CN203920426U - For integrated pair of trailing arm suspension fork wheel edge power drive system of wheel flutter - Google Patents

Abstract

The utility model discloses an integrated double trailing arm suspension wheel side electric drive system for steering wheels, the motor housing is fixedly connected with the reduction box housing, and the shock absorber is respectively connected to the motor and the lower longitudinal arm through two hinges. Hinged, and the spring acts as a dynamic shock absorber; one end of the connecting rod is connected to the gear box casing by a rotating hinge, and the other end is connected to the steering knuckle by a rotating hinge; one end of the upper trailing arm is supported on the frame by an elastic hinge A, and the other end is connected by a ball The hinge is connected with the steering knuckle; the steering knuckle is equipped with a half-shaft casing, and the hub is supported on the half-shaft casing through the hub bearing; the steering knuckle arm on the steering knuckle is connected with the steering tie rod through a ball hinge; one end of the universal joint is connected to the deceleration The box output shaft is fixedly connected, the other end is fixedly connected with the half shaft, the half shaft is fixedly connected with the wheel hub, and the wheel hub is fixedly connected with the brake rotating part and the wheel rim. The utility model has the advantages of reducing the vibration of the wheel side system relative to the vehicle frame during the beating process of the wheel, and has the advantages of high integration, light equivalent unsprung mass, and dynamic vibration absorption.

Description

Integrated double trailing arm suspension wheel side electric drive system for steering wheels

technical field

The utility model belongs to the field of chassis and transmission of electric vehicles, in particular to an integrated double trailing arm suspension wheel side electric drive system for steering wheels, which uses a motor and a wheel side reducer as a dynamic vibration absorbing device.

Background technique

The main structure of the wheel-side electric drive system represented by the electric wheel is to install the drive motor in or near the drive wheel, which has the advantages of short drive transmission chain, efficient transmission, and compact structure. At the same time, the torque of each driving wheel in the wheel drive system can be independently controlled. The wheel motor is not only the information unit of the car, but also the fast-response control execution unit, which is conducive to the realization of high-performance control functions that are difficult to achieve on traditional cars, thereby improving harsh conditions. Driving performance under road conditions.

However, in the general wheel drive system, due to the introduction of drive motors, reducers and other components in the wheel/wheel, the unsprung mass of the vehicle is significantly increased, which directly affects the grounding of the wheel and the ride comfort of the vehicle body.

Utility model content

The utility model proposes an integrated double trailing arm suspension wheel side electric drive system for the steering wheel, the motor and the reducer are used as the dynamic vibration absorbing device, and the motor deviates from the center of the wheel and is suspended on the suspension swing arm. The layout method reduces the vibration of the wheel side system relative to the frame during the wheel run-out process, and has the characteristics of dynamic vibration absorption and light equivalent unsprung mass.

In order to solve the above technical problems, the utility model provides an integrated double trailing arm suspension wheel side electric drive system for steering wheels, which mainly includes a motor, a reduction box, an elastic hinge, a vehicle frame, an upper trailing arm, a connecting Rods, ball joints, knuckles, universal joints, half shafts, hubs, hub bearings, swivel hinges, trailing arms, shock absorbers and springs.

The motor housing is fixedly connected to the gearbox housing, and the shock absorber is respectively hinged to the motor and the lower trailing arm through two hinges, and acts as a power vibration absorption function with the spring. One end of the connecting rod is connected with the reduction box casing by a rotary hinge, and can and can only be rotated around the central axis of the hinge relative to the reduction box casing. The other end of the connecting rod is connected with the steering knuckle through a rotating hinge, and the steering knuckle can and can only rotate around the central axis of the hinge relative to the connecting rod. One end of the upper trailing arm is supported on the vehicle frame through an elastic hinge A, and the other end is connected with the steering knuckle through a ball joint. The steering knuckle has three degrees of freedom of rotation relative to the upper trailing arm. The steering knuckle is formed with a half-shaft sleeve, and the hub is supported on the half-shaft sleeve through the hub bearing. The wheel hub can and can only rotate around the central axis of the hub bearing relative to the half-shaft sleeve. The knuckle arm on the steering knuckle is connected to the tie rod through a ball joint.

One end of the universal joint is fixedly connected with the output shaft of the reduction box, and the other end is fixedly connected with the half shaft. The half shaft is fixedly connected with the wheel hub, and the wheel hub is fixedly connected with the brake rotating part and the wheel rim. The motor inputs the power to the reduction box, and after the reduction box reduces the torque and increases the torque, the output shaft of the reduction box outputs the power to the universal joint, and the universal joint transmits the power to the half shaft fixedly connected with it, and the half shaft then transfers the power to the universal joint. It is transmitted to the hub fixedly connected with it, thereby driving the wheel fixedly connected with the hub.

