CN210706769U - Electric racing car - Google Patents

Abstract

The utility model discloses an electric racing car, electric racing car includes frame system, suspension system, a steering system, braking system, driving system and four wheels, and wherein, suspension system includes wheel stand, front suspension subassembly and adjusts the pole, wheel stand and front wheel fixed connection, and front suspension subassembly's one end is passed through the regulation pole and is connected with the wheel stand, and front suspension subassembly's the other end and frame system fixed connection, this embodiment can be through the length adjustment of adjusting the pole in the adjustment suspension system the parameter of electric racing car to satisfy user's user demand.

Description

Electric racing car

Technical Field

The utility model relates to an automotive production technical field, concretely relates to electric racing car.

Background

With the development of science and technology and the change of concept and concept of people, racing cars are pursued by more and more young fans as racing sports at present, and the racing sports become a sports event to attract a plurality of athletes to participate. In the racing process, because the instantaneous speed of the racing car is high, the inertia is large and the racing car is not easy to control, the car sometimes rolls over or rolls over, and in the process of out-of-control of the car, the car is very easy to collide with other cars to generate strong impact, and the strong impact has great harm to the body of a driver, and even has life danger when the driver is serious. Meanwhile, in the process of high-speed driving, the inner components of the vehicle body vibrate, and the vibrations not only can influence the driving stability, but also can influence the competition experience of the driver, thereby reducing the comfort.

SUMMERY OF THE UTILITY MODEL

In view of this, the utility model provides an electric racing car can adjust through the length of adjusting first regulation pole and second regulation pole in the suspension system the parameter of electric racing car to satisfy user's user demand.

The embodiment of the utility model provides an electronic cycle racing, electronic cycle racing includes:

a frame system formed with a cabin and a battery compartment;

the first wheel and the second wheel are symmetrically arranged on two sides of the front end of the frame system;

the third wheel and the fourth wheel are symmetrically arranged on two sides of the rear end of the frame system;

a suspension system for connecting the first, second, third, fourth wheels to the frame system;

a steering system connected to the suspension system for controlling steering of the wheels;

the braking system is connected with the first wheel, the second wheel, the third wheel and the fourth wheel and used for braking the first wheel, the second wheel, the third wheel and the fourth wheel;

the power system is used for providing driving force for the electric racing car;

wherein the suspension system comprises:

the first wheel upright and the second wheel upright are respectively and fixedly connected with the first wheel and the second wheel;

a first front suspension assembly disposed between the first wheel and the frame system for connecting the first wheel and the frame system;

one end of the first adjusting rod is connected with the first end of the first front suspension assembly, and the other end of the first adjusting rod is fixedly connected with the first wheel upright;

a second front suspension assembly symmetrically disposed with the first front suspension assembly for connecting the second wheel with the frame system;

one end of the second adjusting rod is connected with the first end of the second front suspension assembly, and the other end of the second adjusting rod is fixedly connected with the second wheel upright;

wherein the length of the first adjusting rod and the length of the second adjusting rod are adjustable, and the first adjusting rod and the second adjusting rod are configured to adjust parameters of the electric racing car according to the difference of the lengths of the first adjusting rod and the second adjusting rod.

Preferably, the first front suspension assembly comprises a first upper yoke and a first lower yoke, and the second end and the third end of the first upper yoke and the first lower yoke are fixedly connected with the frame system respectively;

the second front suspension assembly comprises a second upper fork arm and a second lower fork arm, and the second end and the third end of the second upper fork arm and the second lower fork arm are respectively fixedly connected with the frame system;

the suspension system includes:

one ends of the two first adjusting rods are respectively connected with the first ends of the first upper fork arm and the first lower fork arm, and the other ends of the two first adjusting rods are respectively fixedly connected with two ends of the first wheel upright post and the second wheel upright post;

and one ends of the two second adjusting rods are respectively connected with the first ends of the second upper fork arm and the second lower fork arm, and the other ends of the two second adjusting rods are respectively fixedly connected with two ends of the second wheel upright post.

