Variable stiffness automotive shock spring

Abstract

The utility model belongs to shock absorbing spring technical field discloses a kind of variable stiffness automobile shock absorbing spring, including main rod and the auxiliary rod of sliding connection in the one end of main rod, thread section is opened in the auxiliary rod, adjusting ring is threadedly connected at thread section, main spring is elastically connected between the adjusting ring and the auxiliary rod, limiting ring is rotatably connected on the main rod, locking assembly for the axial locking of adjusting ring relative to main rod is provided between adjusting ring and limiting ring, the utility model is equipped with the setting of locking assembly, so that adjusting ring can be subjected to stable axial locking, the problem that traditional thread adjusting ring is prone to translation in the vehicle driving process is solved, and the stability of the spring working state after adjusting stiffness is guaranteed.

Description

Technical Field

[0001] This utility model relates to the field of shock absorber spring technology, and more specifically, to a variable stiffness automotive shock absorber spring. Background Technology

[0002] Automotive shock absorber springs are an important component of a vehicle's suspension system. Their stiffness characteristics directly affect the vehicle's ride comfort and handling stability. To adapt to different load conditions or road conditions, various variable stiffness shock absorber springs have appeared on the market. These springs typically achieve stiffness adjustment by changing the effective number of working coils or the pre-compression amount.

[0003] Traditional variable stiffness automotive shock absorber springs typically adjust stiffness by rotating a threaded adjusting ring to compress or release the spring. While stiffness can be adjusted by changing the position of the adjusting ring, the self-locking property of the thread alone cannot guarantee that the adjusting ring will not shift axially during continuous vehicle operation. This displacement will cause changes in the spring's pre-compression, rendering the spring stiffness adjustment ineffective. This not only affects the stability of the shock absorber but may also cause abnormal spring noise and pose certain safety hazards.

[0004] In view of this, we propose a variable stiffness automotive damping spring. Utility Model Content

[0005] 1. Technical problems to be solved

[0006] The purpose of this invention is to provide a variable stiffness automotive shock absorber spring to solve the problems mentioned in the background art.

[0007] 2. Technical Solution

[0008] A variable stiffness automotive shock absorber spring includes a main rod and a secondary rod slidably connected to one end of the main rod. The secondary rod has a threaded section, and an adjusting ring is threadedly connected to the threaded section. A main spring is elastically connected between the adjusting ring and the secondary rod. A limit ring is rotatably connected to the main rod. A locking assembly is provided between the adjusting ring and the limit ring for locking and limiting the adjusting ring relative to the axial direction of the main rod.

[0009] Preferably, the locking assembly includes two insert rods fixedly connected to the adjusting ring and two slots formed on the limiting ring. A mounting block is fixedly connected to the limiting ring, and a limiting rod is elastically connected to the mounting block. Multiple limiting grooves adapted to the size of the limiting rod are formed at equal intervals along the axial direction of the main rod on the insert rod.

[0010] Preferably, a return spring is fixedly connected to the end of the limiting rod, one end of the return spring is fixedly connected to the limiting rod, and the other end of the return spring is fixedly connected to the mounting block.

[0011] Preferably, the end of the auxiliary rod is fixedly connected to an anti-torsion rod with a cross-section in the shape of a cross, and the main rod is provided with an anti-torsion groove that matches the size of the anti-torsion rod.

[0012] Preferably, a rotating ring with a "T"-shaped cross-section is fixedly connected to the limiting ring, and a rotating groove adapted to the size of the rotating ring is provided on the main rod.

[0013] Preferably, the length of the main spring in its natural state is greater than the length of the threaded section on the secondary rod, and the adjustment stroke of the adjusting ring on the threaded section is less than the maximum compression length of the main spring.

[0014] Preferably, both the main rod and the auxiliary rod have mounting holes at their ends.

[0015] 3. Beneficial effects

[0016] Compared with existing technologies, the advantages of this utility model are:

[0017] 1. This utility model, through the setting of the locking component, enables the adjusting ring to be stably axially locked, solving the problem that traditional threaded adjusting rings are prone to translation during vehicle operation, and ensuring the stability of the spring's working state after stiffness adjustment.

