WO2019015604A1

WO2019015604A1 - Dual-spring damper assembly

Info

Publication number: WO2019015604A1
Application number: PCT/CN2018/096122
Authority: WO
Inventors: 席玉林
Original assignee: 席玉林
Priority date: 2017-07-19
Filing date: 2018-07-18
Publication date: 2019-01-24
Also published as: CN107218327A

Abstract

Provided is a dual-spring damper assembly, applied to a vehicle suspension, and comprising a main spring (1), an auxiliary spring (4), a main spring seat (12), an auxiliary spring seat (5), a main spring tray (3), an auxiliary spring tray (2), a damper (10), an upper piston rod (11), a lower guiding mechanism (9), a sliding block (8), an upper installation block (13), a lower installation block (6) and a locking nut (7), wherein the main spring tray (3) and the auxiliary spring tray (2) are fixedly connected to an outer cylinder of the damper (10), the upper installation block (13) and the main spring seat (12) are connected to the upper piston rod (11) in a locked manner, the auxiliary spring seat (5) is fixedly connected to the sliding block (8), the main spring (1) is fixed between the main spring seat (12) and the main spring tray (3) in a pre-compression manner, and the auxiliary spring (4) is fixed between the auxiliary spring seat (5) and the auxiliary spring tray (2) in a pre-compression manner.

Description

Double spring shock absorber assembly

Technical field

The invention relates to the technical field of suspension devices for vehicles, and belongs to a double spring shock absorber assembly.

Background technique

Ordinary vehicles will cause unbalanced body due to changes in speed and direction during normal driving. At the same time, uneven road surface will also impact the vehicle through wheels and suspension. Generally, vehicles are equipped with springs during design and manufacturing. In order to slow down the impact from the wheel to improve comfort, but the elasticity of the spring itself will cause vibration of the car body or the body, so most vehicles are equipped with shock absorbers in parallel with the spring to slow the excessive vibration of the car body to improve Maneuverability, but this inevitably leads to a reduction in comfort. Therefore, it is difficult to design and manufacture an ordinary vehicle to simultaneously improve comfort and handling. If the hardness and damping of the spring are adjusted in time, the comfort and handling requirements can be balanced, but this requires a complicated electronic system to complete, which also leads to higher manufacturing and use costs and increased maintenance difficulty.

A well-known patent closest to the present invention is a "wheel suspension device using a spring incorporating a flexible skeleton to improve the stiffness curve" (CN97181615.8), which relates to a wheel suspension device using a coil spring and a retention connection The flexible skeleton compresses a part of the spring in the normal driving position to keep it in a compressed state to obtain two different stiffness curves, the turning point is near the normal driving position; when compressing, all the coil springs are compressed, while relaxing, only The uncompressed portion of the spring is relaxed, so the suspension is asymmetrical and the stiffness when relaxed is greater than the stiffness when compressed. In one aspect, each of the skeletons includes two fixing members, one fixing member cooperating with all or a portion of a coil spring, and the other fixing member is matched with all or a portion of the other coil of the spring, or The housing of the vibrator cooperates. On the other hand, each of the skeletons comprises a longitudinal member which is deformable when compressed, does not deform when relaxed, is connected to the two fixing members, and the skeleton limits and compresses the coil spring. At least two coils. However, the invention is limited to changing the stiffness of the spring in a small range, and can improve the running performance of the vehicle without the need of a stabilizer bar, but the change in the stiffness of the same spring attachment device is limited, and there is no reduction involved. The damping content of the damper does not fundamentally improve the handling and comfort of the suspension. Another known patent "a double spring rear shock absorber" similar to the present invention (CN201120451519.3). The utility model embodiment discloses a double spring rear shock absorber, including a damper, and a sleeve damper a first outer spring of the first outer spring, and a second outer spring with a preload greater than the first outer spring; the damper includes a cylinder body and a piston rod, and the outer end of the piston rod is provided with an upper joint, The connector is provided with a spring seat; the upper ends of the first outer spring and the second outer spring are mounted to the spring seat; the lower ends of the first outer spring and the second outer spring are mounted to the cylinder. The utility model provides a double spring rear shock absorber, which comprises a first outer spring and a second outer spring. When the motorcycle load is light, the second outer spring plays a main role of supporting shock absorption. When the motorcycle load is heavy, the first An external spring and a second outer spring carry the shock absorption together, and the double spring rear shock absorber provided by the utility model can enhance the load carrying capacity of the shock absorber, and meet the shock absorption requirement when the motorcycle load is large, in this patent The spring is connected in parallel with two springs, which can effectively increase the bearing capacity, but there is no fundamental difference between the function of a spring and the use of four suspension cars. Similarly, there is a well-known patent "Double Piston Rod Oil and Gas Spring Cylinder" (CN105179552A). The present invention proposes a double piston rod oil and gas spring cylinder, comprising two oil and gas spring cylinders, and two oil and gas spring cylinders are disposed opposite each other to form a series structure; The piston rod of the oil and gas spring cylinder has a one-way valve, and the piston has a orifice; the oil and gas spring cylinder is filled with high-pressure nitrogen gas, and the oil-gas spring cylinder is filled with low-pressure nitrogen gas. According to the invention, when the air load and the low load are used, the oil and gas spring cylinder filled with the low pressure nitrogen gas is compressed, and the gas spring spring filled with the high pressure nitrogen gas has a high inflation pressure, which is equivalent to a rigid body, and only one end of the oil and gas spring cylinder filled with the low pressure nitrogen gas The check valve and the damper hole complete the action of the elastic body and the damper. When the load reaches a certain value, the residual buffer stroke of the oil-air spring cylinder filled with the low-pressure nitrogen gas becomes shorter, the buffering effect is deteriorated, and the high-pressure nitrogen gas is charged. The oil and gas spring cylinder begins to compress, and the two oil and gas spring cylinders (equivalent to the spring body) work together to have a good cushioning stroke. But this is still a simple parallel connection of springs and shock absorbers, and does not really play the role of automatically balancing the vehicle.