The central axes of the two elastic hinges B for connecting the lower trailing arm and the frame coincide with each other; the central axes of the two elastic hinges A for connecting the upper trailing arm and the frame coincide; The central axis of the two elastic hinges B of the trailing arm and the frame, the central axis of the two elastic hinges A for connecting the upper trailing arm and the frame, and the central axis of the rotary hinge for connecting the gearbox housing and the connecting rod The three lines are parallel to each other. The central axis of the rotary hinge used to connect the connecting rod and the steering knuckle is the kingpin axis of the steering knuckle, and the kingpin axis passes through the center point A of the spherical hinge used to connect the upper trailing arm and the steering knuckle and the universal joint The center point B, that is, the axis of the kingpin coincides with the straight line AB. When there is a steering demand, the steering tie rod pulls the steering knuckle arm through the ball joint to make the steering knuckle rotate around the axis of the kingpin, because the center point B of the universal joint is located on the axis of the kingpin , so as to avoid the occurrence of motion interference. The central axis of the rotary hinge for connecting the steering knuckle and the connecting rod and the central axis of the rotary hinge for connecting the gearbox housing and the connecting rod intersect at the center point B of the universal joint.

In the utility model, the shock absorber is respectively hinged with the motor and the lower longitudinal arm through two hinges, and acts as a dynamic shock absorber with the spring. Of course, the shock absorber can also be hinged to the motor and the upper trailing arm respectively through two hinges, the two are consistent in principle and also belong to the protection scope of the present invention.

The outstanding effect of the present utility model is:

(1) The motor and gear box are connected to the lower trailing arm through springs and shock absorbers, which have the function of dynamic vibration absorption;

(2) The motor is arranged close to the elastic hinge of the lower trailing arm connected to the body, so its vibration amplitude is relatively small relative to the body, and it has the characteristics of small equivalent unsprung mass;

(3) The gearbox can adopt many forms such as fixed-axis cylindrical gear transmission, chain transmission, and belt transmission;

(4) When the vehicle turns, the motor and reducer do not turn with the wheels. Therefore, compared with the traditional wheel drive system in which the motor and reducer are arranged inside the wheel, the steering inertia moment of the utility model is smaller and the steering response is better. sensitive.

Description of drawings

Fig. 1 is the structural representation of the utility model;

Explanation of symbols in the figure

1 - motor;

2-reduction gearbox; 201-reduction gearbox output shaft;

3 - elastic hinge A; 4 - frame;

5 - upper trailing arm; 6 - connecting rod;

7 - spherical hinge;

8 - Steering knuckle;

801—half shaft casing; 802—steering knuckle arm;

9-universal joint; 10-half shaft;

11 wheel hub; 12-wheel hub bearing;

13 - rotating hinge; 14 - rotating hinge;

15 - ball joint; 16 - lower trailing arm;

17 - hinge; 18 - shock absorber;

19-spring; 20-elastic hinge B.

Detailed ways

Below in conjunction with accompanying drawing 1 the utility model is described further.

As shown in Figure 1, the utility model provides an integrated double trailing arm suspension wheel side electric drive system for steering wheels, which mainly includes a motor 1, a reduction box 2, an elastic hinge A3, a vehicle frame 4, an upper longitudinal Arm 5, connecting rod 6, ball joint 7, steering knuckle 8, universal joint 9, half shaft 10, hub 11, hub bearing 12, rotary hinge 13, rotary hinge 14, ball hinge 15, lower longitudinal arm 16, hinge 17 , Shock absorber 18, spring 19 and elastic hinge B20.

The casing of the motor 1 is fixedly connected with the casing of the reduction box 2, and the shock absorber 18 is respectively hinged with the motor 1 and the lower trailing arm 16 through two hinges 17, and acts as a dynamic shock absorber for the double trailing arm suspension with the spring 19. One end of the connecting rod 6 is connected with the casing of the reduction box 2 by a rotary hinge 13, and can and can only rotate around the central axis of the rotary hinge 13 with respect to the casing of the reduction box 2 . The other end of the connecting rod 6 is connected with the steering knuckle 8 through a rotating hinge 14 , and the steering knuckle 8 can and can only rotate around the central axis of the rotating hinge 14 relative to the connecting rod 6 . One end of the upper trailing arm 5 is supported on the vehicle frame 4 through the elastic hinge A3, and the other end is connected with the steering knuckle 8 through the ball joint 7, and the steering knuckle 8 has three degrees of freedom of rotation relative to the upper trailing arm 5. Steering knuckle 8 is shaped on half shaft sleeve 801, wheel hub 11 is supported on the half shaft sleeve 801 by wheel hub bearing 12, wheel hub 11 can and can only be done around the rotation of wheel hub bearing 12 central axis with respect to half shaft sleeve 801. The steering knuckle arm 802 on the steering knuckle 8 is connected with the steering tie rod through the ball joint 7 (not shown in the figure).