Preferably, the suspension system further comprises:

a first rear suspension disposed between the third wheel and the frame system for connecting the third wheel and the frame system;

and the second rear suspension is symmetrically arranged with the first rear suspension and is used for connecting the fourth wheel with the frame system.

Preferably, the suspension system further comprises:

a first shock absorber fixedly disposed between the first front suspension assembly and the frame system;

the second shock absorber is fixedly arranged between the second front suspension component and the frame system;

the two ends of the third shock absorber are respectively fixedly connected with the first rear suspension and the frame system;

and two ends of the fourth shock absorber are respectively fixedly connected with the second rear suspension and the frame system.

Preferably, the first shock absorber, the second shock absorber, the third shock absorber and the fourth shock absorber are all pre-tightening force adjustable shock absorbers.

Preferably, the first rear suspension and the second rear suspension are respectively provided with a plurality of first mounting holes and a plurality of second mounting holes along a predetermined direction, the third shock absorber is configured to be fixedly connected with different first mounting holes of the first rear suspension to increase a pretension adjustment range of the third shock absorber, and the fourth shock absorber is configured to be fixedly connected with different second mounting holes of the second rear suspension to increase a pretension adjustment range of the fourth shock absorber.

Preferably, the frame system comprises:

a plurality of anti-rolling frames which surround and form a cabin;

the front anti-collision beam is arranged at the front end of the anti-rolling frame;

the side anti-collision frames are arranged on two sides of the anti-rolling frame;

the battery compartment mounting bracket is arranged at the rear end of the anti-rolling frame and forms a battery compartment with the anti-rolling frame;

and the bottom plate is arranged at the bottom of the anti-rolling frame.

Preferably, the frame system further comprises a plurality of fixing lugs fixedly connected with the roll cage and the side impact frame for fixing the suspension system.

Preferably, the anti-roll frame, the front anti-collision beam, the side anti-collision frame and the battery compartment mounting bracket are all aluminum alloy pipe fittings.

Preferably, the braking system comprises:

the brake pedal is arranged in the seat cabin;

a master cylinder connected with the brake pedal and configured to provide hydraulic pressure according to a state of the brake pedal;

four brakes configured to brake the first, second, third, and fourth wheels according to the hydraulic pressure;

and the brake pipelines are respectively connected with the brake master cylinder and the four brakes and are used for transmitting the hydraulic pressure.

Preferably, the brake comprises a brake disc fixed to the wheel;

a brake caliper mounted on the suspension system and configured to move according to the hydraulic pressure to clamp the brake disc.

Preferably, the steering system includes:

a steering wheel;

a first steering column detachably connected with the steering wheel;

a second steering column rotatably connected with the first steering column;

the steering machine is fixedly connected with the second steering column;

the first steering knuckle arm and the second steering knuckle arm are respectively and fixedly connected with two ends of the steering engine;

one end of each of the two third adjusting rods is connected with the first steering knuckle arm and the second steering knuckle arm respectively, and the other end of each of the two third adjusting rods is connected with the suspension system respectively;

wherein the length of the third adjusting rod is adjustable, and the third adjusting rod is configured to adjust the steering parameters of the electric racing car according to the length difference of the third adjusting rod.

Preferably, the steering system further includes:

the steering wheel is detachably connected with the first steering column through the quick-release socket;

a gimbal by which the second steering column is rotatably connected with the first steering column;

and the two rod end joint bearings are respectively used for connecting the steering engine with the first steering knuckle arm and connecting the steering engine with the second steering knuckle arm.

Preferably, the power system comprises:

an accelerator pedal;

at least two hub motors connected with the accelerator pedal and configured to provide driving force to the electric racing car according to the state of the accelerator pedal;

the controller is connected with the accelerator pedal and the hub motor and is used for adjusting the rotating speed of the hub motor;

and the power supply module is arranged in the battery cabin and used for supplying power to the hub motor and the controller.

Preferably, the electric racing car further comprises a seat arranged in the seat cabin.

The suspension system of electronic cycle racing that this embodiment provided includes wheel stand, front suspension subassembly and adjusts the pole, wheel stand and front wheel fixed connection, and front suspension subassembly's one end is passed through to adjust the pole and is connected with the wheel stand, and front suspension subassembly's the other end and frame system fixed connection, this embodiment can be through the length adjustment of adjusting the pole in the adjustment suspension system the parameter of electronic cycle racing to satisfy user's user demand.