Summary of the invention

SUMMARY OF THE INVENTION A primary object of the present invention is to provide a dual spring damper assembly for use in a vehicle suspension that can be passed during normal vehicle travel and during acceleration, deceleration or cornering within a safe range. The combination of the two springs effectively reduces the roll, pitch and yaw of the body, so that the impact from the ground or the imbalance generated by the car body can be effectively absorbed by the suspension system to maximize the adhesion of the wheel to the ground. Give full play to the driving and braking effect of the wheel, so that the stability of the vehicle at high speed and turning is greatly improved. In addition, when the load of the vehicle changes, the vehicle can always maintain a fixed height of the vehicle body, and the geometric relationship of the suspension can be ensured, so that the vehicle body and the road surface or the track plane are always maintained in the required parallel state, reaching or exceeding the current universal The effectiveness of the active suspension.

In general, the vehicle has four or more suspension devices. The design of the double spring damper assembly of the present invention, although the travel of one suspension changes, the body interference caused by other body suspensions is small through the body conduction. The travel of other suspensions remains unchanged. The plane principle is determined according to three points, and the balance of the vehicle body can be maintained.

We know that because the road surface or the track is naturally uneven, the impact is rarely caused by more than one wheel at the same time. The manual deceleration device may cause the two wheels to be impacted at the same time, but this does not happen often, so In most cases, when the wheel's interference is within a certain range, the body can keep more than three suspension strokes unchanged, and most of the time can automatically maintain the balance of the body.

The above object is achieved by installing a double spring damping assembly in the suspension system, the suspension load is varied between the preload pressure F of the main spring and the maximum compression force f of the secondary spring. There will be no change, which can effectively avoid unnecessary changes in the balance of the car body and affect the handling. When one of the suspension strokes changes due to wheel interference, the change of the stroke of the suspension will cause a disturbance to the other three suspensions. If the interference force affects the other three suspensions by the vehicle body, if it does not exceed the range of the main spring pre-pressure F and the maximum compression force f of the sub-spring, then the strokes of the three suspensions also do not change, thereby making the entire body It can still be balanced, and the comfort of the vehicle is good. The design and manufacturing process of the double spring damper assembly can be optimized by the parameters of the spring force f generated by the main spring at the maximum stroke and the minimum stroke of the secondary spring. When designing, if the main spring is pre-designed The pressure is greater than the balanced load of the suspension. The maximum compression force of the secondary spring is less than the balance load. The body interference is not enough to cause the suspension stroke to change, so the compression damping of the shock absorber can be reduced, and the small compression damping reduces the impact on the suspension. It also reduces the interference on the body of other suspensions and plays a vital role in improving comfort.

By optimizing the parameter design, the vehicle can automatically balance the vehicle under normal driving conditions, so that the vehicle has good handling and comfort. In special cases, if the impact suspension is more than the other three When the pre-pressure F of the main spring and the maximum compression force f of the sub-spring are suspended, the strokes of the three suspensions will change accordingly, but due to the presence of the pre-pressure, the strokes of the three suspensions will quickly return to the body. The balance position makes the vehicle's handling quickly return to its optimum state, so the suspension equipped with this double spring damper assembly can simultaneously improve the handling and comfort of the vehicle, which was previously designed. And the product is a technology that has never been disclosed. This suspension relies on the action of the double spring damper assembly, which can effectively filter out most of the impact, reduce the vibration of the car body, and effectively reduce the cost of the suspension.

