CN209972569U

CN209972569U - Mechanical property adjustable axle, chassis and car

Info

Publication number: CN209972569U
Application number: CN201920740036.1U
Authority: CN
Inventors: 卢劲勇
Original assignee: Shenzhen Huilibao Automotive Culture Communication Co Ltd
Current assignee: Shenzhen Huilibao Automotive Culture Communication Co Ltd
Priority date: 2019-05-20
Filing date: 2019-05-20
Publication date: 2020-01-21
Anticipated expiration: 2029-05-20

Abstract

The utility model discloses a mechanical properties adjustable axle, chassis and car. The axle with adjustable mechanical property comprises an axle body, a steering knuckle connecting assembly, an anti-roll rod and a hardness adjusting assembly; the steering knuckle connecting assembly is rotatably connected to the axle body and used for being connected with a steering knuckle, the mounting height of the steering knuckle connecting assembly on the axle body is adjustable, and the length of the steering knuckle connecting assembly is adjustable; the both ends of preventing the tilting bar are connected on two knuckle coupling assembling through hardness adjusting part respectively, and the relative frame in position of preventing the tilting bar is fixed and is used for forming the support to knuckle coupling assembling, and hardness adjusting part is used for adjusting the support hardness of preventing the tilting bar. The chassis comprises an axle with adjustable mechanical properties. The automobile comprises a frame and a chassis, wherein the chassis is connected to the frame through an axle body. The controllability of the vehicle can be enhanced by adjusting the mechanical parameters of the axle, and balance selection and adjustment can be performed between driving and riding safety and comfort.

Description

Mechanical property adjustable axle, chassis and car

Technical Field

The utility model relates to an automobile chassis technical field especially relates to a mechanical properties adjustable axle, chassis and car.

Background

Automobiles have become essential vehicles in life, and as time goes on, the demand of consumers for safety is rising. Among them, safety is classified into two categories. The first type is passive safety type, and the protection of drivers, passengers and pedestrians in the vehicle is embodied when an accident occurs by matching a vehicle frame structure with an electronic auxiliary system. The second type is an active safety type, which is mainly realized by improving the controllability of the vehicle. In the category of active security, there are also two parts. One part is the assistance of an electronic auxiliary system to the driving safety, and the condition that the vehicle is out of control is reduced. While the other part is the mechanical controllability of the vehicle. The mechanical controllability of the vehicle mainly comprises a frame structure and a chassis structure, so that the mechanical controllability of the chassis is very important for the safety of the whole vehicle.

Due to market-oriented considerations and limitations on product cost and productivity, most automobile manufacturers are more inclined to comfort in designing vehicle chassis structures, and make compromises in their strength in order to better filter out road shocks. Meanwhile, chassis designed by most automobile manufacturers do not have or only have the capability of adjusting extremely individual geometric parameters in daily use. Therefore, the existing automobile has the following defects:

1. because the chassis has low strength, the vehicle can feel 'floating' when running at high speed;

2. because the chassis has low strength, too much road vibration is filtered, so that a driver cannot well absorb road information and the control capability of the driver on the vehicle is reduced;

3. due to low chassis strength, with the use of the vehicle for many years, parts of the vehicle can deform in different amounts, suspension geometric parameters can be changed accordingly, and the uncontrollable performance of the vehicle is increased;

4. due to the low strength of the chassis, when the chassis is used for a complex road surface, parts of the chassis are likely to be suddenly deformed and broken, and the vehicle is anchored or even an accident occurs;

5. with many years of use of vehicles, various amounts of deformation of body and chassis components occur. As most of the geometric parameters of the chassis are not adjustable or have a low adjustable range, the chassis cannot be adjusted to an optimal state or a normal working state;

6. the geometric parameters of the chassis are mostly unadjustable or low in adjustable range, so that the chassis of the vehicle cannot be better adapted to various road conditions, controllability on all roads and in all weather seems mediocre, a driver cannot adjust the chassis of the vehicle to the optimal working state for the existing road conditions to increase the controllability of the vehicle, and the probability of accidents is increased.