One end of the universal joint 9 is fixedly connected with the output shaft 201 of the reduction box, and the other end is fixedly connected with the half shaft 10 . The half shaft 10 is fixedly connected with the wheel hub 11, and the wheel hub 11 is fixedly connected with the brake rotating member (not shown in the figure) and the wheel rim (not shown in the figure). The motor 1 inputs power to the gear box 2, and after the gear box 2 decelerates and increases torque, the output shaft 201 of the gear box outputs the power to the universal joint 9, and the universal joint 9 transmits the power to the half shaft solidly connected with it 10 , the axle shaft 10 then transmits the power to the wheel hub 11 fixedly connected thereto, thereby driving the wheel fixedly connected to the wheel hub 11 .

The central axes of the two elastic hinges B20 for connecting the lower trailing arm 16 and the frame 4 coincide with each other; the central axes of the two elastic hinges A3 for connecting the upper trailing arm 5 and the frame 4 coincide; The central axes of the two elastic hinges 20 used to connect the lower trailing arm 16 and the frame 4, the central axes of the two elastic hinges A3 used to connect the upper trailing arm 5 and the frame 4, and the central axes used to connect the reduction box 2 The three lines of the central axis of the rotating hinge 13 of the housing and the connecting rod 6 are parallel to each other. The central axis of the rotary hinge 14 used to connect the connecting rod 6 and the steering knuckle 8 is the kingpin axis of the steering knuckle 8, and the kingpin axis passes through the ball hinge 6 used to connect the upper trailing arm 5 and the steering knuckle 8 The center point A of the universal joint 9 and the center point B of the universal joint 9, that is, the axis of the kingpin coincides with the straight line AB. Section 8 rotates around the axis of the kingpin, because the center point B of the universal joint is located on the axis of the kingpin, thereby avoiding the occurrence of motion interference. The central axis of the rotary hinge 13 for connecting the steering knuckle 8 and the connecting rod 6 intersects the central axis of the rotary hinge 14 for connecting the housing of the gearbox 2 and the connecting rod 6 at the center point B of the universal joint 13 .

Claims (1)

1. for integrated pair of trailing arm suspension fork wheel edge power drive system of wheel flutter, it is characterized in that: the described integrated pair of trailing arm suspension fork wheel edge power drive system for wheel flutter, comprises motor, drop-gear box, elasticity hinge, vehicle frame, upper trailing arm, connecting rod, ball pivot, steering swivel, universal-joint, semiaxis, wheel hub, hub bearing, rotating hinge, lower trailing arm, shock absorber and spring; Electric machine casing and reduction box casing connect firmly, and shock absorber is hinged with motor and lower trailing arm respectively by two hinges, serves as dynamic vibration absorber effect with spring; Connecting rod one end is connected with reduction box casing with rotating hinge, and the other end is connected with steering swivel with rotating hinge; Upper trailing arm one end is cut with scissors A by elasticity and is supported on vehicle frame, and the other end is connected with steering swivel by ball pivot; On steering swivel, be shaped with axle tube, wheel hub is supported on axle tube by hub bearing; Track arm on steering swivel is connected with tierod by ball pivot; Universal-joint one end and reduction gearbox output shaft connect firmly, and the other end and semiaxis connect firmly, and semiaxis and wheel hub connect firmly, and wheel hub and drg revolving part and wheel rim connect firmly; For connecting two elasticity hinge B central axis of lower trailing arm and vehicle frame, cutting with scissors A central axis and be parallel to each other for central axis three lines of the rotating hinge that is connected reduction box casing and connecting rod for being connected two elasticity of upper trailing arm and vehicle frame; Be the main pin axis of steering swivel for connecting the central axis of rotating hinge of connecting rod and steering swivel, and this main pin axis by described for connecting ball pivot center-point A and the universal-joint center-point B of upper trailing arm and steering swivel, main pin axis overlaps with straight line AB; In the time turning to demand, tierod pulls track arm that steering swivel is rotated around main pin axis by ball pivot; Describedly intersect at universal-joint center-point B with described for being connected the rotating hinge central axis of reduction box casing and connecting rod for the rotating hinge central axis that connects steering swivel and connecting rod.