The present invention is implemented as follows:

A double spring damper assembly mounted on a vehicle suspension, comprising a main spring, a secondary spring, a main spring seat, a secondary spring seat, a main spring tray, a secondary spring tray, a shock absorber, an upper piston rod, and a lower a guiding mechanism, a sliding block, an upper mounting block, a lower mounting block and a lock nut, the main spring tray, the secondary spring tray and the cylinder of the shock absorber are fixedly connected, the upper mounting block and the main spring seat and the upper piston rod lock Tightly connected, the auxiliary spring seat is lockedly connected with the sliding block on the lower guiding mechanism, the main spring is pre-pressed and fixed between the main spring seat and the main spring tray, and the secondary spring is pre-pressed and fixed between the auxiliary spring seat and the auxiliary spring tray. The upper mounting block on the upper piston rod is connected to the frame, the lower mounting block is connected to the suspension, the main spring and the secondary spring can be an ordinary coil spring, or an eccentric progressive coil spring, a gas spring and a plate spring can be used to change the upper spring seat. The structure of the lower spring seat, the upper spring tray and the lower spring tray can be connected with different springs, and the main spring adopts a gas spring to meet the requirements of dynamic adjustment of the suspension bearing capacity, such as load change. Passenger cars, heavy-duty vehicles, etc., while some high-class cars and racing vehicles with higher comfort and handling requirements also need to adjust and control the bearing capacity of the suspension, and the double spring shock absorber assembly of the gas spring is not used. A complex electronic servo is required to achieve good comfort and handling requirements.

When designing the double spring damper assembly, the main spring tray and the secondary spring tray can adopt an integral part, the upper surface is designed as a main spring tray, and the lower surface is designed as a secondary spring tray, and the two spring trays are combined into one, or The main spring tray and the sub-spring tray are integrated, the upper surface of the main spring tray pre-presses the main spring, and the lower surface of the sub-spring tray pre-presses the sub-spring to save space for suspension Use longer springs for added comfort.

As described above, the main spring tray and the sub-spring tray of one integral part are designed to be a flat bottom cup shape, the cup-shaped outer and returning edges are main spring trays, the cup-shaped inner and bottom portions are sub-spring trays, or the main spring The tray and the auxiliary spring tray are a cup-shaped integrated piece, and the outer edge of the cup-shaped integral part is a main spring tray, and the inner part of the cup-shaped integral part is a sub-spring tray, and the strokes of the main spring and the auxiliary spring partially overlap. This also allows the strokes of the main spring and the secondary spring to partially overlap, and a longer spring is used for a limited suspension length to enhance comfort.

Similarly, it is sometimes necessary to adjust the bearing capacity of the main spring and the secondary spring. The outer cylinder of the shock absorber is screwed with the main spring tray and the secondary spring tray. The main spring tray and the secondary spring tray can be axially on the outer cylinder of the shock absorber. Adjust and lock with a nut, or a nut to lock the main spring tray and the secondary spring tray.

In this way, the softness and hardness of the spring can be adjusted as needed, the bearing capacity of the suspension can be adjusted, and the height of the vehicle body can be adjusted to meet the individualized demands of many handling and comfort.

This kind of double spring damper always meets the requirements of maneuverability. In the parameter selection of the main spring, the preload pressure F at the maximum stroke on the damper after installation is required to be greater than the load G of the suspension when the vehicle is at rest. The actual design value is F≧1.1G. The maximum spring force f of the secondary spring at the shortest stroke position is less than the load G of the suspension when the vehicle balance is stationary. The actual design value is f≦0.9G. Of course, for different vehicles, the design values of the main spring parameters will be different, the double-layer passenger vehicles with high motion performance and high center of gravity or the freight vehicles with large load changes, the pre-pressure F may exceed 1.5 times the load G, The design value of the secondary spring is to select the load G whose maximum elastic force value f is less than 0.8 times.

At the same time, the double spring damper always meets the requirements of comfort. It also requires that the relative damping coefficient of the upper piston rod of the damper rebounds when the set value is greater than 0.3, and the relative damping coefficient of the main piston rod is set. The value is less than 0.1.

