Automobile chassis assembly, steering and damping stabilizing mechanism thereof and vehicle

Abstract

The utility model relates to a kind of automobile chassis assembly and its steering damping stabilizing mechanism and vehicle, the automobile chassis assembly has steering damping stabilizing mechanism, the mechanism includes: a pair of guide arm assembly respectively hinged suspension spring lower support and frame left and right longitudinal beam, respectively through steering damping stabilizer of steering axle and steering reduction support assembly connection frame one side longitudinal beam connection, and stabilizer bar assembly and transverse thrust component.The utility model guarantees the left and right stress balance of suspension, simultaneously avoids the huge loss caused to vehicle after suspension overload, improves the stability of chassis load form time and the impact resistance of bad road condition when off-road, can guarantee that chassis still can complete steering action light, smoothly when being impacted momentarily, enhances driving maneuverability and driving experience, so that the chassis has better off-road performance, greatly eliminates the problems and hidden dangers such as heavy load off-road chassis steering overload, incoordination, instantaneous impact in market.

Description

Technical Field

[0001] This utility model belongs to the field of automotive chassis steering technology, and relates to a steering damping and stabilizing mechanism and an automotive chassis assembly having the damping and stabilizing mechanism, especially suitable for heavy-duty off-road vehicle chassis assemblies. Background Technology

[0002] Currently, in the field of heavy-duty off-road vehicle chassis technology, the suspension mostly adopts independent suspension (upper and lower control arm coil spring) structure and coil spring structure, and the tonnage of the matching steering front axle is also higher than that of conventional small-tonnage axles. If this configuration and structure continue to use the structure of conventional light truck steering systems, there will be hidden dangers such as steering overload, poor handling, and large instantaneous impact during steering operation.

[0003] To address this issue, the industry has added a shock absorber to one end of the steering axle to create a balanced force with the steering tie rod on the other side of the axle, which has improved the problem somewhat. However, the effect is not significant in heavy-duty chassis, and the added shock absorber has shortcomings such as Y-direction jamming and damping failure.

[0004] Therefore, there is an urgent need for a new type of steering damping and stabilization mechanism for automobile chassis to solve and optimize the above problems. Summary of the Invention

[0005] This utility model aims to solve the problems of steering overload, poor handling, large instantaneous impact, and steering damper jamming in existing heavy-duty off-road chassis. It provides a steering damping and stabilization mechanism that can avoid overload, effectively dampen vibration under load, and reduce the impact of instantaneous impact, thus achieving superior off-road performance, as well as an automobile chassis assembly with this mechanism.

[0006] This utility model is achieved through the following technical solution: The aforementioned steering damping and stabilization mechanism for a vehicle chassis assembly includes a guide arm assembly, a steering damping component, a stabilizer bar assembly, and a lateral thrust component. The guide arm assembly comprises a pair symmetrically arranged on the left and right sides, one end of which is hinged to a lower spring bracket of the suspension, and the other end extends rearward and is symmetrically mounted on the left and right longitudinal beams of the vehicle frame via guide arm brackets. The guide arm assembly is hinged to the guide arm brackets. The steering damping component includes a steering damper, a damping adapter sleeve, and a damping bracket. One end of the steering damper is connected to the steering axle via the damping adapter sleeve, and the other end is mounted to one side of the longitudinal beam of the vehicle frame via the hinged damping bracket. The guide arm assembly is located on both sides of the suspension; the stabilizer bar assembly includes a stabilizer bar, a stabilizer bar hanger, and a stabilizer bar cap; the two ends of the stabilizer bar are respectively connected to the left and right end hangers of the steering axle, and the middle is connected to the vehicle frame through the sleeved stabilizer bar hanger, and the stabilizer bar can rotate relative to the stabilizer bar hanger; the lateral thrust assembly includes a lateral thrust rod and a lateral thrust beam; one end of the lateral thrust rod is connected to the right lower spring bracket of the suspension, and the other end extends laterally to the left and is fixedly connected to the lateral thrust beam; the lateral thrust beam is laterally arranged between the left and right longitudinal beams of the vehicle frame, and is limited to the left longitudinal beam by the lateral thrust beam support assembly.

[0007] The aforementioned steering damping and stabilizing mechanism for the automotive chassis assembly includes: the steering damping adapter sleeve adopts a universal ball joint structure, with the upper universal ball end fitted to install the steering damper; both ends of the steering damper are hollow ball sleeve structures, which match the steering damping adapter sleeve.