[0018] 2. This utility model, through the setting of the "+" shaped anti-torsion rod at the end of the auxiliary rod and the anti-torsion groove on the main rod, can prevent relative rotation between the main rod and the auxiliary rod, and also ensure the smooth axial sliding of the auxiliary rod relative to the main rod, thus ensuring the stable operation of the shock-absorbing spring. Attached Figure Description

[0019] Figure 1 This is a three-dimensional structural diagram of the present invention;

[0020] Figure 2 This is an exploded view of the present invention;

[0021] Figure 3 This is a diagram showing the connection relationship between the adjusting ring and the limiting ring of this utility model;

[0022] Figure 4 This is a cross-sectional schematic diagram of the rotating ring of this utility model.

[0023] The following are the labels in the diagram: 1. Main rod, 12. Secondary rod, 13. Anti-torsion rod, 14. Anti-torsion groove, 15. Mounting hole, 16. Main spring, 17. Adjusting ring, 18. Threaded section, 19. Limiting ring, 110. Rotating ring, 111. Rotating groove, 2. Locking assembly, 21. Insert rod, 22. Slot, 23. Mounting block, 24. Limiting rod, 25. Limiting groove, 26. Return spring. Detailed Implementation

[0024] 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.

[0025] In the description of this utility model, "multiple" means two or more, unless otherwise explicitly specified.

[0026] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installed," "equipped with," "sleeved / connected," "connected," etc., should be interpreted broadly. For example, "connection" can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; it can be a connection within two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

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

[0028] A variable stiffness automotive shock absorber spring includes a main rod 1 and a secondary rod 12 slidably connected to one end of the main rod 1. The secondary rod 12 has a threaded section 18, and an adjusting ring 17 is threadedly connected to the threaded section 18. A main spring 16 is elastically connected to the adjusting ring 17 and the secondary rod 12. A limit ring 19 is rotatably connected to the main rod 1. The length of the main spring 16 in its natural state is greater than the length of the threaded section 18 on the secondary rod 12. The adjustment stroke of the adjusting ring 17 on the threaded section 18 is less than the maximum compression length of the main spring 16. A locking assembly 2 is provided between the joint ring 17 and the limiting ring 19 to lock and limit the adjusting ring 17 axially relative to the main rod 1. That is, the auxiliary rod 12, which can slide relative to the main rod 1, together with the main rod 1 and the main spring 16, forms a damping spring, so that the auxiliary rod 12 can compress or release the main spring 16 when it slides relative to the main rod 1. In addition, the adjusting ring 17 can change the distance between the adjusting ring 17 and the end of the auxiliary rod 12, thereby adjusting the pre-compression of the main spring 16 and realizing the stiffness adjustment of the damping spring.

[0029] Specifically, the locking assembly 2 includes two rods 21 fixedly connected to the adjusting ring 17 and two slots 22 opened on the limiting ring 19. The limiting ring 19 is fixedly connected to the mounting block 23, and the mounting block 23 is elastically connected to the limiting rod 24. The rods 21 are provided with multiple limiting grooves 25 that are adapted to the size of the limiting rods 24 at equal intervals along the axial direction of the main rod 1. During use, when it is necessary to adjust the stiffness of the shock-absorbing spring, the limiting rods 24 are pulled outward to disengage them from the limiting grooves 25 on the rods 21. At this time, the adjusting ring 17 can be rotated. When the adjusting ring 17 rotates, it will move along the axial direction of the secondary rod 12 through the threaded pair, and drive the two rods 21 to slide synchronously in the slots 22 of the limiting ring 19. When the desired position is reached, the limiting rods 24 are released, and they will automatically lock into the corresponding limiting grooves 25 on the rods 21 under the action of elastic force.

[0030] It should be noted that since the insertion rod 21 is inserted into the slot 22 and the limiting ring 19 is rotatably connected to the main rod 1, when the limiting rod 24 is pulled and the adjusting ring 17 is rotated, the limiting ring 19 will rotate accordingly, but the distance between the limiting ring 19 and the adjusting ring 17 will change.

[0031] Secondly, a return spring 26 is fixedly connected to the end of the limiting rod 24. One end of the return spring 26 is fixedly connected to the limiting rod 24, and the other end of the return spring 26 is fixedly connected to the mounting block 23. By setting the pre-compressed return spring 26, elastic restoring force can be provided to the limiting rod 24, improving the convenience of operation.

[0032] Furthermore, an anti-torsion rod 13 with a cross-section of "+" is fixedly connected to the end of the auxiliary rod 12. An anti-torsion groove 14 adapted to the size of the anti-torsion rod 13 is provided on the main rod 1. The anti-torsion rod 13 and the anti-torsion groove 14 can prevent relative rotation between the main rod 1 and the auxiliary rod 12 and ensure the stability of the vibration damping operation.

