Vehicle suspension cushion structure and vehicle

Abstract

The utility model discloses a kind of vehicle suspension buffering structures, for the rear axle between the longitudinal beam of vehicle suspension and axle, including: support and buffer assembly, the support is installed on the longitudinal beam;The buffer assembly one end is installed on the support, the other end can resist rear axle, to absorb the impact load between longitudinal beam and rear axle;Disc spring, the disc spring is installed between the buffer assembly and the support, for further absorbing the impact load between longitudinal beam and rear axle.Disc spring is arranged between buffer assembly and support, can provide progressive buffering for the collision between longitudinal beam and rear axle, specifically, using the nonlinear stiffness characteristics of disc spring, increase the load absorption performance of buffer assembly while reducing the impact between longitudinal beam and rear axle, to improve the stability and comfort in the process of vehicle driving.

Description

Technical Field

[0001] This utility model relates to the field of vehicle parts technology, specifically to a vehicle suspension buffer structure and a vehicle. Background Technology

[0002] Vehicle suspension damper blocks are vibration isolation structures whose main function is to reduce vibrations in the automotive suspension system, prevent rigid collisions between the suspension system and other vehicle components due to elastic deformation, and limit the maximum suspension travel to absorb impact loads transmitted from the wheels to the vehicle body. To ensure good damping performance, damper blocks are typically made of polyurethane or rubber. While polyurethane damper blocks can absorb energy without causing significant uncomfortable impacts during vehicle suspension damping, their production cost is high, resulting in low economic efficiency. Rubber damper blocks, although inexpensive and economical, do not provide a smoother damping effect when interacting with the suspension springs and shock absorbers, making their damping performance inferior to polyurethane damper blocks. Therefore, a damping structure that combines economic efficiency with good damping performance, ensuring smooth damping interaction with the suspension springs and shock absorbers, and maintaining low manufacturing costs is needed. Utility Model Content

[0003] One of the objectives of this utility model is to provide a vehicle suspension buffer structure and vehicle to solve the problems of high cost of polyurethane buffer blocks and poor smoothness of rubber buffer blocks in the prior art, making it difficult to balance economy and excellent buffering effect.

[0004] To achieve the above objectives, the technical solution adopted by this utility model is as follows: A vehicle suspension buffer structure is used for limiting and buffering between the longitudinal beam of the vehicle suspension and the rear axle of the axle, comprising: a support mounted on the longitudinal beam; a buffer assembly, one end of which is mounted on the support and the other end of which can abut against the rear axle to absorb the impact load between the longitudinal beam and the rear axle; and a disc spring sleeved on the buffer assembly and located between the buffer assembly and the support to further absorb the impact load between the longitudinal beam and the rear axle.

[0005] Based on the aforementioned technical means, a disc spring is installed between the buffer assembly and the support, working in conjunction with the buffer assembly to form a composite buffer system. This system provides progressive buffering for collisions between the longitudinal beam and the rear axle. Specifically, this composite buffer system utilizes the unique nonlinear stiffness characteristics of the disc spring to increase the load absorption performance of the buffer assembly while reducing the impact between the longitudinal beam and the rear axle, thereby improving the stability and comfort of the vehicle during driving. Specifically, when the longitudinal beam of the vehicle suspension and the rear axle of the axle approach each other rapidly, causing the buffer assembly to press against the rear axle, the rubber buffer block is compressed first to initially absorb energy. When the impact force between the longitudinal beam and the rear axle increases and reaches the compression limit of the buffer block, the disc spring can be smoothly compressed. The disc spring can work in conjunction with the buffer assembly to ensure the smoothness of the buffer.

[0006] Furthermore, the buffer assembly includes a buffer block and a bolt, one end of which is installed inside the buffer block, and the other end of which passes through the disc spring, the support, and the longitudinal beam in sequence; it also includes a nut, the other end of which passes through the longitudinal beam and is locked onto the longitudinal beam by the nut.

[0007] Based on the above technical means, the buffer block, disc spring and support can be easily, quickly and effectively installed on the longitudinal beam by the cooperation of bolts and nuts, and disassembly is simple, which simplifies the disassembly and maintenance process.

[0008] Furthermore, it also includes a buffer block impact bracket, which is mounted on the rear axle, and the end of the buffer block away from the longitudinal beam can abut against the buffer block impact bracket.

