A new type of three or four wheeled vehicle suspension device with a composite leaf spring support arm

Abstract

The utility model discloses a novel three or four wheeled vehicle suspension device of steel plate spring composite supporting arm belongs to vehicle suspension technical field. The device includes frame, axle and steel plate spring. The one end rigid fixed in frame of steel plate spring, the other end swing joint is in axle, makes steel plate spring as the guiding arm and elastic damping element of suspension device simultaneously. The utility model solves the problem that traditional steel plate spring suspension damping and bearing are difficult to take into account, and the structure is complex, has the advantages such as simplified structure, low cost, good damping effect, high driving stability, especially applicable to electric passenger car, three wheeled and four wheeled cargo vehicle.

Description

Technical Field

[0001] This utility model relates to the field of vehicle suspension technology, specifically to a vehicle shock absorption device that uses a leaf spring as both a guide arm and an elastic element. Background Technology

[0002] Traditional vehicle leaf spring shock absorbers typically employ a two-end fixed mounting method: the two ends of the leaf spring are fixed to the front and rear positions of the vehicle frame via lugs, while the axle is fixed to the middle of the leaf spring. This structure has the following inherent disadvantages:

[0003] 1. Conflict between shock absorption performance and load-bearing capacity: To achieve good shock absorption, the number of leaf springs needs to be reduced or softer materials need to be used, but this will reduce the load-bearing capacity; to improve the load-bearing capacity, leaf springs need to be increased or harder materials need to be used, resulting in poor shock absorption and stiff ride.

[0004] 2. Insufficient driving stability: The rigid connection of the leaf springs on both sides makes the vehicle prone to overall bouncing on bumpy roads. When turning, the movement of the wheels on both sides interferes with each other, exacerbating the body roll. The leaf springs directly serve as the main load-bearing arms, which may lead to early fatigue fracture due to insufficient lateral stiffness and stress concentration.

[0005] 3. Complex structure and high cost: To improve comfort, it is usually necessary to introduce additional independent suspension or complex linkage mechanisms, which leads to complex structure and increased cost.

[0006] Therefore, there is an urgent need to provide a new type of suspension device that can take into account load-bearing capacity, shock absorption comfort, structural simplicity and cost-effectiveness. Utility Model Content

[0007] This utility model provides a novel steel leaf spring composite support arm suspension device for three- and four-wheeled vehicles. One end of the steel leaf spring is rigidly fixed to the vehicle frame, and the other end is movably connected to the axle, so that it can simultaneously undertake the dual functions of guidance and positioning and elastic shock absorption, thereby solving the problems existing in the prior art.

[0008] To achieve the above objectives, this utility model provides a novel suspension device for three- and four-wheeled vehicles with a composite leaf spring support arm, comprising a frame, an axle, and at least one leaf spring. The leaf spring is characterized in that one end is rigidly fixed to the frame via a rigid connection structure, and the other end is connected to the axle via a movable connection structure. When the vehicle is unloaded, the angle between the main body of the leaf spring and the longitudinal beam of the frame is 0-15 degrees, and it is spaced apart from the axle, allowing the leaf spring to simultaneously serve as a longitudinal guide arm and a primary elastic damping element for the axle.

[0009] Preferably, the fixed end of the leaf spring is connected to the vehicle frame by means of U-bolts, fixing seats or welding.

[0010] Preferably, the movable end of the leaf spring is connected to the axle via a ball joint pin, rubber bushing, or hinge mechanism, and is equipped with a self-lubricating bushing and a dustproof sealing structure.

[0011] Preferably, it further includes at least one shock absorber, the two ends of which are connected to the vehicle frame and the axle respectively, and its damping coefficient is matched with the equivalent stiffness of the leaf spring, with a matching range of 0.2-0.6 N·s / mm.

[0012] Preferably, the leaf spring is a single-leaf spring or a multi-leaf spring.

[0013] Preferably, the device is symmetrically arranged on the left and right sides of the vehicle.