Disclosure of Invention

In order to overcome not enough among the prior art, the utility model discloses a mechanical properties adjustable axle, chassis and car, the user can be nimble adjust vehicle mechanical properties parameter according to user demand and road conditions, reaches the purpose of the controllability of reinforcing vehicle.

Therefore, the purpose of the utility model is realized by the following technical scheme:

an axle with adjustable mechanical properties comprises an axle body, a steering knuckle connecting assembly, an anti-roll rod and a hardness adjusting assembly;

the steering knuckle connecting assembly is rotatably connected to the axle body and used for being connected with a steering knuckle, the mounting height of the steering knuckle connecting assembly on the axle body is adjustable, and the length of the steering knuckle connecting assembly is adjustable;

the two ends of the anti-roll bar are connected to the two steering knuckle connecting assemblies through the hardness adjusting assemblies respectively, the position of the anti-roll bar is fixed relative to the frame and is used for supporting the steering knuckle connecting assemblies, and the hardness adjusting assemblies are used for adjusting the supporting hardness of the anti-roll bar.

As a further optional scheme of the axle with adjustable mechanical properties, a plurality of mounting holes are formed in the axle body, and the knuckle connecting assembly is mounted in different mounting holes to adjust the mounting height of the knuckle connecting assembly on the axle body.

As a further optional scheme of the axle with adjustable mechanical properties, the knuckle connecting assembly comprises a connecting arm and a connecting head, and the connecting head is screwed on the connecting arm to adjust the length of the knuckle connecting assembly.

As a further optional scheme of the axle with adjustable mechanical properties, the hardness adjusting assembly includes a cantilever beam and a cantilever pull rod, one end of the cantilever beam is connected to the anti-roll bar, the other end of the cantilever beam is connected to the knuckle connecting assembly through the cantilever pull rod, and the installation position of the cantilever pull rod on the cantilever beam is adjustable to adjust the cantilever length of the cantilever beam.

As a further optional scheme of the axle with adjustable mechanical properties, a male head and/or a female head structure for forming male-female fit with the frame is arranged on the axle body.

As the further extension to above-mentioned technical scheme, the utility model also provides a chassis, include above-mentioned arbitrary mechanical properties adjustable axle.

As a further alternative of the chassis, the axle with adjustable mechanical properties is connected with two front steering knuckles, the axle body is a front axle body, and the front axle body comprises a front axle and an engine bracket which are connected with each other;

the steering knuckle connecting assembly is connected to two sides of the front axle, and the anti-tilting rod is inserted into the engine bracket and fixed with the engine bracket through hard glue.

As a further optional scheme of the chassis, the knuckle connection assembly includes a front swing arm and a front arm, one end of the front swing arm is connected to the front axle and is used for connecting a front knuckle, the length of the front swing arm is adjustable, the installation height of the front swing arm on the front axle is adjustable, and the hardness adjustment assembly is connected to the front swing arm;

the two ends of the front support arm are respectively connected with the front axle and the front swing arm, the installation height of the front support arm on the front axle is adjustable, and the length of the front support arm is adjustable.

As a further optional scheme of the chassis, the axle with adjustable mechanical properties is connected with two rear steering knuckles, the axle body is a rear axle body, and the steering knuckle connecting assembly further comprises a transverse pull rod, an upper support arm, a toe-in pull rod and a drag link;

the transverse pull rod is transversely arranged and connected to the rear axle body and is used for being connected with a rear steering knuckle, the length of the transverse pull rod is adjustable, and the installation height of the transverse pull rod on the rear axle body is adjustable;

the upper support arm is connected to the rear axle body and used for being connected with a rear steering knuckle, the length of the upper support arm is adjustable, and the installation height of the upper support arm on the rear axle body is adjustable;

the front binding pull rod is connected to the rear axle body and used for being connected with the straight pull rod, the length of the front binding pull rod is adjustable, and the installation height of the front binding pull rod on the rear axle body is adjustable;

the vertical setting of drag link, the drag link orientation knuckle coupling assembling's one end is used for being connected with the rear steering knuckle, and the other end is used for being connected with the frame.