Drawings

The above and other objects, features and advantages of the present invention will become more apparent from the following description of the embodiments of the present invention with reference to the accompanying drawings, in which:

fig. 1 is a perspective view of an electric racing car according to an embodiment of the present invention;

FIG. 2 is a front view of an electric racing car according to an embodiment of the present invention;

figure 3 is a perspective view of a frame system according to an embodiment of the present invention;

FIG. 4 is a block diagram of a front suspension assembly and wheel of an embodiment of the present invention;

FIG. 5 is a block diagram of a rear suspension assembly and wheel of an embodiment of the present invention;

fig. 6 is a block diagram of a first front suspension assembly and a first wheel of an embodiment of the present invention;

fig. 7 is a block diagram of a second front suspension assembly and a second wheel of an embodiment of the present invention;

FIG. 8 is a block diagram of a first rear suspension assembly and wheel of an embodiment of the present invention;

FIG. 9 is a block diagram of a front suspension assembly, wheels and steering system of an embodiment of the present invention;

fig. 10 is a perspective view of a steering system of an embodiment of the present invention;

fig. 11 is a perspective view of a braking system and wheel of an embodiment of the present invention;

FIG. 12 is a block diagram of a brake pedal and a master cylinder according to an embodiment of the present invention;

FIG. 13 is a block diagram of the brake and front wheel of an embodiment of the present invention;

FIG. 14 is a block diagram of a brake and rear wheel of an embodiment of the present invention;

fig. 15 is a perspective view of a part of the structure of the electric racing car according to the embodiment of the present invention;

fig. 16 is a perspective view of a part of the electric racing car according to the embodiment of the present invention.

Detailed Description

The present invention will be described below based on examples, but the present invention is not limited to only these examples. In the following detailed description of the present invention, certain specific details are set forth in detail. It will be apparent to those skilled in the art that the present invention may be practiced without these specific details. Well-known methods, procedures, components and circuits have not been described in detail so as not to obscure the present invention.

Further, those of ordinary skill in the art will appreciate that the drawings provided herein are for illustrative purposes and are not necessarily drawn to scale.

Unless the context clearly requires otherwise, throughout this specification, the words "comprise", "comprising", and the like are to be construed in an inclusive sense as opposed to an exclusive or exhaustive sense; that is, what is meant is "including, but not limited to".

In the description of the present invention, it is to be understood that the terms "first," "second," and the like are used for descriptive purposes only and are not to be construed as indicating or implying relative importance. In addition, in the description of the present invention, "a plurality" means two or more unless otherwise specified.

Unless expressly stated or limited otherwise, the terms "mounted," "connected," "secured," and the like are intended to be inclusive and mean that, for example, they may be fixedly connected or detachably connected or integrally formed; can be mechanically or electrically connected; they may be directly connected or indirectly connected through intervening media, or they may be connected internally or in any other suitable relationship, unless expressly stated otherwise. The specific meaning of the above terms in the present invention can be understood according to specific situations by those skilled in the art.

Fig. 1 to 16 are schematic structural views of the electric racing car of the present embodiment. As shown in fig. 1-16, the electric racing car includes a frame system 1, a suspension system 2, a steering system 3, a brake system 4, a power system 5, and first, second, third, and fourth wheels 61, 62, 63, and 64. The frame system 1 is used for bearing the weight of the whole vehicle, a cabin 16 and a battery compartment 17 are formed in the frame system 1, the cabin 16 is a space for a driver to ride and operate the electric racing vehicle, and the battery compartment 17 is used for placing and fixing a power supply module. The first wheel 61 and the second wheel 62 are symmetrically arranged on two sides of the front end of the frame system 1, and form two front wheels of the electric racing car. The third wheel 63 and the fourth wheel 64 are symmetrically arranged on two sides of the rear end of the frame system 1, and form two rear wheels of the electric racing car. The suspension system 2 is disposed between the first wheel 61, the second wheel 62, the third wheel 63, and the fourth wheel 64 and the frame system 1, and is used for connecting the first wheel 61, the second wheel 62, the third wheel 63, the fourth wheel 64 and the frame system 1. A steering system 3 is connected to the suspension system 2 for controlling steering of the first wheel 61, the second wheel 62, the third wheel 63 and the fourth wheel 64. The braking system 4 is connected to the first wheel 61, the second wheel 62, the third wheel 63 and the fourth wheel 64, and is used for providing braking force to the first wheel 61, the second wheel 62, the third wheel 63 and the fourth wheel 64 to realize braking or deceleration. The power system 5 is used for providing driving force for the electric racing cars so as to control the running speed of the electric racing cars.