[0014] Compared with the prior art, the present invention has the following advantages:

[0015] 1. Simplified structure and reduced cost: The leaf spring is reused as the guide arm, eliminating the need for traditional independent suspension links or complex support arm structures, thus reducing the number of parts and manufacturing costs.

[0016] 2. Improved shock absorption performance: Since the stress point of the leaf spring is located at its movable end, compared with the traditional center-fixed method, its lever arm is longer, resulting in greater deformation under the same load, better cushioning effect, and improved driving comfort.

[0017] 3. Load-bearing capacity retention: Multi-leaf springs or high-strength materials can be used to ensure elastic performance without sacrificing load-bearing capacity.

[0018] 4. Enhanced driving stability: This structure allows the wheels to adapt to road undulations more independently, reduces interference between the wheels on both sides, reduces body roll when cornering, and improves handling stability.

[0019] 5. Highly modular and adaptable: It can be flexibly applied to front and rear axles and is suitable for various vehicle types such as electric buses, tricycles, and four-wheeled trucks.

[0020] 6. Optimized spatial layout: It frees up the longitudinal space occupied by the other end of the traditional leaf spring, making the chassis layout more flexible and conducive to battery pack layout (electric vehicles), cargo box expansion or drive shaft layout. Attached Figure Description

[0021] 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 embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0022] Figure 1The attached figure is a structural schematic diagram of this utility model.

[0023] Figure 2 The attached figure is a side view of this utility model.

[0024] Reference numerals: 1. Frame; 2. Axle; 3. Leaf spring; 4. Shock absorber; Detailed Implementation

[0025] To facilitate understanding by those skilled in the art, various embodiments of this patent will be described below with reference to text and accompanying drawings. For clarity, many practical details will be explained in the following description. However, it should be understood that these practical details in the specification should not be used to limit this patent. That is, in some embodiments of this patent, these practical details are not essential. Furthermore, for ease of understanding, some conventional structures and components will be illustrated in the drawings in a simple schematic manner.

[0026] In the description of this patent, it should be understood that the terms "length", "width", "upper", "lower", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", 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 this patent 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 this patent.

[0027] In this patent, unless otherwise explicitly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this patent according to the specific circumstances.

[0028] Example

[0029] See appendix Figure 1 , 2 This invention provides a novel suspension system for three- and four-wheeled vehicles with a leaf spring composite support arm, comprising a frame 1, an axle 2, at least one leaf spring 3, and a shock absorber 4. One end of the leaf spring 3 is rigidly fixed to the frame 1, and the other end is movably connected to the axle 2. The main body of the leaf spring 3 is substantially parallel to the longitudinal beam of the frame 1 and spaced apart from the axle 2 when the vehicle is unloaded, allowing the leaf spring 3 to simultaneously serve as the longitudinal guide arm of the axle 2 and the main elastic damping element. The shock absorber 4 is connected at both ends to the frame 1 and the axle 2, respectively. Specifically:

[0030] The frame 1 is made of high-strength carbon structural steel (such as Q345B) as the mounting base and load-bearing body of the entire shock absorption device, providing fixed support points for the leaf spring 3 and shock absorber 4, and transmitting and dispersing various loads during vehicle operation;

[0031] The axle 2 is made of alloy structural steel (such as 40Cr), which connects the wheels and the shock absorber, bears the road impact force transmitted by the wheels and the weight of the vehicle itself, and transmits driving force and braking force at the same time.

[0032] The leaf spring 3 is made of 60Si2Mn spring steel (single leaf spring or multi-leaf stacked spring), which has the dual functions of guide arm and elastic shock absorption. It uses the elastic deformation of the material to absorb the impact energy generated by road bumps, while limiting the movement trajectory of the wheel to achieve the guiding function.

[0033] Shock absorber 4 has a cylinder body made of 20# seamless steel pipe and a piston rod made of 45# quenched and tempered steel. It is filled with hydraulic oil and works with leaf spring 3 to dampen the elastic vibration of leaf spring 3, quickly stabilize the vehicle body, and further improve shock absorption comfort and driving stability.