As a further extension to above-mentioned technical scheme, the utility model discloses still provide an automobile, it includes frame and foretell chassis, the chassis passes through this body coupling of axle is in on the frame.

The utility model discloses a mechanical properties adjustable axle, chassis and car have following beneficial effect at least:

the steering knuckle connecting assembly is arranged to be adjustable in mounting height on the axle body, so that the height of the rolling center of the vehicle is adjustable, namely the height of a chassis is adjustable; the steering knuckle connecting assembly is adjustable in length, so that at least one steering wheel positioning parameter such as different caster angles, toe angles and the like can be selected according to the use state of a vehicle or the driving habit of a vehicle owner; through connecting the anti-roll bar on the knuckle coupling assembling with hardness adjusting part to make the hardness of anti-roll bar adjustable, can reach reinforcing vehicle controllability through adjusting above parameter, and can drive, take security and travelling comfort between carry out the equilibrium and select.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings that are required to be used in the embodiments will be briefly described below, it should be understood that the following drawings only illustrate some embodiments of the present invention, and therefore should not be considered as limiting the scope, and for those skilled in the art, other related drawings can be obtained according to the drawings without inventive efforts.

Fig. 1 shows a schematic structural diagram of a front axle provided in embodiment 1 of the present invention;

fig. 2 shows a schematic structural diagram of a rear axle provided in embodiment 1 of the present invention.

Description of the main element symbols:

100-front axle; 110-a front axle body; 111-front axle; 112-an engine bracket; 120-a front knuckle connection assembly; 120 a-linker arm; 120 b-a connector; 121-front swing arm; 122-front arm; 130-front anti-roll bar; 140-front hardness adjustment assembly; 141-front cantilever beam; 142-front cantilever pull rod; 150-front male and female codes;

200-rear axle; 210-a rear axle body; 220-a rear knuckle connection assembly; 221-tie rods; 222-an upper support arm; 223-toe-in pull rod; 224-a drag link; 230-rear anti-roll bar; 240-rear hardness adjustment assembly; 241-rear cantilever beam; 242-rear suspension arm linkage; 250-post male and female code.

Detailed Description

Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are exemplary only for the purpose of explaining the present invention, and should not be construed as limiting the present invention.

In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", and the like, indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for convenience of description and simplicity of description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore, should not be construed as limiting the present invention.

Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present invention, "a plurality" means two or more unless specifically limited otherwise.

In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," and "fixed" are to be construed broadly and may, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meaning of the above terms in the present invention can be understood according to specific situations by those skilled in the art.

In the present application, unless expressly stated or limited otherwise, the first feature may be directly on or directly under the second feature or indirectly via intermediate members. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.

The axle with adjustable mechanical properties comprises an axle body, a steering knuckle connecting assembly, an anti-roll rod and a hardness adjusting assembly. The steering knuckle connecting assembly is rotatably connected to the axle body and used for being connected with a steering knuckle, and the mounting height of the steering knuckle connecting assembly on the axle body is adjustable, and the length of the steering knuckle connecting assembly is adjustable. The both ends of preventing the tilting bar are connected on two knuckle coupling assembling through hardness adjusting part respectively, and the relative frame in position of preventing the tilting bar is fixed and is used for forming the support to knuckle coupling assembling, and hardness adjusting part is used for adjusting the support hardness of preventing the tilting bar.

The axle with adjustable mechanical property is connected with the steering knuckle, so that the connection with wheels is realized, and the controllability, the safety and the comfort of vehicle driving are changed by adjusting the position, the angle and the hardness of the steering knuckle connecting piece relative to the axle body.

The height of the steering knuckle connecting assembly relative to the axle body is the height of the rolling center of the wheel, and the lower the height is, the higher the driving controllability is, the better the stability of the automobile in high-speed running is, and the height of the rolling center of the wheel can be adjusted according to the speed requirement and the road surface condition.

