Vehicle

Abstract

The present disclosure relates to a vehicle, comprising a wheel, a frame and a shock absorber assembly, wherein the shock absorber assembly comprises: a shock absorber hinged to the wheel; a rocker arm swingably connected to the frame in a height direction; a joint fixed to the shock absorber and hinged to the rocker arm; a push rod having one end connected to the joint; a first pawl swingably mounted on a side wall of the rocker arm and abutting or releasing the push rod at one end of the push rod; and a second pawl rotatably mounted on the rocker arm at one end and engaged or disengaged with the other end of the first pawl, so that the joint has a locked state and an open state, in the locked state, the relative movement of the rocker arm and the shock absorber is limited, and in the open state, the relative movement of the rocker arm and the shock absorber is allowed. The motion trajectory can be adjusted according to the load demand of the user, the stiffness demand of the customer in each stage and each working condition is met, and the working condition adaptability, impact resistance efficiency and durability of the shock absorber assembly are significantly improved.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle shock absorption technology, and more specifically, to a vehicle. Background Technology

[0002] Shock absorber assemblies suppress spring oscillations and ground impacts, improving vehicle ride smoothness and stability. However, under different load conditions, the upper limit of traditional shock absorber size restricts wheel travel within its working range, thus reducing vehicle ground clearance and off-road capability. Furthermore, vehicles face diverse usage scenarios in practice. Vehicles purchased for cargo use have high suspension stiffness and short wheel travel, making them prone to chassis scraping when used for passenger transport or off-road driving. Vehicles purchased for passenger use have insufficient suspension stiffness, making suspension buffers susceptible to impact with the chassis and component breakage when used for cargo transport or self-driving. Utility Model Content

[0003] The purpose of this disclosure is to provide a vehicle that at least partially solves the technical problems existing in the related art.

[0004] To achieve the above objectives, this disclosure provides a vehicle including wheels, a frame, and a shock absorber assembly, wherein the shock absorber assembly includes: Shock absorber, hinged to the wheel; A rocker arm is pivotally connected to the frame in the height direction; The connector is fixed to the shock absorber and hinged to the rocker arm; The push rod is connected at one end to the connector; The first pawl is pivotally mounted on the side wall of the rocker arm, and pushes or releases the push rod at the end near the push rod. The second chuck is rotatably mounted on the rocker arm at one end, and engages or disengages with the other end of the first chuck at the other end, so that the joint has a locked state and an open state. In the locked state, the relative movement of the rocker arm and the shock absorber is restricted, and in the open state, the relative movement of the rocker arm and the shock absorber is allowed.

[0005] Optionally, the second claw is located on the side of the first claw opposite to the joint, and the shock absorber assembly further includes: The first limiting hook is formed at the end of the first claw opposite to the push rod; The second limiting hook is formed at one end of the second claw that is opposite to the rocker arm, and engages or disengages with the first limiting hook.

[0006] Optionally, the shock absorber assembly further includes a retainer fixed to the rocker arm, and the end of the second claw opposite to the second limiting hook is rotatably connected to the retainer.

[0007] Optionally, the card holder includes: A collar, with an inner diameter matching the outer diameter of the rocker arm, is coaxially fitted onto the rocker arm; and The connecting block is connected to the side wall of the collar on one side, and the second claw is installed on the side opposite to the collar.

[0008] Optionally, the cross-sectional dimensions of the connecting block gradually decrease from one side of the second claw toward the side closer to the collar.

[0009] Optionally, the shock absorber assembly further includes: A first elastic element is elastically connected to the end of the card holder and the first claw that engages with the push rod; and The second elastic element is elastically connected between the second claw and the card holder.

[0010] Optionally, the shock absorber assembly further includes a limiting sleeve fixed to the side wall of the rocker arm, the limiting sleeve being fitted onto the outside of the push rod to guide the movement of the push rod.

[0011] Optionally, the axes of the limiting sleeve and the rocker arm are parallel to each other, and the inner diameter of the limiting sleeve matches the outer diameter of the push rod.

[0012] Optionally, the connector is fixedly fitted with a lug protruding toward the push rod at the end of the push rod, and the lug is hinged to the end of the push rod.

[0013] Optionally, the shock absorber includes: Piston, one end of which is hinged to the wheel; and A cylinder, wherein one end of the piston is retractably connected to one end of the cylinder, and the connector is fixedly connected to the other end of the cylinder.