[0034] Among them, one end of the leaf spring 3 is a rigid fixed end, which is rigidly connected to the frame 1 by U-bolt clamping, fixing seat bolt connection or welding, to ensure that there is no relative displacement of the fixed end, and to provide stable support for guidance and shock absorption.

[0035] The other end of the leaf spring 3 is a movable end, which is movably connected to the axle 2 through a ball head pin with a self-lubricating bushing, a rubber bushing, or a hinge mechanism. When the leaf spring 3 is unloaded, the angle between it and the longitudinal beam of the frame is about 5 degrees, allowing the movable end to rotate around the connection point at multiple angles to adapt to the up-and-down movement and steering motion of the wheel.

[0036] The shock absorber 4 is connected to the frame 1 and the axle 2 by hinges at both ends. The hinge points are buffered by rubber bushings to avoid vibration and noise caused by hard contact. The shock absorber 4 and the leaf spring 3 are arranged in parallel to play a damping role. The damping coefficient of the shock absorber 4 is selected according to the stiffness matching of the leaf spring. After verification by finite element analysis, the stress distribution is uniform under the ultimate load and there is no stress concentration phenomenon.

[0037] Specific Work Process

[0038] During vehicle operation, when the wheels encounter road bumps or depressions, the impact force is transmitted through the wheels to axle 2.

[0039] The axle 2 transmits the impact force to the movable end of the leaf spring 3. Since one end of the leaf spring 3 is rigidly fixed to the frame 1 and the other end can rotate flexibly, under the action of the impact force, the leaf spring 3 undergoes elastic deformation with the fixed end as the fulcrum. The excellent elastic properties of 60Si2Mn spring steel are used to absorb the impact energy and achieve initial shock absorption.

[0040] Meanwhile, the leaf spring 3, acting as a guide arm, restricts the movement trajectory of the axle 2 through the connection structure between its movable end and the axle 2, ensuring that the wheels always move in a reasonable direction, avoiding mutual interference between the movements of the wheels on both sides, and improving driving stability.

[0041] The shock absorber 4 responds synchronously to the displacement changes of the axle 2, and attenuates the elastic vibration of the leaf spring 3 through the damping effect of the internal hydraulic oil, preventing the leaf spring 3 from bouncing repeatedly, quickly stabilizing the vehicle body, and further optimizing the shock absorption effect.

[0042] When the vehicle turns, the leaf springs 3 on both sides can independently adapt to the force changes caused by the body roll, and offset part of the roll moment through their own deformation to reduce the body roll amplitude. At the same time, the movable connection structure between the axle 2 and the leaf spring 3 allows the wheels to maintain a reasonable ground contact posture, improving handling stability.

[0043] For the multi-leaf composite steel leaf spring 3, the superposition of multiple spring steel leaves ensures elastic deformation capacity while improving overall load-bearing capacity, thus meeting the load requirements of cargo vehicles.

[0044] Experiment 1: Shock Absorption Device Suitable for Small Four-Wheel Trucks

[0045] The frame 1 is welded from Q345B high-strength carbon structural steel to ensure overall rigidity and load-bearing capacity;

[0046] The second axle is made of 40Cr alloy structural steel, which is suitable for the load requirements of small trucks.

[0047] The leaf spring 3 is made of two 60Si2Mn spring steel plates stacked together, with a thickness of 12mm and a width of 80mm. The plates are coated with anti-rust lubricating grease. One end is rigidly fixed to the frame 1 by welding, and the other end is movably connected to the axle 2 by ball head pin.

[0048] Shock absorber 4 is a hydraulic shock absorber with a cylinder diameter of 30mm. The cylinder body is made of 20# seamless steel pipe, the piston rod is made of 45# quenched and tempered steel, and the damping coefficient and spring stiffness matching value is 0.4 N·s / mm. Both ends are hinged to the frame 1 and the axle 2 respectively through rubber bushings.