The knuckle connecting assembly is connected to the end face of the wheel through a knuckle, and the end face angle of the wheel can be changed by changing the length of the knuckle connecting assembly, so that at least one steering wheel positioning parameter such as a kingpin camber angle, a kingpin caster angle and a toe angle of the wheel can be adjusted. The kingpin camber angle refers to an angle between a plane where the wheel is located and a longitudinal vertical plane, wherein the end surface of the wheel is inclined outwards after the wheel is installed, and the angle is used for improving the safety of the wheel during working. The length of the steering knuckle connecting assembly can also adjust the caster angle of the kingpin, and in a longitudinal vertical plane, the included angle between the axis of the kingpin and the vertical line is called the caster angle of the kingpin, and the value of the caster angle is closely related to the steering and operating performance of the automobile. The toe angle is a distance difference between a front end surface and a rear end surface of a wheel in the transverse direction of the automobile, and also can be an included angle between the advancing direction of the automobile body and the plane of the wheel, and has great influence on the running stability and the steering maneuverability of the automobile.

The anti-roll bar is connected to the steering knuckle connecting assembly through the hardness adjusting assembly and supported between the wheels and the frame. The most important functions of the anti-roll bar are to balance the steering and to limit the body roll during an oversteer to improve the grip of the wheel. Too soft anti-roll bar can cause too large camber angle when independently hanging the car and bending, reduces the area of ground connection of wheel, and too hard can cause the wheel can't hug closely ground, influences the nature controlled. Can adjust the support hardness of preventing the tilting bar through hardness adjusting part to make the intensity on chassis adjustable, can promote the driver to the perception of road surface vibration, promote its ability of controlling to the vehicle, strengthen the land fertility of grabbing of wheel simultaneously, promote the nature controlled of vehicle.

Example 1

The embodiment provides an automobile which comprises a chassis and a frame, wherein the chassis is fixedly connected with the frame so as to support and drive the frame. The automobiles may include various types of automobiles such as passenger cars, trucks, recreational vehicles, racing automobiles, special work vehicles, and the like, and the following description will be given taking the passenger cars as an example.

The chassis comprises a mechanically adjustable axle, the passenger vehicle usually having four wheels, two front wheels being connected by a mechanically adjustable axle and two rear wheels being connected by a mechanically adjustable axle. The axle with adjustable mechanical property is connected with the steering knuckle, so that the connection with wheels is realized, and the controllability, the safety and the comfort of vehicle driving are changed by adjusting the position, the angle and the hardness of the wheels and the relative chassis/frame. The structure of the axle is changed correspondingly according to different vehicle types.

Referring to fig. 1 and 2, in the present embodiment, two mechanical adjustable axles of the chassis are distinguished by a front axle 100 and a rear axle 200, the front axle 100 is connected to a front knuckle, and the rear axle 200 is connected to a rear knuckle.

The front axle 100 includes a front axle body 110, a front steering knuckle connection assembly 120, a front anti-roll bar 130, and a front stiffness adjustment assembly 140. The front axle body 110 includes a front axle 111 and an engine bracket 112 connected to each other. The front knuckle connecting assembly 120 is rotatably connected to both sides of the front axle 111, and the front anti-roll bar 130 is inserted into the engine bracket 112 and fixed to the engine bracket 112 by hard glue, so that the front anti-roll bar 130 supports the front knuckle connecting assembly 120.

Because the front steering knuckle connecting assembly 120 is rotatably connected to the front axle 111, and the connecting rotating shaft between the front steering knuckle connecting assembly 120 and the front axle 111 is in the horizontal direction, the front wheels can float up and down relative to the front axle 111 through the front steering knuckle connecting assembly 120, so that the vibration of the road surface is absorbed, the front anti-roll bar 130 supports the front steering knuckle connecting assembly 120, a certain supporting hardness is provided for the floating of the front wheels relative to the front axle 111, and the floating amount of the wheels relative to the front axle 111 is reduced.