[0014] Through the above technical solution, the engagement or disengagement of the first and second pawls controls the joint and rocker arm to change the stop position of the shock absorber, forming three working strokes. This allows for automatic matching of the corresponding working mode under different loads and impact intensities, enabling it to adapt to the customer's vehicle usage needs. The movement trajectory can be adjusted according to the user's load requirements to meet the stiffness requirements of the customer at various stages and under various working conditions, significantly improving the working condition adaptability, impact resistance efficiency, and durability of the shock absorber assembly.

[0015] Other features and advantages of this disclosure will be described in detail in the following detailed description section. Attached Figure Description

[0016] The accompanying drawings are provided to further illustrate the present disclosure and form part of the specification. They are used together with the following detailed description to explain the present disclosure, but do not constitute a limitation thereof. In the drawings: Figure 1 This is a usage diagram of the shock absorber assembly of a vehicle provided by an exemplary embodiment of this disclosure; Figure 2 yes Figure 1 Enlarged view of section A; Figure 3 This is a diagram illustrating the changes in the shock absorber assembly of a vehicle provided by an exemplary embodiment of this disclosure.

[0017] Explanation of reference numerals in the attached figures 1-Rocker arm; 2-Shock absorber; 21-Piston; 22-Cylinder; 31-Connector; 311-Ear; 32-Push rod; 33-First pawl; 331-First limit hook; 34-Second pawl; 341-Second limit hook; 35-Packet; 351-Ring; 352-Connecting block; 361-First elastic element; 362-Second elastic element; 37-Limit sleeve; 4-Frame; 5-Wheel. Detailed Implementation

[0018] The specific embodiments of this disclosure will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustration and explanation only and are not intended to limit this disclosure.

[0019] In this disclosure, unless otherwise stated, directional terms such as "inner" and "outer" refer to the outline of the corresponding component itself; directional terms such as "top" and "bottom" are defined based on the usage habits of the shock absorber assembly provided in this disclosure. Specifically, "top" and "bottom" can refer to the height direction of the vehicle, as can be found in the following references. Figure 1 The orientation of the drawing is indicated. Terms such as "first" and "second" used in this disclosure are for distinguishing one element from another and do not indicate sequence or importance. Furthermore, in the following description, when referring to the accompanying drawings, the same reference numerals in different drawings denote the same or similar elements.

[0020] Reference Figures 1-3This disclosure provides a vehicle that may include wheels 5, a frame 4, and a shock absorber assembly. The shock absorber assembly may include a shock absorber 2, a rocker arm 1, a connector 31, a push rod 32, a first pawl 33, and a second pawl 34. In this disclosure, the shock absorber 2 can be hinged to the wheel 5 so that the shock absorber 2 can adapt to the travel of the wheel 5, avoiding shock absorber 2 breakage or other unexpected situations when the wheel 5 changes movement. The rocker arm 1 can be pivotally connected to the frame 4 in the height direction of the vehicle to further effectively absorb and adjust the movement changes of the wheel 5, improving the performance of the vehicle's suspension system. Through this connection method, the rocker arm 1 can adapt to the travel of the wheel 5 under different road conditions, enhancing the stability and comfort of the vehicle, while reducing the impact force on the shock absorber 2, reducing the risk of breakage, thereby improving the overall safety and durability. It should be noted that the specific connection method between the rocker arm 1 and the frame 4 is well known to those skilled in the art and will not be described in detail here.

[0021] refer to Figure 1 and Figure 2 The connector 31 can be fixed to the shock absorber 2 and hinged to the rocker arm 1. In the embodiments provided in this disclosure, the connector 31 can be constructed as a columnar structure. The connector 31 can be fixedly connected to one end of the cylinder 22 mentioned below. The end of the rocker arm 1 can be hinged to the peripheral wall of the connector 31. In this way, the connector 31 can move with the movement of the shock absorber 2 and drive the rocker arm 1 to swing, so that the rocker arm 1 can flexibly adapt to the movement of the shock absorber 2 under different working conditions, improving the adaptability of the overall system. One end of the push rod 32 can be fixedly connected to the connector 31. In the embodiments provided in this disclosure, the axis of the connector 31 can be perpendicular to the axis of the push rod 32, ensuring that the connector 31 accurately drives the push rod 32, improving the efficiency and accuracy of operation. The first pawl 33 can be oscillatingly mounted on the side wall of the rocker arm 1. The end near the push rod 32 is used to push or release the push rod 32. This design makes the driving process of the first pawl 33 more flexible, so as to adapt to different working requirements. The second pawl 34 is rotatably mounted on the rocker arm 1 at one end, and is used to engage or disengage with the other end of the first pawl 33, so that the joint 31 has a locked state and an open state. In the locked state, the joint 31 can restrict the relative movement of the rocker arm 1 and the shock absorber 2, ensuring the stability and safety of the shock absorber assembly under specific conditions and preventing unnecessary displacement. In the open state, the joint 31 can allow the rocker arm 1 and the shock absorber 2 to move relative to each other, thereby improving the adaptability and flexibility of the shock absorber assembly and enhancing the driving performance of the vehicle under different road conditions.