When designing the double spring shock absorber assembly, the lower guiding mechanism is designed as a flip-chip shock absorber, and the inverted shock absorber is a second shock absorber, sharing the bottom with the upper shock absorber, coaxially arranged The sliding block is an axially movable lower piston rod extending from the lower end of the flip-chip shock absorber. The auxiliary spring seat and the lower mounting block are fixedly connected with the lower piston rod, and are locked by a lock nut, and the lock nut is locked. The secondary spring seat can be designed with a certain damping as needed to meet the special vehicle application in special situations.

The length of some suspension damper cylinders is limited by the hanging space, and the lower piston rod cannot complete the sliding inside the cylinder. A sliding rod can be fixedly connected to the lower part of the damper cylinder. The upper end of the sliding rod is fixedly connected to the bottom of the damper, and the sliding rod The utility model is provided with a linear sliding sleeve which is linearly movable, and the hollow sliding sleeve is slidably connected with the sliding rod between the damper cylinder and the lock nut, and the lower end of the sliding rod is threadedly connected with the lock nut to prevent the sliding sleeve from sliding off. The rod, the auxiliary spring disc and the lower mounting block are fixedly connected with the sliding sleeve, and the secondary spring is pre-pressed and fixedly installed between the auxiliary spring tray and the auxiliary spring seat.

For some cases where there are more restrictions on the hanging space, the lower end casing of the damper cylinder is designed as a sliding rod type guiding mechanism, and the sliding block is a hollow sliding sleeve which can slide linearly on the damper cylinder housing, the secondary spring The disc is fixedly connected to the sliding sleeve and connected to the lower arm by a lower mounting block.

If the secondary spring adopts a plate spring, the lower guiding mechanism and the sliding block may be separately arranged, the sliding block is connected with the axle fixing device in the middle of the leaf spring, and the guiding mechanism is fixedly connected with the lower end of the lower fixed solid spring tray, and the sliding block is The guiding mechanism is contacted after the leaf spring is compressed. This structure can also be connected with the plate spring by a guiding mechanism. The sliding block is fixedly connected with the main spring tray. The actual selection can be applied to all the shipping of the hanging plate spring according to the design requirements. Vehicles or off-road vehicles with only rear suspension and plate springs, as well as passenger and cargo vehicles.

The utility model has the beneficial effects that: by the combination of the double spring dampers, the vehicle suspension has three different working stiffnesses, and the main spring works in a high stiffness interval, mainly dealing with the upward impact on the suspension from the road surface. The suspension is in a compressed state, the secondary spring cannot be continuously compressed, only the main spring is compressed in a low damping state, and returns to the preload position in a high damping state, because the impact of the low damping on the vehicle body is small, and the vehicle can be maintained. The comfort, restored in a highly damped state, eliminates vibration without compromising comfort. The secondary spring works in a low stiffness interval, mainly dealing with the downward impact on the suspension from the road surface. At this time, the suspension is in the extended state. Because of the pre-pressure, the main spring cannot continue to extend, and only the secondary spring is in the rebound state. Also because the secondary spring has little or no damping, the impact on the suspension is small and the comfort of the vehicle can be maintained. In addition to the high stiffness interval in which the main spring works and the low stiffness interval in which the secondary spring works, there is also an ultra-high stiffness interval in which the main spring and the secondary spring do not work. In this ultra-high stiffness interval, although the suspension is in a certain force. The range varies, but the travel of the suspension does not change, so that the balance of the vehicle can be automatically maintained, and there is no lag, which exceeds the performance requirements of the active suspension to cope with the interference from the vehicle body to the suspension.

Suspension devices equipped with this dual spring damper assembly are suitable for most road and rail vehicles and are particularly suitable for passenger vehicles with minimal load changes, not only reducing manufacturing costs, but also improving handling and comfort.

DRAWINGS

BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a schematic view showing the assembly of a double spring damper when the suspension is idling in the first embodiment of the present invention. Both the main spring and the secondary spring adopt a common coil spring. At this time, the load of the suspension is small. In the figure, the main spring is in the preload state at the maximum stroke, the secondary spring is in the maximum stroke state, and the main spring and the secondary spring are not continuously compressed. , kept in the pre-pressed state.

Fig. 2 is a schematic view showing the assembly of the double spring damper when the suspension is in a balanced load in the embodiment 1 of the present invention. The load suspended at this time is the load G at the time of balance rest, the main spring is in the preload state at the maximum stroke, and the sub spring is compressed to the shortest.

3 is a schematic view of the double spring damper assembly when the idling is suspended in the second embodiment of the present invention, the main spring (1) adopts an eccentric progressive coil spring, and the auxiliary spring (4) adopts a common coil spring.

