Suspension Axle Lateral Thrust Rod Structure

Technical Field

The utility model relates to the technical field of lateral thrust rods, and particularly relates to a suspension axle lateral thrust rod structure.

Background Technology

A lateral thrust rod is an auxiliary component in a suspension system that improves vehicle stability, thereby preventing excessive lateral body roll during cornering and reducing the risk of vehicle rollover accidents. Bushings are arranged at both ends of the lateral thrust rod, and connecting portions are provided inside the bushings. Elastic rubber cores are wrapped around the outer sides of the connecting portions. The lateral thrust rod is connected to the left and right suspensions through the connecting portions at both ends.

When lateral body roll occurs, the connecting portions swing to buffer the pressure caused by the roll. The buffering effect of the connecting portions mainly depends on the rubber cores. However, the rubber cores can only withstand a limited amount of pressure. Once the pressure exceeds the bearing capacity of the rubber cores, the pressure generated during the swinging motion of the connecting portions will be directly transmitted to the rod body of the lateral thrust rod. Since the rod body is a rigid structure, excessive pressure can easily cause cracks or even direct fracture, creating serious safety hazards.

Utility Model Content

The purpose of the utility model is to solve the problem in the prior art that lateral thrust rods are easily damaged or broken, and thus proposes a suspension axle lateral thrust rod structure.

To achieve the above purpose, the utility model adopts the following technical solution:

A suspension axle lateral thrust rod structure comprises a first connecting rod and a second connecting rod. One end of the first connecting rod is provided with a fixing block, and one end of the second connecting rod is connected to the fixing block. The other ends of the first connecting rod and the second connecting rod are respectively fixedly connected with a first bushing and a second bushing. A first rubber core and a second rubber core are respectively arranged inside the first bushing and the second bushing. Connecting portions are arranged at the central positions inside the first rubber core and the second rubber core, and the connecting portions are connected to the vehicle body.

Preferably, the first connecting rod and the second connecting rod are respectively connected to the fixing block through limiting devices. The fixing block is hollow inside, and the ends of the first connecting rod and the second connecting rod are connected through an elastic compression device. The elastic compression device is connected to the inner wall of the fixing block through two spring devices.

Preferably, the limiting device comprises limiting blocks and limiting grooves. Symmetrical limiting grooves are formed on both sides of the fixing block. Limiting blocks are fixedly connected to the ends of the first connecting rod and the second connecting rod located inside the fixing block, and the limiting blocks are positioned inside the limiting grooves.

Preferably, the elastic compression device comprises an upper elastic rod, a lower elastic rod, and two first springs. The upper elastic rod and the lower elastic rod are connected through the two first springs respectively located on the left and right sides thereof. The ends of the first connecting rod and the second connecting rod are connected through two symmetrical upper elastic rods and lower elastic rods.

Preferably, the spring device comprises two elastic fixing plates, a second spring, and a telescopic rod. The second spring is fixedly connected between the two symmetrically arranged elastic fixing plates, and the two elastic fixing plates are connected through the telescopic rod.

Preferably, the fixing block is made of elastic steel material.

Beneficial Effects

Compared with the prior art, the utility model has the following advantages:

1.

Compared with traditional suspension axle lateral thrust rod structures, the utility model adopts an elastic compression device to form a buffering mechanism for the lateral thrust rod. The buffering mechanism absorbs the lateral roll pressure directly transmitted to the rod body, preventing the pressure from affecting the first connecting rod and the second connecting rod. This avoids direct stress concentration on the rod body that could otherwise cause fracture, thereby eliminating safety hazards.

2.

Based on the elastic compression device, the utility model further adopts a spring device. The elastic property of the spring device assists the elastic rods in returning to their original positions. After the elastic rods and spring device buffer the pressure, they can quickly restore the first connecting rod and the second connecting rod to their original positions, thereby ensuring both the elimination of lateral roll pressure and the anti-roll performance of the lateral thrust rod.

Description of Drawings

Figure 1: Structural schematic diagram of the suspension axle lateral thrust rod structure proposed by the utility model.

Figure 2: Detailed structural schematic diagram of the suspension axle lateral thrust rod structure proposed by the utility model.