[0022] According to some embodiments provided in this disclosure, the shock absorber assembly provided in this disclosure has three strokes, specifically, When the vehicle is in a ready-to-load state, i.e. under low load conditions, such as Figure 3 As shown in part a, the rocker arm 1 is at its lowest position, near the shock absorber 2, with the first pawl 33 and the second pawl 34 disengaged. At this time, the connector 31 is open, and the wheel 5 can bounce within a certain range to absorb the vibration of the wheel 5 through the shock absorber 2's own damping effect and the rotational motion of the shock absorber 2 around the rocker arm 1, thereby greatly increasing the ground clearance and improving passability. This is the first stroke, where the shock absorber 2 absorbs the vibration of the wheel 5. When the vehicle is half-loaded or in a self-driving tour state, that is, under medium load conditions, such as Figure 3 As shown in section b, at this time, the end of rocker arm 1 closest to shock absorber 2 is at its lowest position, causing the dynamic travel of wheel 5 to be less than that in the ready state. Under these circumstances, shock absorber 2 itself absorbs the dynamic travel of wheel 5 and performs filtering and shock reduction, ensuring both ground clearance and ride comfort. This is the second stroke, which is further increased by the swing of rocker arm 1.

[0023] When a vehicle is fully loaded or experiences a severe impact, under extreme load conditions, such as Figure 3 As shown in section c, when a large load lifts the end of rocker arm 1 near the shock absorber 2, the first pawl 33 and the second pawl 34 lock, causing connector 31 to switch to the locked state. At this time, the relative position between connector 31 and rocker arm 1 remains stable, preventing them from moving and thus limiting the relative movement between rocker arm 1 and shock absorber 2, ensuring the safety between the upper end of shock absorber 2 and rocker arm 1. Even though the end of shock absorber 2 near rocker arm 1 is pushed to its highest position, it can still maintain good passability under heavy load conditions. This is the third stroke, where connector 31 locks the swing of rocker arm 1 to prevent structural overload damage.

[0024] Through the above technical solution, by engaging or disengaging the first claw 33 and the second claw 34, the stop position of the joint 31 and the rocker arm 1 is controlled to change, so as to form three working strokes. This allows for automatic matching of the corresponding working mode under different loads and impact intensities, enabling it to adapt to the customer's vehicle usage needs. The movement trajectory can be adjusted according to the user's load requirements to meet the stiffness requirements of the customer at various stages and under various working conditions, significantly improving the working condition adaptability, impact resistance efficiency and durability of the shock absorber assembly.

[0025] Furthermore, referring to Figure 2The second pawl 34 is located on the side of the first pawl 33 opposite to the connector 31 to avoid interference between the first pawl 33 and the second pawl 34 and the connector 31 when they are engaged. The shock absorber assembly may also have a first limiting hook 331 and a second limiting hook 341. The first limiting hook 331 may be formed at the end of the first pawl 33 opposite to the push rod 32, and the second limiting hook 341 may be formed at the end of the second pawl 34 opposite to the rocker arm 1, for engaging or disengaging with the first limiting hook 331. When the first pawl 33 and the second pawl 34 are engaged, the first limiting hook 331 and the second limiting hook 341 form an interlocking engagement, which can effectively limit the first pawl 33 and the second pawl 34, preventing the first pawl 33 and the second pawl 34 from accidentally falling off or failing during vehicle operation. This locks the relative position of the rocker arm 1 and the cylinder 22 mentioned below in the third stroke, ensuring the safety and stability of the shock absorber assembly during use.

[0026] Reference Figure 1 and Figure 2 The shock absorber assembly may also include a mounting base 35, which can be fixed to the rocker arm 1, and the end of the second pawl 34 opposite to the second limit hook 341 can be rotatably connected to the mounting base 35. By providing the mounting base 35, a dedicated mounting position is provided for the second pawl 34, so as to realize the cooperation between the second pawl 34 and the first pawl 33, and to ensure the stability of the mounting position of the second pawl 34 and the reliability of the cooperation between the second pawl 34 and the first pawl 33.