[0009] Based on the above technical means, the impact bracket of the buffer block provides a special impact surface for the buffer block, ensuring that the buffer block will not directly impact the rear axle when the longitudinal beam and the rear axle are close to each other, avoiding stress concentration caused by line contact of the buffer block, effectively preventing the buffer block from tearing or being damaged due to uneven force, and ensuring the service life of the buffer block.

[0010] Furthermore, the buffer block is made of rubber.

[0011] Based on the above-mentioned technical means, rubber materials have excellent elastic deformation capabilities, are inexpensive, have a very mature manufacturing process, and can be produced stably on a large scale with high quality, making them economical.

[0012] Furthermore, a mounting groove is formed on the support, and the disc spring is installed in the mounting groove; the buffer block covers the disc spring, and the outer wall of the buffer block is in contact with the inner wall of the mounting groove.

[0013] Based on the above technical means, the mounting groove provides precise installation limits and nesting space for the disc spring and the buffer block, ensuring that the buffer block and the disc spring will not shift in position when compressed, thus ensuring the effectiveness of the buffer block and the disc spring in operation.

[0014] Furthermore, it also includes a buffer spring, the two ends of which are respectively mounted on the longitudinal beam and the rear axle, for absorbing the impact caused by uneven road surface.

[0015] Based on the aforementioned technical means, the buffer spring can absorb the vibration energy between the longitudinal beam and the rear axle through elastic deformation, ensuring the stability of the vehicle during driving.

[0016] Furthermore, it also includes shock absorbers, with both ends of the shock absorbers respectively mounted on the longitudinal beam and the rear axle, for attenuating vibrations caused by road impacts.

[0017] Based on the aforementioned technical means, shock absorbers can also control and attenuate vibrations during vehicle operation, ensuring the smoothness of the vehicle's journey.

[0018] Furthermore, one or more disc springs are disposed between the buffer assembly and the support.

[0019] Furthermore, the disc spring is forged from a high-temperature alloy.

[0020] Based on the above technical means, high-temperature alloys can maintain high yield strength when their own temperature rises. Disc springs forged from high-temperature alloys can be prevented from being flattened or permanently deformed under extreme impact loads, and always provide rigid limiting function.

[0021] This utility model also provides a vehicle, including a vehicle suspension and an axle, wherein the vehicle suspension includes longitudinal beams; the axle includes a rear axle; and further includes the vehicle suspension buffer structure described in any one of the above, wherein the vehicle suspension buffer structure is used to prevent hard collision between the longitudinal beams and the rear axle.

[0022] The beneficial effects of this utility model are as follows: A disc spring is installed between the buffer assembly and the support, working in conjunction with the buffer assembly to form a composite buffer system. This system provides progressive buffering for collisions between the longitudinal beam and the rear axle. Specifically, this composite buffer system utilizes the unique nonlinear stiffness characteristics of the disc spring to increase the load absorption capacity of the buffer assembly while reducing the impact between the longitudinal beam and the rear axle, thereby improving the stability and comfort of the vehicle during driving. Specifically, when the longitudinal beam of the vehicle suspension and the rear axle of the axle approach each other rapidly, causing the buffer assembly to press against the rear axle, the rubber buffer block is compressed first to initially absorb energy. When the impact force between the longitudinal beam and the rear axle increases and reaches the compression limit of the buffer block, the disc spring can be smoothly compressed. The disc spring can work together with the buffer assembly to ensure the smoothness of the buffer. Attached Figure Description

[0023] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0024] Figure 1 This is a schematic diagram of the overall structure of this utility model; Figure 2 This is an exploded structural diagram of the buffer assembly and disc spring installed on the support in Embodiment 1 of this utility model; Figure 3 This is an exploded structural diagram of the buffer assembly and disc spring installed on the support in Embodiment 2 of this utility model; Figure 4 This is the combination form of the disc spring in Embodiment 3 of this utility model; Figure 5 This is the combination form of the disc spring in Embodiment 4 of this utility model; Figure 6 This is the combination form of the disc spring in Embodiment 5 of this utility model; Figure 7 These are the stress-strain curves of the rubber buffer block and the polyurethane buffer block at a hardness value of 52. Figure 8 These are the force-stroke curves of helical springs and disc springs; Figure 9 The stress-strain curves are for the rubber buffer block, the polyurethane buffer block, and the disc spring built into the rubber buffer block when the hardness value is 52.