The front anti-roll bar 130 is rod-shaped, and further, is straight rod-shaped, and the engine bracket 112 has a connection structure with the front anti-roll bar 130. In this embodiment, the engine bracket 112 has a hollow cylinder, the front anti-roll bar 130 is inserted into the hollow cylinder, and the front anti-roll bar 130 and the engine bracket 112 are connected by hard glue, so that the front anti-roll bar 130 is fixed in the engine bracket 112. The front sway bar 130 extends from the engine bracket 112 and is connected to the front steering knuckle attachment assembly 120 by a front stiffness adjustment assembly 140.

In this embodiment, the front knuckle connection assembly 120 includes a front swing arm 121 and a front swing arm 122, one end of the front swing arm 121 is swingably connected to the front axle 111 for connecting the front knuckle, the length of the front swing arm 121 is adjustable, the installation height of the front swing arm 111 is adjustable, and the front stiffness adjustment assembly 140 is connected to the front swing arm 121. Two ends of the front support arm 122 are respectively connected with the front axle 111 and the front swing arm 121, the installation height of the front support arm 122 on the front axle 111 is adjustable, and the length of the front support arm 122 is adjustable. The triangular structure that forms between preceding swing arm 121, preceding support arm 122 and front axle 111 forms rotatable coupling between preceding support arm 122 and the preceding swing arm 121, and the connecting axle is in vertical direction, and the connecting axle that still has vertical direction apart from having the connecting axle of horizontal direction between preceding support arm 122 and front axle 111 to when can adapt to preceding swing arm 121 and preceding support arm 122 length and changing, the change that the contained angle takes place.

The front swing arm 121 serves as a connecting member with the front knuckle and the front stiffness adjusting assembly 140. The front support arm 122 is used for enhancing the structural strength of the front swing arm 121, and on the other hand, because the front support arm 122 is the same as the front swing arm 121, the installation height and the length of the front support arm are adjustable, the front support arm 122 can also enhance the flexibility of adjustment of the front knuckle connecting assembly 120 on the positioning parameters of the front wheel, and can realize multiple angle adjustment on the front tilt angle, the back tilt angle and the toe angle of the kingpin.

In this embodiment, the front axle body 110, specifically the front axle 111, is provided with a plurality of mounting holes, the plurality of mounting holes are arranged along the vertical direction/height direction, and the front knuckle connecting assembly 120 is installed on different mounting holes to adjust the mounting height of the front axle body on the front axle 111. A plurality of mounting holes, 2 in the figure, are provided at the joints of the front axle 111 with the front swing arm 121 and the front support arm 122, the height of the front axle 100/chassis is lower when the front swing arm 121 and the front support arm 122 are connected to the upper mounting holes, and the height of the chassis is higher when the front swing arm 121 and the front support arm 122 are connected to the lower mounting holes. Of course, the front swing arm 121 and the front support arm 122 may be alternatively connected to the upper and lower mounting holes, so as to adjust the tilt angle of the front wheel. It can be understood that the larger the distribution range of the mounting holes is, the larger the adjustment range of the chassis height is, the smaller the interval of the mounting holes is, and the higher the adjustment precision of the chassis height is.

The front knuckle connecting assembly 120 includes a connecting arm 120a and a connector 120b, and specifically, each rod of the front knuckle connecting assembly 120 includes a connecting arm 120a and a connector 120b, the length of each rod is adjustable, and the installation height of each rod on the front axle 111 is also adjustable. Further, the front swing arm 121 and the front support arm 122 each include a connecting arm 120a and a connecting head 120b, the connecting arm 120a and the connecting head 120b are connected by a screw thread, and the length of the front swing arm 121 and the length of the front support arm 122 can be adjusted by adjusting the screw length of the connecting arm 120a and the connecting head 120 b. The threaded connection has a simple structure, the rest connecting parts are not required to be arranged externally, the connecting structure is reliable, the connecting area is large, and the stable structural strength can be ensured when the non-tangential and non-rotating torsion is received. Meanwhile, the length adjusting precision of the threaded connection is high, and the thread pitch of the threads determines the length adjusting precision.