[0027] Furthermore, referring to Figure 2 The retainer 35 may include a collar 351 and a connecting block 352. The inner diameter of the collar 351 can match the outer diameter of the rocker arm 1. The collar 351 is used to coaxially fit onto the rocker arm 1 to achieve the connection between the retainer 35 and the rocker arm 1, ensuring tight contact between the retainer 35 and the rocker arm 1, effectively eliminating assembly gaps, and avoiding abnormal noise or vibration during operation. One side of the connecting block 352 can be connected to the side wall of the collar 351, and the side of the connecting block 352 opposite to the collar 351 can be used to install the second jaw 34, thereby achieving precise positioning and installation of the second jaw 34. Through the dedicated installation position provided by the connecting block 352, the relative positional accuracy of the first jaw 33 and the second jaw 34 is ensured.

[0028] Reference Figure 1 and Figure 2The shock absorber assembly may further include a first elastic element 361 and a second elastic element 362. The first elastic element 361 may be elastically connected to the end of the card holder 35 and the first claw 33 that is used to cooperate with the push rod 32, so that when the push rod 32 removes the thrust applied to the first claw 33 to release the first claw 33, the first claw 33 can automatically reset, and when reset, the first limit hook 331 can be removed from limiting the second limit hook 341, thereby automatically unlocking the connector 31 and the rocker arm 1, effectively improving the state switching efficiency of the connector 31. The second elastic element 362 can be elastically connected between the second claw 34 and the card seat 35. In this way, when the first limit hook 331 and the second limit hook 341 are engaged, under the action of the contraction force of the second elastic element 362, the second elastic element 362 can pull the second limit hook 341 closer to the first limit hook 331 to enhance the connection strength between the first limit hook 331 and the second limit hook 341, thereby ensuring the stability of the rocker arm 1 and the shock absorber 2 in the locked state.

[0029] Reference Figure 1 and Figure 2 The shock absorber assembly may further include a limiting sleeve 37 fixed to the side wall of the rocker arm 1. In the embodiments provided in this disclosure, the limiting sleeve 37 may be fixed to the rocker arm 1 by welding or integrally formed with the rocker arm 1, thereby improving the connection strength between the limiting sleeve 37 and the rocker arm 1. The limiting sleeve 37 is sleeved on the outside of the push rod 32 to guide the movement of the push rod 32. The push rod 32 is slidably sleeved in the limiting sleeve 37, thereby preventing the push rod 32 from deviating during use and moving away from the first pawl 33, ensuring the reliability and pushing accuracy of the push rod 32.

[0030] Furthermore, referring to Figure 1 and Figure 2 The axes of the limiting sleeve 37 and the rocker arm 1 are parallel to each other, and the inner diameter of the limiting sleeve 37 can match the outer diameter of the push rod 32, so that the movement path of the push rod 32 is always parallel to the axial extension direction of the rocker arm 1, thereby ensuring the driving effect and accuracy of the push rod 32 on the first pawl 33. In this disclosure, reference is made to... Figure 1 The extension length of the limiting sleeve 37 can be less than the length of the push rod 32. While effectively limiting the pushing path of the push rod 32, it can also effectively prevent the limiting sleeve 37 from interfering with the movement of the push rod 32 too early, thereby ensuring the pushing range of the push rod 32.

[0031] Reference Figure 1 and Figure 2The connector 31 has a lug 311 fixedly installed at the end corresponding to the push rod 32, protruding towards the push rod 32. The lug 311 can be used to hinge with the end of the push rod 32. By setting the lug 311, the torque transmission between the connector 31 and the push rod 32 is more stable. At the same time, the lug 311 and the connector 31 can be integrally molded, thereby avoiding the fitting error introduced by additional connecting parts, ensuring the precise relative positional relationship between the hinge axis and the reference plane of the connector 31, which satisfies the requirements of rotational flexibility and ensures the connection reliability under long-term use.