[0008] The steering damping and stabilizing mechanism of the automobile chassis assembly includes: a pair of stabilizer bar hangers, the upper ends of which are respectively mounted and fixed to the left and right longitudinal beams of the vehicle frame via hanger brackets, and the lower ends are provided with U-shaped rings. The stabilizer bar passes through the U-shaped rings laterally and can rotate freely therein; the stabilizer bar cap seals between the U-shaped rings and the stabilizer bar.

[0009] The steering damping and stabilizing mechanism of the aforementioned automobile chassis assembly, wherein: a hanger reinforcement bracket is provided on the hanger bracket.

[0010] The aforementioned vehicle chassis assembly includes a frame, a steering axle, and a suspension; the assembly includes a steering damping and stabilizing mechanism as described above.

[0011] The aforementioned vehicle has the automobile chassis assembly described above. Beneficial effects

[0012] In the steering damping and stabilizing mechanism of the automobile chassis assembly of this utility model, the guide arm bracket and the guide arm assembly work together to form a thrust-stopping, limiting and longitudinal stabilizing system, which ensures the left and right force balance of the suspension, and at the same time avoids the huge damage to the vehicle caused by the suspension overload, and ensures the safety of the driver. The stabilizer bar, through the combined action of the stabilizer bar hanger and stabilizer bar cap, generates a Z-axis reaction force, ensuring the synchronicity of the left and right longitudinal beams and improving the stability of the chassis under load and its impact resistance in harsh off-road conditions. The optimized ball joint adapter and steering damper work together to ensure that the chassis can still perform steering maneuvers easily and smoothly even under instantaneous impacts, enhancing driving control and the driving experience. This also gives the chassis better off-road performance.

[0013] In summary, the automotive chassis assembly of this utility model, by adopting this steering damping and stabilizing mechanism, and through the combined effect of the above structures, greatly eliminates the problems and hidden dangers of steering overload, poor handling, and large instantaneous impact in heavy-duty off-road chassis on the market. Attached Figure Description

[0014] Figure 1 This is a schematic front view of the automobile chassis assembly of this utility model; Figure 2 This is a top view illustrating the structure of the automobile chassis assembly of this utility model; Figure 3 This is a schematic side view of the structure of the automobile chassis assembly of this utility model; Figure 4 This is a schematic diagram of the steering damping and stabilization mechanism of the automobile chassis assembly according to this utility model; Figure 5 This is another angle view of the steering damping and stabilization mechanism of the automobile chassis assembly according to this utility model; Figure 6 This is a diagram showing the unloaded state of the automotive chassis steering damping and stabilization mechanism of this utility model. Figure 7 , Figure 8 This is a diagram showing the load-bearing working state of the automotive chassis steering damping and stabilizing mechanism of this utility model. Detailed Implementation

[0015] The embodiments of the technical solution of this application will now be described in detail with reference to the accompanying drawings. These embodiments are only used to more clearly illustrate the technical solution of this application and are therefore merely examples, and should not be used to limit the scope of protection of this application.

[0016] In the description of the embodiments of this application, technical terms such as "first" and "second" are used only to distinguish different objects and should not be construed as indicating or implying relative importance or implicitly indicating the number, specific order, or primary and secondary relationship of the indicated technical features.

[0017] In the description of the embodiments of this application, the technical terms "inner", "outer", "upper", "lower", "front", "rear", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the embodiments of this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the embodiments of this application.

[0018] The present invention will now be described in detail with reference to the accompanying drawings and specific embodiments.

[0019] like Figures 1-5 As shown, the automobile chassis assembly of this utility model includes a frame assembly 1, a steering axle 2, a suspension 3, a steering damping and stabilizing mechanism 4, and a shock absorber 5.

[0020] The frame assembly 1 includes left and right longitudinal beams 11.

[0021] The steering axle 2 includes a swing arm 21.

[0022] The suspension 3 is symmetrically mounted on the chassis and includes a spring 31, a lower spring bracket 32, and an upper spring bracket 33.

[0023] The steering damping and stabilizing mechanism 4 includes a guide arm assembly 41, a steering damping component 42, a stabilizer bar assembly 43, and a lateral thrust component 44.

[0024] The guide arm assembly 41 is matched with the suspension 3 and consists of a pair arranged symmetrically on the left and right sides. One end is hinged to the inner side of the lower spring bracket 32 ​​of the suspension 3, and the other end extends to the rear end and is symmetrically mounted on the left and right longitudinal beams 11 of the frame assembly 1 through guide arm brackets 411. The guide arm assembly 41 is hinged to the guide arm brackets 411, which ensures the left and right force balance of the suspension 3 and avoids huge damage to the vehicle when the suspension 3 is overloaded, thus ensuring driver safety. The guide arm assembly 41 has a certain degree of impact and tensile strength.