4 is a schematic view of a double spring damper assembly when the suspension is in a balanced load in Embodiment 2 of the present invention.

Fig. 5 is a schematic view showing the assembly of the double spring damper when the idling is idling in the third embodiment of the present invention, the main spring (1) adopts a gas spring, and the auxiliary spring (4) adopts a common coil spring.

Fig. 6 is a schematic view showing the double spring damper assembly when the suspension is in a balanced load in the third embodiment of the present invention.

Figure 7 is a schematic view of the double spring damper assembly when the idling is unloaded in Embodiment 4 of the present invention, the lower spring damper assembly lower guiding mechanism (9) is a sliding rod protruding from the bottom, and the sliding block (8) It is a hollow sliding sleeve that is placed on the sliding rod. This figure shows that the hollow sliding sleeve is at the very end of the sliding rod.

Figure 8 is a schematic view showing the position of the double spring damper assembly when the suspension is in a balanced load in the fourth embodiment of the present invention.

Figure 9 is a schematic view showing the assembly of the double spring damper when the idling is idling in the fifth embodiment of the present invention, the lower casing of the outer cylinder of the double spring damper is used as the sliding rod of the lower guiding mechanism (9), and the sliding block (8) is a sliding sleeve that is placed outside the shock absorber. At this time, the sliding sleeve is at the extreme end of the sliding rod.

Figure 10 is a schematic view showing the position of the double spring damper assembly when the suspension is in a balanced load in Embodiment 5 of the present invention.

Figure 11 is a schematic view of the double spring damper assembly when the idling is idling in the sixth embodiment of the present invention, in which the lower guiding mechanism (9) and the slider (8) of the double spring damper assembly are arranged separately, The guiding mechanism (9) is connected to the main spring tray (3), and the slider (8) is fixedly connected to the fixing device (15) of the leaf spring axle (14).

Figure 12 is a schematic view showing the position of the double spring damper assembly when the suspension is in a balanced load in the sixth embodiment of the present invention.

Detailed ways:

Referring to FIG. 1 and FIG. 2, in the first embodiment, the main spring 1 , the sub spring tray 2 , the main spring tray 3 , the auxiliary spring 4 , the auxiliary spring seat 5 , the lower mounting block 6 , the lock nut 7 , and the sliding block 8 are illustrated. Lower guide mechanism 9, damper 10, upper piston rod 11, main spring seat 12, upper mounting block 13, axle 14, axle fixing device 15.

In the first embodiment, the main spring 1 is preliminarily pressed between the main spring seat 12 and the main spring tray 3, and the sub spring 4 is mounted between the sub spring seat 5 and the sub spring tray 2, the main spring tray 3 and the sub spring tray 2 Fixed on the shock absorber 10 and screwed, the tray can be adjusted up and down within a certain height range, the lower guiding mechanism 9 is a cylinder of a flip-chip shock absorber, the sliding block 8 is a lower piston rod, and the lower guiding mechanism 9 is slid up and down, the upper mounting block 13 and the main spring seat 12 are fixed to the upper end of the upper piston rod 11 by a lock nut 7, and the lower mounting block 6 and the secondary spring seat 5 are fastened to the lower piston of the sliding block 8 with a lock nut 7. The lower end of the rod.

BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a schematic view showing the assembly of a double spring damper when the suspension is idling in the first embodiment of the present invention. At this time, the load of the suspension is small, and the main spring and the secondary spring are both ordinary coil springs. In the figure, the main spring is in the preload state at the maximum stroke, the secondary spring is in the maximum stroke state, and the main spring and the secondary spring are both mounted. This state is also the state before the suspension, when there is no load.

Fig. 2 is a schematic view showing the assembly of the double spring damper when the suspension is in a balanced load in the embodiment 1 of the present invention. At this time, the load to be suspended is the load G at the time of balance and the main spring is in the preload state at the maximum stroke, because the preload pressure F of the main spring is larger than the load G when the suspension balance is stationary, and the main spring is not continuously compressed, the secondary spring The spring force when compressed to the shortest time is less than G, so that when the vehicle is stationary at the horizontal position, that is, the static balance position described above, the secondary spring is compressed to the maximum extent.

During the running of the vehicle, if the suspension is subjected to an upward impact, the main spring is compressed. The secondary spring maintains the state shown in FIG.