[0049] The device is symmetrically arranged on the left and right sides of the vehicle. After assembly, road tests are conducted. The test is conducted in accordance with GB / T 4970-2009 "Random Input Test Method for Ride Comfort of Automobiles". The results show that the vibration amplitude of the vehicle on bumpy roads is reduced by 35% compared with the traditional device, the turning roll angle is reduced by 20%, and the load-bearing capacity meets the design requirements.

[0050] Experiment 2: Shock Absorption Device Applicable to Electric Buses

[0051] The frame 1 is made of Q345B high-strength carbon structural steel, and the local strength is improved by bolted connection of reinforcing ribs;

[0052] Axle 2 is forged from 40Cr alloy structural steel to ensure stability under heavy loads;

[0053] The leaf spring 3 is made of four 60Si2Mn spring steel plates stacked together, with a thickness of 15mm and a width of 100mm. The plates are coated with anti-rust lubricating grease. The fixed end is clamped and fixed to the fixed seat of the frame 1 by U-bolts, and the movable end is connected to the axle 2 by a hinge mechanism.

[0054] Shock absorber 4 is a high-pressure hydraulic shock absorber with a cylinder diameter of 45mm. It is filled with anti-wear hydraulic oil and the damping coefficient and spring stiffness matching value is 0.4 N·s / mm. The hinge points at both ends are equipped with reinforced rubber bushings.

[0055] The device is installed on the rear axle of the electric bus. The test was conducted according to GB / T 4970-2009 "Random Input Test Method for Ride Comfort of Automobiles". The results show that the device frees up the longitudinal space occupied by the traditional suspension, and the battery pack can be laid flat along the longitudinal direction of the frame, which improves the battery capacity and chassis space utilization. The driving comfort is improved by 40% compared with the traditional device, and the load capacity can reach 12 tons, which meets the passenger and cargo carrying needs of electric buses. Moreover, the manufacturing cost is reduced by 25% after the structure is simplified.

[0056] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For the apparatus disclosed in the embodiments, since they correspond to the methods disclosed in the embodiments, the description is relatively simple; relevant parts can be referred to the method section.

[0057] The above description of the disclosed embodiments enables those skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A novel steel leaf spring composite support arm suspension device for three- and four-wheeled vehicles, comprising a frame (1), an axle (2), and at least one steel leaf spring (3), characterized in that: One end of the leaf spring (3) is fixed to the frame (1) by a rigid connection structure, and the other end is connected to the axle (2) by a movable connection structure. The main body of the leaf spring (3) has an angle of 0-15 degrees with the longitudinal beam of the frame (1) when the vehicle is unloaded, and is spaced apart from the axle (2), so that the leaf spring (3) can simultaneously serve as the longitudinal guide arm and the main elastic damping element of the axle (2).

2. The novel steel leaf spring composite support arm suspension device for three- and four-wheeled vehicles according to claim 1, characterized in that: The fixed end of the leaf spring (3) is connected to the frame (1) by U-bolts, fixing seat or welding.

3. The novel steel leaf spring composite support arm suspension device for three- and four-wheeled vehicles according to claim 1, characterized in that: The movable end of the leaf spring (3) is connected to the axle (2) via a ball pin, rubber bushing or hinge mechanism, and is equipped with a self-lubricating bushing and a dustproof sealing structure.

4. The novel steel leaf spring composite support arm suspension device for three- and four-wheeled vehicles according to claim 1, characterized in that: It also includes at least one shock absorber (4), the two ends of which are connected to the frame (1) and the axle (2) respectively, and its damping coefficient is matched with the equivalent stiffness of the leaf spring (3) in the range of 0.2-0.6 N·s / mm.

5. A novel steel leaf spring composite support arm suspension device for three- and four-wheeled vehicles according to claim 1, characterized in that: The leaf spring (3) is a single leaf spring or a multi-leaf stacked spring.

6. A novel steel leaf spring composite support arm suspension device for three- and four-wheeled vehicles according to any one of claims 1-5, characterized in that: The device is symmetrically arranged on the left and right sides of the vehicle.

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