Reference Numerals

First connecting rod

Second connecting rod

First bushing

First rubber core

Connecting portion

Second bushing

Second rubber core

Limiting block

Limiting groove

Upper elastic rod

Lower elastic rod

First spring

Elastic fixing plate

Second spring

Telescopic rod

Fixing block

Specific Embodiment

Referring to Figures 1-2, the suspension axle lateral thrust rod structure comprises a first connecting rod 1 and a second connecting rod 2. One end of the first connecting rod 1 is provided with a fixing block 16, and one end of the second connecting rod 2 is connected to the fixing block 16. The other ends of the first connecting rod 1 and the second connecting rod 2 are respectively fixedly connected with a first bushing 3 and a second bushing 6. A first rubber core 4 and a second rubber core 7 are respectively arranged inside the first bushing 3 and the second bushing 6. Connecting portions 5 are arranged at the central positions inside the first rubber core 4 and the second rubber core 7, and the connecting portions 5 are connected to the vehicle body.

The first connecting rod 1 and the second connecting rod 2 are respectively connected to the fixing block 16 through limiting devices. The limiting devices comprise limiting blocks 8 and limiting grooves 9. Symmetrical limiting grooves 9 are formed on both sides of the fixing block 16. Limiting blocks 8 are fixedly connected to the ends of the first connecting rod 1 and the second connecting rod 2 located inside the fixing block 16, and the limiting blocks 8 are positioned inside the limiting grooves 9. The limiting devices prevent the first connecting rod 1 and the second connecting rod 2 from disengaging from the fixing block 16.

Furthermore, the fixing block 16 is hollow inside, and the ends of the first connecting rod 1 and the second connecting rod 2 are connected through an elastic compression device. The elastic compression device comprises upper elastic rods 10, lower elastic rods 11, and two first springs 12. The upper elastic rods 10 and lower elastic rods 11 are connected through the two first springs 12 respectively arranged on the left and right sides. The ends of the first connecting rod 1 and the second connecting rod 2 are connected through two symmetrical upper elastic rods 10 and lower elastic rods 11. The elastic compression device converts the compressive force received by the lateral thrust rod into deformation of the upper elastic rods 10 and lower elastic rods 11, thereby reducing the stress applied to the lateral thrust rod.

Furthermore, the elastic compression device is connected to the inner wall of the fixing block 16 through two spring devices. Each spring device comprises two elastic fixing plates 13, a second spring 14, and a telescopic rod 15. The second spring 14 is fixedly connected between the two symmetrically arranged elastic fixing plates 13, and the two elastic fixing plates 13 are connected through the telescopic rod 15. The spring devices further share the force applied to the elastic compression device, preventing damage to the elastic rods caused by excessive force. In addition, the fixing block 16 is made of elastic steel material so that when excessive force acts on the spring devices, the fixing block 16 can deform elastically without being damaged.

When the vehicle experiences lateral body roll, the connecting portions 5 swing under pressure. If the first rubber core 4 and the second rubber core 7 cannot completely absorb the pressure, the pressure is directly transmitted to the first connecting rod 1 and the second connecting rod 2. Regardless of whether the roll occurs on the side of the first bushing 3 or the second bushing 6, the first connecting rod 1 and the second connecting rod 2 move toward the fixing block 16 under pressure.

As the first connecting rod 1 or the second connecting rod 2 moves toward the fixing block 16, the two elastic rods arch upward and downward under thrust force. During the deformation process, the rebound force generated by the elastic rods buffers and absorbs the pressure transmitted to the first connecting rod 1 or the second connecting rod 2. When the pressure increases, the arching deformation of the elastic rods also increases accordingly.

At the same time, the elastic rods press against the elastic fixing plates 13 while compressing the second springs 14 and the telescopic rods 15. The spring devices further buffer the pressure, preventing the lateral roll pressure from affecting the first connecting rod 1 and the second connecting rod 2, thereby avoiding fracture of the lateral thrust rod and eliminating safety hazards.

In addition, the elastic property of the spring devices assists the upper elastic rods 10 and lower elastic rods 11 in quickly returning to their original positions after buffering the pressure, ensuring that the lateral thrust rod both absorbs lateral roll pressure and maintains effective anti-roll performance.

The above description only illustrates preferred embodiments of the utility model and does not limit the protection scope of the utility model. Any equivalent replacement or modification made according to the technical solutions and inventive concepts disclosed within the scope of the utility model shall fall within the protection scope of the utility model.