In the present embodiment, although the main spring 1 and the sub spring 4 are coaxially arranged, they are not in an ordinary series operation, and the main spring 1 and the sub spring 4 are separated from each other by the sub spring tray 2 and the main spring tray 3, thereby Under the different functions, the main spring 1 assumes the function of the suspension being compressed and restored to the equilibrium position, and the secondary spring 4 assumes the function that the suspension is extended and restored to the equilibrium position, and the load they undertake is different, and the working range is also different. At the same time, there is a high rigidity interval in these two intervals. When the impact of the suspension does not exceed the set range, the stroke of the suspension is constant, the main spring cannot be compressed, and the secondary spring cannot be extended.

In this embodiment, the function of the suspension structure is embodied, that is, when the suspension stroke is suspended, the main spring is mainly completed, and when suspended in the extension stroke, the specific parameters are mainly provided by the secondary spring to be set as follows. The load that is suspended when the vehicle is balanced at a horizontal level is G, and the pre-pressure F of the main spring is greater than the load G of the suspension when the vehicle is at rest. The actual design value is F≧1.1G, and the sub-spring is compressed to the shortest stroke position. The maximum elastic force f is less than the load G of the suspension when the vehicle is at rest. The actual design value is f≦0.9G. In actual design, we take F=1.2G, f=0.8G, for example, the load of the vehicle is lower than 1.2G. The load will also be lower than 1.2G, and the spring force of the secondary spring will be f=0.8G. When the four suspension supports are moving in a static range and within a certain range, the balance will be automatically balanced because the vehicle is within a certain range. When the direction and speed change, when the pressure of the vehicle body changes from 0.8G to 1.2G, the main spring cannot be compressed, the secondary spring cannot be extended, the suspension stroke remains unchanged, and the vehicle body is flat. The balance is not destroyed, the vehicle does not have obvious turning roll, the brakes nod and the acceleration back, and the vehicle's handling performance is good. If a single suspension is impacted by the wheel, the force of the suspension exceeds the range of 0.8G to 1.2G, and the stroke of the suspension changes, but the interference to the other three suspensions does not exceed the set 1.2G to 0.8G. The range of the other three suspensions will not change, and the body is still balanced, so that although the single suspension changes the stroke due to the impact, the balance of the vehicle is not destroyed, and the handling and comfort of the vehicle are also good. At present, there are no similar designs and products in use or public.

According to the parameters of the embodiment, the suspension modification of the ordinary vehicle is carried out, and the automatic balance of the vehicle body is realized under most road conditions, and the handling and comfort of the vehicle are improved, which proves that the double spring damping assembly of the invention can Realized and effective.

Referring to Figures 3 and 4, in the second embodiment, the main spring 1 and the sub-spring 4 are shown.

In the present embodiment, the main spring 1 employs a spiral progressive spring. The main spring tray 3 is an eccentric tray, and the other is the same as in the first embodiment.

Referring to Figures 5 and 6, in the third embodiment, the main spring 1 and the sub-spring 4 are shown.

In the present embodiment, the main spring 1 employs a gas spring. Others are the same as in the first embodiment.

Referring to Figures 7 and 8, in the fourth embodiment, the main spring 1 and the sub-spring 4 are shown.

In the present embodiment, the double spring damper assembly as described above, the lower guiding mechanism 9 is a fixed sliding rod extending downward from the bottom of the damper 10, and the lower end of the sliding rod is threaded and locked. The nut 7 is connected, and the sliding block 8 is a hollow sliding sleeve which slides linearly on the sliding rod, and the auxiliary spring seat and the lower mounting are fixedly connected with the sliding sleeve. Others are the same as in the first embodiment.

Referring to Figures 10 and 11, in the sixth embodiment, the main spring 1 and the sub-spring 4 are shown.

In this embodiment, the double spring damper assembly as described above, the lower guiding mechanism 9 is designed as a sliding rod at the lower end of the damper cylinder, and the sliding block 8 is an outer cylinder which can be at the lower end of the damper. a hollow sliding sleeve sliding upwardly, the lower end of the sliding rod is threadedly connected with the lock nut 7, and the auxiliary spring seat and the lower mounting block are fixedly connected with the sliding sleeve. In the suspension design that does not require the lower end to be fixed, the mounting block and the lock may not be used. The nut is tightened, and the damper cylinder is directly inserted into the hollow structural block of the lower arm, and the secondary spring is directly connected with the hollow structural block.

It should be noted that, in the implementation process of the present invention, a multi-part design is often adopted. The main spring tray and the sub-spring tray adopt a single component, which is a typical design, and the upper part of the tray is also connected by a main spring, and the lower part of the tray is also The secondary springs are connected, which simplifies the components and saves space. At the same time, the upper mounting block and the main spring seat are often designed as a single unit. The lower mounting block and the sliding block and the secondary spring seat are also often designed as one part, and even designed to suspend a part of the lower arm, which reduces the number of parts. And reduce manufacturing costs, and does not affect the performance of the vehicle.