It is understood that the length of the rod body of the front knuckle connecting assembly 120 may be adjusted by connecting two rod bodies through multiple holes, adjusting the overlapping length of two rod bodies, and the like, in addition to the two rod bodies being screwed together.

Further, the connector 120b is a fish eye bearing, and an inner hole of the fish eye bearing corresponds to the mounting hole, and a bolt is inserted and is rotatably fixed by a nut. The connecting section of the fisheye bearing has an internal thread or an external thread, which is an external thread in this embodiment, a threaded hole is correspondingly formed on the connecting arm 120a, and the connecting head 120b is connected to the connecting arm 120a through a thread.

Further, the connecting arm 120a of the front swing arm 121 may be a CNC integrated structure, the outer end/suspension end and the front knuckle are assembled through a bearing and a ball head, and the other end is connected to the front axle 111 through a connector 120 b. The connecting arm 120a of the front swing arm 121 is a flat structure, and the plane of the flat structure is connected with the hardness adjusting assembly, so that a flat connecting stress surface can be provided for the front hardness adjusting assembly 140.

In this embodiment, the front stiffness adjusting assembly 140 includes a front cantilever beam 141 and a front cantilever pull rod 142, one end of the front cantilever beam 141 is connected to the front anti-roll bar 130, the other end is connected to the front knuckle connecting assembly 120, i.e. the front swing arm 121, through the front cantilever pull rod 142, and the installation position of the front cantilever pull rod 142 on the front cantilever beam 141 is adjustable to adjust the cantilever length of the front cantilever beam 141. The cantilever length through the cantilever beam is adjustable to make the support position of preceding anti-roll bar 130 changeable, and the position of preceding anti-roll bar 130 when changing, guarantee straight all the time, present with the mode of translation.

The front cantilever beam 141 and the front anti-roll bar 130 can be detachably connected, so that the front anti-roll bar 130 can be replaced as required. Form non-gyration between preceding cantilever beam 141 and the preceding anti-roll bar 130 and be connected, specifically can form splined connection between preceding cantilever beam 141 and the preceding anti-roll bar 130 to can transmit the atress of preceding cantilever beam 141 to the preceding anti-roll bar 130 effectively on, preceding cantilever beam 141 can take place deformation effectively along with the atress, plays the support that has certain elastic deformation, forms effectual restriction to suspension mechanism's inclination. It will be appreciated that the longer the cantilever length of the front cantilever beam 141, the easier it is to deform, and the less rigid the support of the front anti-roll bar 130, i.e. the less rigid the front axle 100/chassis.

Preceding cantilever pull rod 142 one end is connected on preceding swing arm 121, and the other end is connected on preceding cantilever beam 141, is equipped with a plurality of mounting holes along the cantilever on the preceding cantilever beam 141 to the realization is to the regulation of the cantilever length of preceding cantilever beam 141 through installing preceding cantilever pull rod 142 on the mounting hole of difference. It will be appreciated that the longer the cantilever length of the front cantilever beam 141, the less stiff the stiffness adjustment assembly, the more easily it is deformed, and the less stiff the front anti-roll bar 130, the closer the connection position of the front cantilever pull bar 142 on the front cantilever beam 141 is to the broken arm of the front cantilever beam 141.

Further, the cross section of the front cantilever beam 141 decreases progressively from the front anti-roll bar 130 to the front cantilever pull bar 142, so that a stable connection structure is formed between the front cantilever beam 141 and the front anti-roll bar 130, the front cantilever beam 141 has a better elastic deformation transition structure, and the elastic-plastic property of the front cantilever beam 141 is better.

In this embodiment, the front axle body 110 is connected to the vehicle frame and is fixed to the vehicle. The front axle body 110 and the frame form a male-female fit, and the front axle body 110 is provided with a male structure, or a female structure, or a male structure and a female structure, collectively referred to as a front male-female code 150, and the frame is provided with a male-female structure corresponding to the front male-female code 150. The male-female matching structure between the front axle body 110 and the frame enables the two to be effectively positioned, and the looseness between the front axle 100 and the frame is reduced to the maximum extent.