[0025] in: 001, Longitudinal beam; 002, Rear axle; 100, Support; 200, Buffer assembly; 210, Buffer block; 220, Bolt; 300, Disc spring; 400, Nut; 500, Buffer block impact bracket; 600, Buffer spring; 700, Shock absorber. Detailed Implementation

[0026] The embodiments of this utility model will be described below with reference to the accompanying drawings and preferred embodiments. The drawings are for illustrative purposes only and should not be construed as limiting the utility model. Those skilled in the art can easily understand other advantages and effects of this utility model from the content disclosed in this specification. This utility model can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this utility model. It should be understood that the preferred embodiments are only for illustrating this utility model and not for limiting the scope of protection of this utility model.

[0027] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of the present invention. Therefore, the drawings only show the components related to the present invention and are not drawn according to the number, shape and size of the components in actual implementation. In actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0028] In the embodiments of this application, unless otherwise explicitly specified and limited, the term "connection" should be interpreted broadly. For example, "connection" can be a fixed connection, a detachable connection, or an integral part; it can be a direct connection or an indirect connection through an intermediate medium.

[0029] In embodiments of this application, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0030] Example 1 This embodiment provides, as follows: Figures 1 to 2The diagram illustrates a vehicle suspension buffer structure used for limiting and buffering between the longitudinal beam 001 of the vehicle suspension and the rear axle 002 of the axle. It includes: a support 100 mounted on the longitudinal beam 001; a buffer assembly 200, one end of which is mounted on the support 100, and the other end which abuts against the rear axle 002 to absorb the impact load between the longitudinal beam 001 and the rear axle 002; and a disc spring 300 sleeved on the buffer assembly 200 and located between the buffer assembly 200 and the support 100 to further absorb the impact load between the longitudinal beam 001 and the rear axle 002.

[0031] A disc spring 300 is installed between the buffer assembly 200 and the support 100, working in conjunction with the buffer assembly 200 to form a composite buffer system. This system provides progressive buffering for the collision between the longitudinal beam 001 and the rear axle 002. Specifically, this composite buffer system utilizes the unique nonlinear stiffness characteristics of the disc spring 300 (the spring force-formation curve of the disc spring 300 is as follows...). Figure 8 As shown, while increasing the load absorption performance of the buffer assembly 200, it also reduces the impact between the longitudinal beam 001 and the rear axle 002, thereby improving the stability and comfort of the vehicle during driving.

[0032] like Figure 2 As shown, in this embodiment, the buffer assembly 200 includes a buffer block 210 and a bolt 220. One end of the bolt 220 is installed inside the buffer block 210, and the other end passes through the disc spring 300, the support 100, and the longitudinal beam 001 in sequence. It also includes a nut 400, with the other end of the bolt 220 passing through the longitudinal beam 001 and then locked onto the longitudinal beam 001 by the nut 400. Through the cooperation of the bolt 220 and the nut 400, the buffer block 210, the disc spring 300, and the support 100 can be easily, conveniently, quickly, and effectively installed on the longitudinal beam 001, and disassembly is simple, simplifying the disassembly and maintenance process.

[0033] like Figure 1 As shown, this embodiment also includes a buffer block impact bracket 500, which is mounted on the rear axle 002. The end of the buffer block 210 away from the longitudinal beam 001 can abut against the buffer block impact bracket 500. The buffer block impact bracket 500 provides a dedicated impact surface for the buffer block 210, ensuring that the buffer block 210 does not directly impact the rear axle 002 when the longitudinal beam 001 and the rear axle 002 are close to each other. This avoids stress concentration caused by line contact of the buffer block 210, effectively preventing the buffer block 210 from tearing or being damaged due to uneven force, and ensuring the service life of the buffer block 210.

[0034] In this embodiment, the buffer block 210 is made of rubber. Rubber material has excellent elastic deformation capability, and it is inexpensive, with a very mature manufacturing process, enabling large-scale, high-quality, and stable production, making it economical.

[0035] In summary, during vehicle operation, when encountering uneven road surfaces, the longitudinal beam 001 of the vehicle suspension and the rear axle 002 of the axle rapidly approach each other, causing the buffer assembly 200 to press against the rear axle 002. The rubber buffer block 210 is initially compressed to absorb energy. When the impact force between the longitudinal beam 001 and the rear axle 002 increases and reaches the compression limit of the buffer block 210, the disc spring 300 can be smoothly compressed. The disc spring 300 can work together with the buffer assembly 200 to ensure the smoothness of the buffer. This makes the stress-strain curve of the combined buffer structure under compression close to that of a buffer block made of polyurethane material alone. Compared with polyurethane buffer blocks, it has the advantages of low cost and good buffering effect.