Summarizing the above description and embodiments, the double spring damping assembly of the present invention has a principle and structure different from that of the previous vehicle shock absorber. The shock absorber is designed by two springs of different rigidity installed in isolation. The springs carry different loads and mechanically achieve the automatic balancing of the body.

The suspension with the double spring damper has good geometric deformation capability on the one hand, and absorbs the impact from the road surface, effectively reducing or avoiding the vibration of the vehicle body; on the other hand, the vehicle changes in speed, direction and load. The utility model can well maintain the automatic balance of the vehicle body, effectively solves the contradiction between the ride comfort and the control stability of the vehicle, and exceeds the use effect of the electronic suspension of the active control on the general vehicle.

The above is a preferred embodiment of the present invention and the technical principles of the present invention, and those skilled in the art, based on the technical solutions of the present invention, without departing from the spirit and scope of the present invention. Obvious changes such as equivalent transformations, simple substitutions, and the like are all within the scope of the present invention.

Claims

A double spring damper assembly, characterized in that it comprises a main spring (1), a secondary spring (4), a main spring seat (12), a secondary spring seat (5), a main spring tray (3), a pair Spring tray (2), shock absorber (10), upper piston rod (11), lower guide mechanism (9), sliding block (8), upper mounting block (13), lower mounting block (6) and lock nut (7) The main spring tray (3), the sub spring tray (2) and the cylinder of the damper (10) are fixedly connected, the upper mounting block (13) and the main spring seat (12) and the upper piston rod (11) The locking connection, the secondary spring seat (5) is fixedly connected with the sliding block (8) on the lower guiding mechanism (9), and the main spring (1) is pre-stressed and fixed to the main spring seat (12) and the main spring tray ( 3) The secondary spring (4) is pre-stressed between the secondary spring seat (5) and the secondary spring tray (2).
A double spring damper assembly according to claim 1, wherein said main spring tray (3) and said secondary spring tray (2) are of one integral part, the upper surface being designed as a main spring tray, and the lower surface Designed as a secondary spring tray.
A double spring damper assembly according to claim 2, wherein said main spring tray (3) and said secondary spring tray (2) are integrally formed with a cross-sectional structure designed to have a flat bottom cup shape. The cup-shaped outer and returning edges are the main spring tray (3), and the cup-shaped inner and bottom are the secondary spring trays (2).
The double spring damper assembly according to claim 1, wherein the outer cylinder of the damper (10) is screwed to the main spring tray (3) and the sub spring tray (2), and the main spring tray ( 3) The secondary spring tray (2) is axially adjusted in the outer cylinder of the shock absorber and locked with a nut.
A double spring damper assembly according to claim 1, wherein when the main spring (1) is selected, the preload pressure F at the maximum stroke on the damper after installation is required to be greater than the suspension when the vehicle is at rest. The loaded load G, the actual design value F≧1.1G, when the secondary spring (4) is selected, the maximum elastic force f when the compression is shortest is required to be less than the load G of the suspension when the vehicle balance is stationary, the actual design value f≦0.9 G.
The double spring damper assembly according to claim 1, wherein the relative damping coefficient of the upper piston rod (11) rebounds is greater than 0.3, and the upper piston rod (11) is compressed. The set value of the relative damping coefficient is less than 0.1.
The double spring damper assembly according to claim 1, wherein said lower guiding mechanism (9) is a flip-chip damper, sharing a bottom with the upper damper, coaxially arranged, and sliding block (8) The lower piston rod extending axially from the lower end of the flip-chip shock absorber, the auxiliary spring seat and the lower mounting block are fixedly connected with the lower piston rod, and locked by a lock nut.
The double spring damper assembly according to claim 1, wherein said lower guiding mechanism (9) projects a fixed sliding rod axially downward from the bottom of the damper, and the lower end of the sliding rod is threaded and The lock nut (7) is connected, and the sliding block (8) is a hollow sliding sleeve which slides linearly on the sliding rod, and the auxiliary spring seat and the lower mounting block (6) are fixedly connected with the sliding sleeve.
A double spring damper assembly according to claim 1, wherein said lower guiding mechanism (9) is designed as a sliding rod for the lower end of the damper cylinder, and the sliding block (8) is a shock absorbing member. The hollow sliding sleeve linearly sliding on the outer cylinder of the lower end of the device, and the auxiliary spring seat (5) is fixedly connected with the sliding sleeve.