The rear axle 200 is similar in construction to the front axle 100, the rear axle 200 including a rear axle body 210, a rear knuckle attachment assembly 220, a rear anti-roll bar 230 and a rear stiffness adjustment assembly 240. The rear knuckle connecting assembly 220 is connected to both sides of the rear axle body 210, and both ends of the rear anti-roll bar 230 are connected to the rear knuckle connecting assembly 220 through two hardness adjusting assemblies, respectively.

The rear knuckle attachment assembly 220 includes a track rod 221, an upper arm 222, a toe rod 223, and a drag link 224. The tie rod 221 is provided in the lateral direction of the rear axle body 210, and forms a rotatable connection with the rear axle body 210, and its suspension end is used for connection with a rear knuckle. The upper arm 222 is disposed upward on the rear axle body 210, and forms a rotatable connection with the rear axle body 210, and its suspension end is used to connect with the rear steering knuckle. The toe-in lever 223 is disposed laterally of the rear axle body 210 and forms a rotatable connection with the rear axle body 210, and its overhang end is used for connection with the drag lever 224. A drag link 224 is provided in the vertical direction of the rear axle body 210, and one end thereof facing the tie rod 221 is used for connection with a rear knuckle and the other end is used for connection with a vehicle frame. The upper support arm 222 is positioned at the upper part and is in an A shape, which is also called an A arm. The stiffness adjustment assembly is attached to the track rod 221. The rear steering knuckle connecting assembly 220 and the rear steering knuckle have three connecting points, and the three-point fixed surface principle shows that the main pin of the rear wheel can have different angles by adjusting the positions of the three points, so that any plane can be adjusted, and the effect of universal adjustment is achieved.

As described above, the rod body length of the rear knuckle connecting assembly 220 is adjustable, and the connecting height of the rod body on the rear axle body 210 is adjustable, that is, the lengths of the tie rod 221, the upper arm 222, the toe-in tie rod 223 and the drag link 224 are all adjustable, and the mounting height of the tie rod 221, the upper arm 222 and the toe-in tie rod 223 on the rear axle body 210 is adjustable. The rod length and the rod installation height of the rear knuckle connection assembly 220 may be adjusted by the rod length and the rod installation height of the front knuckle connection assembly 120.

It should be noted that the rear knuckle connecting assembly 220 may be correspondingly configured according to different vehicle models, that is, different rear knuckle structures, that is, in other embodiments, the number and arrangement of the rod bodies included in the rear knuckle connecting assembly 220 may be other.

The rear hardness adjustment assembly 240 includes a rear cantilever beam 241 and a rear cantilever pull rod 242, one end of the rear cantilever beam 241 is connected to the rear anti-roll bar 230, the other end is connected to the cross-brace 221 through the rear cantilever pull rod 242, and the rear anti-roll bar 230 is fixed to the frame, thereby supporting the cross-brace 221. The hardness adjustment of the rear hardness adjustment assembly 240 for the rear anti-roll bar 230 can also be performed in a manner similar to the hardness adjustment of the front hardness adjustment assembly 140 for the front anti-roll bar 130, that is, the cantilever length of the rear cantilever beam 241 is adjusted by connecting the rear cantilever pull rod 242 to different positions of the rear cantilever beam 241, so as to adjust the hardness of the rear anti-roll bar 230. The rear cantilever beam 241 has a cross-sectional area decreasing from the rear anti-roll bar 230 to the rear cantilever pull bar 242, thereby being capable of having a better elastic characteristic. The rear cantilever beam 241 and the rear anti-roll bar 230 can be detachably connected, specifically, connected by a spline, so that the rear anti-roll bar 230 can be replaced as required.

Like the front axle body 110, the rear axle body 210 is connected to a vehicle frame so as to be fixed to a vehicle. The rear axle body 210 and the frame form a male-female fit, and the rear axle body 210 is provided with a male head structure, or a female head structure, or a male head structure and a female head structure, which are collectively called as a rear male-female code 250, and the frame is provided with a male-female head structure corresponding to the rear male-female code 250. The male-female matching structure between the rear axle body 210 and the frame enables the two to be effectively positioned, and the looseness between the front axle 100 and the frame is reduced to the maximum extent.