[0036] The stress-strain curves of the individual rubber buffer block 210 and the individual polyurethane buffer block at a hardness of 52 are as follows: Figure 7 As shown, the stress-strain curves of the two materials differ somewhat; by adding a disc spring 300 to the rubber buffer block 210, and utilizing the unique nonlinear stiffness characteristics of the disc spring 300, the following can be obtained: Figure 9 The stress-strain curve shown ( Figure 9 The red line represents the stress-strain curve of the combined structure of the rubber buffer block 210 and the disc spring 300. Figure 7 and Figure 9 The stress-strain curves show that the buffer structure composed of the rubber buffer block 210 and the disc spring 300 is quite similar to the stress-strain curve of a standalone polyurethane buffer block. Therefore, it can be concluded that the combination of the rubber buffer block 210 and the disc spring 300 can achieve a buffering effect close to that of a standalone polyurethane buffer block.

[0037] In this embodiment, a mounting groove is formed on the support 100 (the support 100 forms a basin-shaped structure), and the disc spring 300 is installed in the mounting groove; the buffer block 210 covers the disc spring 300, and the outer wall of the buffer block 210 fits against the inner wall of the mounting groove. The mounting groove provides precise installation limits and nesting space for the disc spring 300 and the buffer block 210, ensuring that the buffer block 210 and the disc spring 300 will not shift their positions when compressed, thus ensuring the effectiveness of the operation of the buffer block 210 and the disc spring 300.

[0038] like Figure 1 As shown, this embodiment also includes a buffer spring 600, with its two ends respectively mounted on the longitudinal beam 001 and the rear axle 002, for absorbing impacts caused by uneven road surfaces. The buffer spring 600 can absorb the vibration energy between the longitudinal beam 001 and the rear axle 002 through elastic deformation, ensuring the stability of the vehicle during driving.

[0039] like Figure 1 As shown, this embodiment also includes a shock absorber 700, with its two ends mounted on the longitudinal beam 001 and the rear axle 002, respectively, to attenuate vibrations caused by road impacts. The shock absorber 700 can also control and attenuate vibrations during vehicle operation, ensuring the smoothness of the vehicle's journey.

[0040] In this embodiment, a disc spring 300 is provided between the buffer assembly 200 and the support 100, and the side of the disc spring 300 with a smaller diameter is close to the buffer block 210.

[0041] In this embodiment, the disc spring 300 is forged from a high-temperature alloy. High-temperature alloys maintain high yield strength even as their temperature rises, ensuring that the disc spring 300, forged from a high-temperature alloy, will not be flattened or permanently deformed under extreme impact loads, thus consistently providing a rigid limiting function.

[0042] This embodiment also provides a vehicle, including a vehicle suspension and an axle. The vehicle suspension includes a longitudinal beam 001; the axle includes a rear axle 002; and it also includes a vehicle suspension buffer structure of any one of the above, which is used to prevent the longitudinal beam 001 and the rear axle 002 from having a hard collision.

[0043] Example 2 This embodiment is another implementation of the disc spring 300 in Embodiment 1 during installation, and the difference from Embodiment 1 is that: like Figure 3 As shown, when installing the disc spring 300, the side of the disc spring 300 with the smaller diameter is placed close to the support 100, and then the buffer block 210, the disc spring 300, and the support 100 are installed on the longitudinal beam 001 by bolts 220.

[0044] It is worth noting that, except for the mounting posture of the disc spring 300, all other components and their mounting structures are the same as in Embodiment 1.

[0045] Example 3 This embodiment is another installation method for the disc spring 300, which differs from Embodiment 1 in that: like Figure 4 As shown, in this embodiment, there can be two disc springs 300. The smaller diameter sides of the two disc springs 300 are arranged opposite each other to form an X-shaped structure. Then, the assembled disc springs 300 are installed in the support 100. In this embodiment, the space occupied by the two disc springs 300 is larger than that in embodiment 1. Therefore, the height of the mounting groove formed on the support 100 can also be increased accordingly to meet the installation requirements.

[0046] It is worth noting that, apart from the disc spring 300 and the support 100, all other components and their mounting structures are the same as in Embodiment 1 in this embodiment.