A double spring damper assembly according to claim 1, wherein when said secondary spring (4) is a leaf spring, the lower guiding mechanism (9) and the sliding block (8) are arranged separately, and the lower guiding mechanism is The main spring tray (3) is fixedly connected, and the sliding block (8) is fixedly connected to the fixing device (15) of the middle plate axle (14) of the leaf spring.
A double spring damper assembly characterized by comprising a main spring (1), a secondary spring (4), a main spring seat (12), a secondary spring seat (5), a main spring tray (3), a secondary spring Pallet (2), shock absorber (10), upper piston rod (11), lower guide mechanism (9), sliding block (8), upper mounting block (13), lower mounting block (6) and lock nut ( 7), the main spring tray (3), the sub-spring tray (2) is fixedly connected with the cylinder of the damper (10), the upper mounting block (13) and the main spring seat (12) and the upper The piston rod (11) is lockedly connected, the auxiliary spring seat (5) is fixedly connected with the sliding block (8) on the lower guiding mechanism (9), and the main spring (1) is pre-stressed and fixed to the main spring seat (12) and the main spring. Between the trays (3), the secondary spring (4) is pre-stressed between the secondary spring seat (5) and the secondary spring tray (2), and the primary spring (1) is mounted on the shock absorber at the maximum stroke. The pressure F is greater than the load G that the suspension is subjected to when the vehicle is at rest, and the maximum spring force f of the secondary spring (4) when compressed to a minimum is less than the load G that the suspension is subjected to when the vehicle balance is stationary.
A double spring damper assembly according to claim 11, wherein said main spring tray (3) and said sub spring tray (2) are integral pieces, and said upper surface of said main spring tray (3) The main spring (1) is pre-compressed, and the lower surface of the sub-spring tray (2) pre-compresses the sub-spring (4).
A dual spring damper assembly according to claim 12, wherein said main spring tray (3) and said sub-spring tray (2) are cup-shaped integral members, said cup-shaped integral member cup mouth exterior The returning edge is a main spring tray (3), and the cup-shaped one-piece inner bottom is the sub-spring tray (2), and the strokes of the main spring (1) and the sub-spring (4) partially overlap.
The double spring damper assembly according to claim 11, wherein the outer cylinder of the damper (10) is screwed to the main spring tray (3) and the sub spring tray (2), and the main spring tray (3) The secondary spring tray (2) is axially adjusted in the outer cylinder of the damper, and the nut locks the main spring tray (3) and the secondary spring tray (2).
A double spring damper assembly according to claim 11, wherein said main spring (1) is mounted on a damper at a maximum stroke F ≧ 1.1 G, said secondary spring (4) The maximum elastic force f ≦ 0.9G when compressed to the shortest, G is the load that the suspension bears when the vehicle is at rest.
The double spring damper assembly according to claim 11, wherein the relative damping coefficient of the upper piston rod (11) rebounds is greater than 0.3, and the upper piston rod (11) is compressed. The set value of the relative damping coefficient is less than 0.1.
A dual spring damper assembly according to claim 11 wherein said lower guide mechanism (9) includes a flip-chip second damper that shares a bottom with said damper, coaxially disposed, slid a block (8) is an axially movable lower piston rod extending from a lower end of the second damper, and the auxiliary spring seat (5) and the lower mounting block (6) are fixedly connected to the lower piston rod, The lock nut locks the secondary spring seat.
The double spring damper assembly according to claim 11, wherein said lower guiding mechanism (9) projects a fixed sliding rod axially downward from the bottom of the damper, and the lower end of the sliding rod is threaded and The lock nut (7) is connected, and the sliding block (8) is a hollow sliding sleeve which slides linearly on the sliding rod, and the auxiliary spring seat and the lower mounting block (6) are fixedly connected with the sliding sleeve.
A double spring damper assembly according to claim 11, wherein said lower guiding mechanism (9) is designed as a sliding rod for the lower end of the damper cylinder, and the sliding block (8) is a shock absorbing member The hollow sliding sleeve linearly sliding on the outer cylinder of the lower end of the device, and the auxiliary spring seat (5) is fixedly connected with the sliding sleeve.
A double spring damper assembly according to claim 11, wherein said secondary spring (4) is a leaf spring, the lower guiding mechanism (9) and the sliding block (8) are arranged separately, the lower guiding mechanism and the main The spring tray (3) is fixedly connected, and the sliding block (8) is fixedly connected to the fixing device (15) of the leaf spring middle axle (14).