[0032] Reference Figure 1 The shock absorber 2 provided in this disclosure may include a piston 21 and a cylinder 22. One end of the piston 21 can be hinged to the wheel 5 so that the shock absorber 2 can adapt to the movement stroke of the wheel 5, avoiding accidents such as shock absorber 2 breakage, and ensuring the strong adaptability of the shock absorber assembly while guaranteeing safety during use. One end of the piston 21 can be telescopically connected to one end of the cylinder 22. Shock absorption is achieved through the telescopic movement of the piston 21 relative to the cylinder 22, making the structure of the shock absorber 2 relatively simple and helping to reduce manufacturing costs and maintenance difficulty. The connector 31 can be fixedly connected to the other end of the cylinder 22 to limit the degree of freedom of the connector 31 and ensure the connection strength between the connector 31 and the cylinder 22.

[0033] The preferred embodiments of the present disclosure have been described in detail above with reference to the accompanying drawings. However, the present disclosure is not limited to the specific details of the above embodiments. Within the scope of the technical concept of the present disclosure, various simple modifications can be made to the technical solutions of the present disclosure, and these simple modifications all fall within the protection scope of the present disclosure.

[0034] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, this disclosure will not describe the various possible combinations separately.

[0035] Furthermore, various different embodiments of this disclosure can be combined in any way, as long as they do not violate the spirit of this disclosure, they should also be regarded as the content disclosed in this disclosure.

Claims

1. A vehicle, characterized in that, Includes wheels (5), a frame (4), and a shock absorber assembly, wherein the shock absorber assembly includes: Shock absorber (2), hinged to the wheel (5); A rocker arm (1) is swayably connected to the frame (4) in the height direction. The connector (31) is fixed to the shock absorber (2) and hinged to the rocker arm (1). Push rod (32), one end of which is connected to the connector (31); The first pawl (33) is pivotally mounted on the side wall of the rocker arm (1) and pushes or releases the push rod (32) at one end near the push rod (32). The second claw (34) is rotatably mounted on the rocker arm (1) at one end and engages or disengages with the other end of the first claw (33) so that the connector (31) has a locked state and an open state. In the locked state, the relative movement of the rocker arm (1) and the shock absorber (2) is restricted. In the open state, the relative movement of the rocker arm (1) and the shock absorber (2) is allowed.

2. The vehicle according to claim 1, characterized in that, The second claw (34) is located on the side of the first claw (33) opposite to the connector (31), and the shock absorber assembly further includes: The first limiting hook (331) is formed at the end of the first claw (33) opposite to the push rod (32); The second limiting hook (341) is formed on the end of the second claw (34) opposite to the rocker arm (1) and engages or disengages from the first limiting hook (331).

3. The vehicle according to claim 2, characterized in that, The shock absorber assembly also includes a retainer (35), which is fixed on the rocker arm (1), and the end of the second claw (34) opposite to the second limiting hook (341) is rotatably connected to the retainer (35).

4. The vehicle according to claim 3, characterized in that, The card holder (35) includes: A collar (351) has an inner diameter that matches the outer diameter of the rocker arm (1) and is coaxially fitted onto the rocker arm (1); and The connecting block (352) is connected to the side wall of the collar (351) on one side, and the second claw (34) is installed on the side opposite to the collar (351).

5. The vehicle according to claim 4, characterized in that, The cross-sectional dimensions of the connecting block (352) gradually decrease from one side of the second claw (34) toward the side closer to the collar (351).

6. The vehicle according to claim 3, characterized in that, The shock absorber assembly also includes: The first elastic element (361) is elastically connected to the end of the card holder (35) and the first claw (33) that engages with the push rod (32); and The second elastic element (362) is elastically connected between the second claw (34) and the card holder (35).

7. The vehicle according to claim 3, characterized in that, The shock absorber assembly also includes a limiting sleeve (37) fixed to the side wall of the rocker arm (1), the limiting sleeve (37) being sleeved on the outside of the push rod (32) to guide the push rod (32) to move.

8. The vehicle according to claim 7, characterized in that, The axes of the limiting sleeve (37) and the rocker arm (1) are parallel to each other, and the inner diameter of the limiting sleeve (37) matches the outer diameter of the push rod (32).

9. The vehicle according to claim 1 or 7, characterized in that, The connector (31) is fixedly installed with an ear piece (311) protruding toward the push rod (32) at the end of the push rod (32), and the ear piece (311) is hinged to the end of the push rod (32).

10. The vehicle according to claim 1, characterized in that, The shock absorber (2) includes: Piston (21), one end of which is hinged to the wheel (5); and The cylinder (22) has one end of the piston (21) retractably connected to one end of the cylinder (22), and the connector (31) is fixedly connected to the other end of the cylinder (22).

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