[0047] Example 4 This embodiment is another installation method for the disc spring 300, which differs from Embodiment 1 in that: like Figure 5 As shown, in this embodiment, there can be three or more disc springs 300, which are connected in series and then assembled into a disc spring group 300 and installed in the support 100. In this embodiment, the space occupied by two disc springs 300 is larger than that in embodiment 1. Therefore, the height of the mounting groove formed on the support 100 can also be increased accordingly to meet the installation requirements.

[0048] It is worth noting that, apart from the disc spring 300 and the support 100, all other components and their mounting structures are the same as in Embodiment 1 in this embodiment.

[0049] Example 5 This embodiment is another installation method for the disc spring 300, which differs from Embodiment 1 in that: like Figure 6 As shown, in this embodiment, there can be three or more disc springs 300, arranged in parallel (i.e., adjacent disc springs 300 are symmetrically arranged), and then the assembled disc spring group 300 is installed in the support 100. In this embodiment, the space occupied by two disc springs 300 is larger than that in embodiment 1. Therefore, the height of the mounting groove formed on the support 100 can also be increased accordingly to meet the installation requirements.

[0050] It is worth noting that, apart from the disc spring 300 and the support 100, all other components and their mounting structures are the same as in Embodiment 1 in this embodiment.

[0051] Obviously, the above embodiments of this utility model are merely examples for clearly illustrating the present utility model, and are not intended to limit the implementation of the present utility model. Those skilled in the art can make other variations or modifications based on the above description. It is neither necessary nor possible to exhaustively list all possible implementations here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this utility model should be included within the protection scope of the claims of this utility model.

Claims

1. A vehicle suspension buffer structure for limiting and buffering between the longitudinal beam (001) of the vehicle suspension and the rear axle (002) of the axle, characterized in that, include: Support (100) is installed on the longitudinal beam (001); The buffer assembly (200) is mounted on the support (100) at one end and can abut against the rear axle (002) at the other end to absorb the impact load between the longitudinal beam (001) and the rear axle (002); A disc spring (300) is sleeved on the buffer assembly (200) and located between the buffer assembly (200) and the support (100) to further absorb the impact load between the longitudinal beam (001) and the rear axle (002).

2. The vehicle suspension buffer structure according to claim 1, characterized in that, The buffer assembly (200) includes a buffer block (210) and a bolt (220). One end of the bolt (220) is installed inside the buffer block (210), and the other end passes through the disc spring (300), the support (100), and the longitudinal beam (001) in sequence. It also includes a nut (400). The other end of the bolt (220) passes through the longitudinal beam (001) and is locked to the longitudinal beam (001) by the nut (400).

3. The vehicle suspension buffer structure according to claim 2, characterized in that, It also includes a buffer block impact bracket (500), which is mounted on the rear axle (002), and the end of the buffer block (210) away from the longitudinal beam (001) can abut against the buffer block impact bracket (500).

4. The vehicle suspension buffer structure according to claim 2, characterized in that, The buffer block (210) is made of rubber.

5. A vehicle suspension buffer structure according to claim 2, characterized in that, The support (100) has a mounting groove, and the disc spring (300) is installed in the mounting groove; the buffer block (210) covers the disc spring (300), and the outer wall of the buffer block (210) is in contact with the inner wall of the mounting groove.

6. The vehicle suspension buffer structure according to claim 1, characterized in that, It also includes a buffer spring (600), the two ends of which are respectively mounted on the longitudinal beam (001) and the rear axle (002) to absorb the impact caused by uneven road surface.

7. A vehicle suspension buffer structure according to claim 1, characterized in that, It also includes a shock absorber (700), the two ends of which are respectively mounted on the longitudinal beam (001) and the rear axle (002) to attenuate vibrations caused by road impacts.

8. A vehicle suspension buffer structure according to claim 1, characterized in that, One or more disc springs (300) are disposed between the buffer assembly (200) and the support (100).

9. A vehicle suspension buffer structure according to claim 1, characterized in that, The disc spring (300) is forged from a high-temperature alloy.

10. A vehicle comprising a vehicle suspension and an axle, said vehicle suspension comprising a longitudinal beam (001); said axle comprising a rear axle (002); characterized in that, It also includes the vehicle suspension buffer structure according to any one of claims 1-9, the vehicle suspension buffer structure being used to prevent hard collision between the longitudinal beam (001) and the rear axle (002).

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