting plate. Both sides of the collar are fixedly connected to connecting ring plates that are fixedly connected to the outer ring bolt of the axle body.

5. The shock absorbing axle of claim 3, wherein, The horizontal buffer structure includes a fixed ring, a movable ring, and a removable ring. The fixed ring is located on the outer ring of the axle body, the movable ring is located on one side of the fixed ring, and the removable ring is located on the other side of the fixed ring. A rotating seat is connected to the top of the removable ring. One end of the connecting rod is rotatably connected to the inner wall of the rotating seat via a pin. Several guide rods with one end sliding through the fixed ring are fixedly connected to one side of the removable ring. One end of the guide rod is connected to the side wall of the movable ring. Several compression springs are connected to one side of the fixed ring. One end of each compression spring is connected to the side wall of the fixed ring, and the other end is connected to the side wall of the movable ring.

6. A shock-absorbing axle with multi-stage buffering function according to claim 5, characterized in that, A positioning ring plate is connected to one side of the fixed ring, and the positioning ring plate is fixedly connected to the outer ring bolt of the axle body.

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