[0025] The steering damping assembly 42 includes a steering damper 421, a steering damping adapter sleeve 422, and a steering damping bracket 423. One end of the steering damper 421 is connected to the steering axle 2 via the steering damping adapter sleeve 422, and the other end is mounted to a longitudinal beam on one side of the frame 1 via the steering damping bracket 423, and is located on both sides of the suspension 3, separate from the guide arm assembly 41. The steering damping adapter sleeve 422 adopts a universal ball joint structure, with its lower end connected to the steering axle swing arm 21, and its upper universal ball end fitted with the steering damper 421. The steering damping bracket 423 is fixedly mounted on the front end of a longitudinal beam on one side of the frame 1 and is hinged to the steering damper 421. Thus, the steering damping adapter sleeve 422, the steering damper 421, and the steering damping bracket 423 together form a constraint chain, which plays a damping function during front axle steering. The universal ball joint structure of the transition sleeve 422 increases the smoothness of the steering damper 421. Compared with the original pin structure, it eliminates the damper's Y-direction jamming phenomenon and has a universal structure and strong compatibility.

[0026] The stabilizer bar assembly 43 includes a stabilizer bar 431, a stabilizer bar hanger 432, and a stabilizer bar cap 433. The stabilizer bar 431 is connected at both ends to the left and right end lugs of the steering axle 2, and is connected to the vehicle frame 1 via the stabilizer bar hanger 432. The stabilizer bar hanger 432 is a pair, with its upper end fixed to the left and right longitudinal beams 11 via hanger brackets 434, and its lower end equipped with a U-shaped ring 436. The stabilizer bar 431 passes laterally through the U-shaped ring 436 and can rotate freely within it. The stabilizer bar cap 433 seals between the U-shaped ring 436 and the stabilizer bar 431, serving a sealing and anti-collision function. The stabilizer bar 431, stabilizer bar hanger 432, and stabilizer bar cap 433 form a balance and stability system, which works together to ensure the stability and balance of the steering axle 2 during steering.

[0027] To improve stability, a reinforcing bracket 435 is provided on the boom support 434.

[0028] The lateral thrust assembly 44 includes a lateral thrust rod 441 and a lateral push beam 442. One end of the lateral thrust rod 441 is connected to the right lower spring bracket 32 ​​of the suspension 3, and the other end extends laterally to the left and is fixedly connected to the lateral push beam 442. The lateral push beam 442 is laterally arranged between the left and right longitudinal beams 11 of the frame 1, and is mounted and limited on the left longitudinal beam by the left end lateral push beam support 443, thereby ensuring the left and right balance of the suspension 3 under high load and during steering, and enhancing the stability of the chassis.

[0029] In this embodiment, one end of the adapter sleeve 422 is an external thread, and the other end is a universal ball joint structure. The outer surface of the ball joint is smooth and needs to have a certain degree of wear resistance.

[0030] The two ends of the steering damper 421 are hollow ball sleeve structures, which are matched with the adapter sleeve 422.

[0031] The shock absorber 5 has a pair of left and right longitudinal beams 11 symmetrically arranged about the frame assembly 1. One end is mounted on the left and right longitudinal beams 11 of the frame assembly 1 through the shock absorber bracket, and the other end is connected to the fixed steering axle 2.

[0032] The automobile chassis assembly of this utility model, when the chassis is under heavy load: such as Figures 6-8 As shown, the guide arm bracket 411, guide arm assembly 41, a pair of stabilizer bar hangers 432, stabilizer bar cap 435, and stabilizer bar 431 form a balance and stability system. When the chassis is heavily loaded, the frame 1 and steering axle 2 undergo relative front-to-back displacement under the action of the guide arm assembly 41. At this time, the center of gravity of the chassis shifts downward. Simultaneously, under the combined action of the stabilizer bar hangers 432 and stabilizer bar cap 433, the stabilizer bar 431 generates a Z-direction reaction force, ensuring the synchronicity and stability of the left and right longitudinal beams 11. Furthermore, one end of the lateral thrust rod 441 is connected to the lower spring bracket 33 on the right side, and the other end is fixed to the lateral thrust beam 442. During the chassis load reduction process, the suspension 3 is kept in left-right balance under high load and during steering, enhancing the stability of the chassis.