[0033] In addition, a rotating ring 110 with a "T"-shaped cross section is fixedly connected to the limiting ring 19. A rotating groove 111 that matches the size of the rotating ring 110 is provided on the main rod 1. This arrangement not only allows the limiting ring 19 to be installed and positioned on the main rod 1, but also allows the limiting ring 19 to rotate relative to the main rod 1. During the adjustment process, the limiting ring 19 can rotate synchronously with the rotation of the adjusting ring 17, ensuring the stable locking of the locking assembly 2.

[0034] Furthermore, mounting holes 15 are provided at the ends of both the main rod 1 and the auxiliary rod 12, making it easier to install the entire shock absorber spring on the vehicle body and suspension arms.

[0035] Working principle:

[0036] When it is necessary to adjust the stiffness of the damping spring, pull the limiting rod 24 outward to its limiting groove 25 to release the lock on the adjusting ring 17. Then, rotate the adjusting ring 17. Since it engages with the threaded section 18 on the main rod 1, the adjusting ring 17 will move axially along the main rod 1, changing the distance between it and the end of the auxiliary rod 12, thereby adjusting the pre-compression of the main spring 16 and realizing the adjustment of the stiffness of the damping spring. During this process, the limiting ring 19 will rotate accordingly. When the desired position is reached, release the limiting rod 24. The elastic force of the return spring 26 pushes the limiting rod 24 into the corresponding limiting groove 25 on the insertion rod 21, completing the axial locking of the adjusting ring 17.

[0037] The foregoing has shown and described the basic principles, main features, and advantages of this utility model. Those skilled in the art should understand that this utility model is not limited to the above embodiments. The embodiments and descriptions in the specification are merely preferred examples and are not intended to limit the utility model. Various changes and modifications can be made to this utility model without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claimed utility model. The scope of protection of this utility model is defined by the appended claims and their equivalents.

Claims

1. A variable stiffness automotive shock absorber spring, characterized in that: The system includes a main rod (1) and a secondary rod (12) slidably connected to one end of the main rod (1). The secondary rod (12) has a threaded section (18), and an adjusting ring (17) is threadedly connected to the threaded section (18). A main spring (16) is elastically connected between the adjusting ring (17) and the secondary rod (12). A limit ring (19) is rotatably connected to the main rod (1). A locking assembly (2) is provided between the adjusting ring (17) and the limit ring (19) for locking and limiting the adjusting ring (17) axially relative to the main rod (1).

2. The variable stiffness automotive shock absorber spring as described in claim 1, characterized in that: The locking assembly (2) includes two insert rods (21) fixedly connected to the adjusting ring (17) and two slots (22) opened on the limiting ring (19). A mounting block (23) is fixedly connected to the limiting ring (19), and a limiting rod (24) is elastically connected to the mounting block (23). Multiple limiting grooves (25) that are adapted to the size of the limiting rod (24) are opened at equal intervals along the axial direction of the main rod (1) on the insert rods (21).

3. The variable stiffness automotive shock absorber spring as described in claim 2, characterized in that: A return spring (26) is fixedly connected to the end of the limiting rod (24). One end of the return spring (26) is fixedly connected to the limiting rod (24), and the other end of the return spring (26) is fixedly connected to the mounting block (23).

4. The variable stiffness automotive shock absorber spring as described in claim 1, characterized in that: The end of the auxiliary rod (12) is fixedly connected to an anti-torsion rod (13) with a cross-section in the shape of a cross. The main rod (1) is provided with an anti-torsion groove (14) that matches the size of the anti-torsion rod (13).

5. The variable stiffness automotive shock absorber spring as described in claim 1, characterized in that: A rotating ring (110) with a "T" shaped cross section is fixedly connected to the limiting ring (19), and a rotating groove (111) adapted to the size of the rotating ring (110) is provided on the main rod (1).

6. The variable stiffness automotive shock absorber spring as described in claim 1, characterized in that: The length of the main spring (16) in its natural state is greater than the length of the threaded section (18) on the secondary rod (12), and the adjustment stroke of the adjusting ring (17) on the threaded section (18) is less than the maximum compression length of the main spring (16).

7. The variable stiffness automotive shock absorber spring as described in claim 1, characterized in that: The ends of the main rod (1) and the auxiliary rod (12) are provided with mounting holes (15).

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