Above-mentioned, mechanical properties adjustable axle, chassis and car of this embodiment have following technological effect:

1. due to the adoption of male-female head assembly, almost no looseness exists between the front axle 100, the rear axle 200 and the frame, so that the suspension set parameters of the vehicle are more accurate and stable.

2. Due to the adoption of the design of multiple mounting holes, a user can select and use corresponding mounting hole positions of the steering knuckle assembly according to different vehicle body heights and different road conditions so as to realize the purpose of adjusting the rolling center of the vehicle.

3. Because the length of the rod body of all the steering knuckle connecting assemblies is adjustable, various wheel positioning parameters such as different kingpin camber angles, kingpin caster angles and toe angles can be selected according to the use state of the vehicle or the driving habit by adjusting the length of the rod body.

4. Because the front anti-roll bar 130 and the rear anti-roll bar 230 adopt a split design, different anti-roll bar sizes can be conveniently replaced according to the use condition of the anti-roll bar. Meanwhile, the anti-roll bar is assembled through the hardness adjusting component, and the assembly hardness of the anti-roll bar is adjusted through adjusting the length of the cantilever.

The purpose of enhancing the controllability of the vehicle can be achieved through the adjustment of the steps 1-4.

5. As all the bearings for assembly can be selected as fisheye bearings, the bearing hardly deforms under stress. The controllability of the vehicle can be more transferred to the hands of the driver, so that the driver can feel more comfortable when driving the vehicle, and the driving safety is ensured to the maximum extent.

In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.

Although embodiments of the present invention have been shown and described, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention, and that variations, modifications, substitutions and alterations can be made to the above embodiments by those of ordinary skill in the art without departing from the scope of the present invention.

Claims

1. An axle with adjustable mechanical properties is characterized by comprising an axle body, a steering knuckle connecting assembly, an anti-roll rod and a hardness adjusting assembly;

2. The axle with adjustable mechanical properties as claimed in claim 1, wherein a plurality of mounting holes are formed on the axle body, and the knuckle connecting assembly is mounted on different mounting holes to adjust the mounting height of the knuckle connecting assembly on the axle body.

3. The mechanically tunable axle of claim 1, wherein the knuckle attachment assembly includes a connecting arm and a coupler that is threaded onto the connecting arm to adjust the length of the knuckle attachment assembly.

4. The mechanically tunable axle according to claim 1, wherein the stiffness adjusting assembly includes a cantilever beam and a cantilever pull rod, one end of the cantilever beam is connected to the anti-roll bar, the other end of the cantilever beam is connected to the knuckle connection assembly through the cantilever pull rod, and the installation position of the cantilever pull rod on the cantilever beam is adjustable to adjust the cantilever length of the cantilever beam.

5. The mechanical property-adjustable axle according to claim 1, wherein the axle body is provided with a male head and/or a female head structure for forming a male-female fit with the vehicle frame.

6. A chassis comprising a mechanically adjustable axle according to any one of claims 1 to 5.

7. The chassis of claim 6, wherein the mechanically adjustable axle is connected with two front steering knuckles, the axle body is a front axle body, and the front axle body comprises a front axle and an engine bracket which are connected with each other;

8. The chassis of claim 7, wherein the knuckle connecting assembly comprises a front swing arm and a front support arm, one end of the front swing arm is connected to the front axle and is used for connecting a front knuckle, the length of the front swing arm is adjustable, the installation height of the front swing arm on the front axle is adjustable, and the hardness adjusting assembly is connected to the front swing arm;

9. The chassis of claim 6, wherein the mechanically adjustable axle is connected to two rear knuckles, the axle body is a rear axle body, and the knuckle connection assembly further comprises a tie rod, an upper support arm, a toe-in rod and a drag link;

10. An automobile comprising a frame and a chassis according to any one of claims 6 to 9, said chassis being connected to said frame by said axle body.