[0033] When the chassis is turning, the steering damping and stabilizing mechanism, which is used for the first time in a heavy-duty off-road chassis, works together with the ball joint adapter 422 and the steering damper 421 to ensure that the chassis can still perform light and smooth steering actions when subjected to instantaneous impacts, thereby enhancing driving control and driving experience and giving the chassis better off-road performance.

[0034] The vehicle of this utility model has the aforementioned chassis assembly.

[0035] Through the above embodiments, the automobile chassis steering damping and stabilization mechanism provided by this utility model has the following beneficial effects: 1. The guide arm bracket and guide arm assembly work together to form a thrust, limit and longitudinal stability system, which ensures the left and right force balance of the suspension, and at the same time avoids the huge damage to the vehicle caused by the suspension overload, and ensures the safety of the driver. 2. Under the combined action of the stabilizer bar hanger and stabilizer bar cap, the stabilizer bar generates a Z-axis reaction force, ensuring the synchronicity of the left and right longitudinal beams and improving the stability of the chassis under load and its impact resistance in harsh road conditions during off-road driving; 3. The optimized ball joint adapter and steering damper work together to ensure that the chassis can still perform steering maneuvers easily and smoothly even under instantaneous impacts, enhancing driving control and the driving experience. This also gives the chassis better off-road performance.

[0036] In summary, this utility model, through the combined effect of its structure, greatly eliminates problems and hidden dangers such as steering overload, poor handling, and large instantaneous impact in heavy-duty off-road chassis on the market.

[0037] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application and are not intended to limit it. Although this application has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of this application without departing from the spirit and scope of the technical solutions of this application.

Claims

1. A steering damping and stabilizing mechanism for an automobile chassis assembly, characterized in that: The mechanism includes a guide arm assembly, a steering damping assembly, a stabilizer bar assembly, and a lateral thrust assembly; The guide arm assembly has a pair of symmetrically arranged left and right sides. One end is hinged to the lower spring bracket of the suspension and fixed, and the other end extends to the rear end and is symmetrically installed on the left and right longitudinal beams of the vehicle frame through the guide arm bracket. The guide arm assembly is hinged to the guide arm bracket. The steering damping assembly includes a steering damper, a steering damping adapter sleeve, and a steering damping bracket; one end of the steering damper is connected to the steering axle through the steering damping adapter sleeve, and the other end is assembled and connected to a longitudinal beam on one side of the frame through a hinged steering damping bracket, and is disposed on both sides of the suspension with the guide arm assembly. The stabilizer bar assembly includes a stabilizer bar, a stabilizer bar hanger, and a stabilizer bar cover; the two ends of the stabilizer bar are respectively connected to the left and right end lugs of the steering axle, and the middle is connected to the vehicle frame through the stabilizer bar hanger, and the stabilizer bar can rotate relative to the stabilizer bar hanger; The lateral thrust assembly includes a lateral thrust rod and a lateral push beam; one end of the lateral thrust rod is connected to the right lower spring bracket of the suspension, and the other end extends laterally to the left and is fixedly connected to the lateral push beam; the lateral push beam is laterally arranged between the left and right longitudinal beams of the vehicle frame, and is limited to the left longitudinal beam by the lateral push beam support assembly.

2. The steering damping and stabilizing mechanism of the automobile chassis assembly as described in claim 1, characterized in that: The transition sleeve adopts a universal ball joint structure, and the upper universal ball end is fitted with the steering damper; The two ends of the steering damper are hollow ball sleeve structures, which are matched with the steering damper adapter sleeve.

3. The steering damping and stabilizing mechanism of the automobile chassis assembly as described in claim 1, characterized in that: The stabilizer bar has a pair of rods, the upper ends of which are respectively mounted and fixed to the left and right longitudinal beams of the vehicle frame via rod brackets, and the lower ends are provided with U-shaped rings. The stabilizer bar passes through the U-shaped rings laterally and can rotate freely in them; the stabilizer bar cap seals between the U-shaped rings and the stabilizer bar.

4. The steering damping and stabilizing mechanism of the automobile chassis assembly as described in claim 3, characterized in that: The boom support is equipped with a boom reinforcement bracket.

5. An automobile chassis assembly, comprising a frame, a steering axle, and a suspension; characterized in that: The assembly includes the steering damping and stabilizing mechanism as described in any one of claims 1-4.

6. A vehicle, characterized in that: The vehicle has the automobile chassis assembly as described in claim 5.

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