Specifically, the frame system 1 includes a plurality of roll frames 11, a front impact beam 12, side impact frames 13, a battery compartment mounting bracket 14, and a floor 15, as shown in fig. 3. Wherein a plurality of roll cages 11 enclose a cabin 16 forming a driver, said cabin 16 having a seat 7 fixed therein. The front anti-collision beam 12 is transversely and fixedly arranged at the front end of the anti-rolling frame 11, the side anti-collision frames 13 are fixedly arranged at two sides of the anti-rolling frame 11 (namely, two sides of the cabin 16), and the battery compartment mounting bracket 14 is arranged at the rear end of the anti-rolling frame 11 to form a battery compartment 17 with the anti-rolling frame 11 for fixedly placing a battery module and the like.

In the present embodiment, the frame system 1 includes two roll cages 11, and the two roll cages 11 are both of a ring structure and form an envelope surface. The two roll cages 11 are arranged symmetrically to form a driver's cabin 16. Be provided with many link 111 between two anti-roll frame 11, many link 111 parallel arrangement are between two anti-roll frame 11 for improve the structural stability of whole frame system 1. Further, each of the roll cages 11 is further fixedly provided with a first reinforcing frame 112 for reinforcing the strength and stability of the roll cage 11 itself. Preferably, the first reinforcing frame 112 is fixedly provided at the top and bottom of the roll cage 11 at a predetermined angle.

The front anti-collision beam 12 is arranged at the front end of the roll frame 11 and used for enhancing the protection of the frame system 1 and improving the anti-collision capacity of the front part of the frame system 1. The front anti-collision beam 12 is of an annular structure, and two ends of the annular structure have certain bending degrees, so that when the frame system 1 is impacted, a part of impact force can be buffered. Further, a plurality of second reinforcing frames 121 are further arranged in the middle of the front anti-collision beam 12, so as to increase the strength of the front anti-collision beam 12 and further improve the anti-collision capacity of the front end of the frame system 1.

In the present embodiment, the frame system 1 includes two side impact frames 13, which are symmetrically and fixedly disposed at the sides of the two roll frames 11. Preferably, the side impact frames 13 may be parallel to the bottom of the cabin 16 formed by the two roll frames 11. The side anti-collision frame 13 can enhance the strength and stability of the anti-collision frame 11 itself, and can also improve the anti-collision capability of the two sides of the frame system 1. Further, a plurality of third reinforcing frames 131 are longitudinally and fixedly arranged between the bottom parts of the side anti-collision frames 13 and the anti-rolling frames 11, so that the strength of the side anti-collision beams 13 and the structural stability are improved, and the impact resistance of the side edges of the frame system 1 is improved.

The battery compartment mounting bracket 14 is disposed at the rear end of the roll cage 11, and forms a battery compartment 17 with the roll cage 11. The battery compartment mounting bracket 14 includes at least two curved support brackets 141. The two ends of the supporting frame 141 are respectively fixedly connected with the rolling frames 11 or the connecting frame 111 between the two rolling frames 11. Further, a transverse fourth reinforcing frame 142 is fixedly arranged between the supporting frames 141, so as to increase the strength of the battery compartment 17 and the structural stability, and simultaneously improve the impact resistance of the rear end of the frame system 1.

The bottom plate 15 is fixedly arranged at the bottom of the two roll cages 11, namely at the bottom of the cabin 16 formed by the roll cages 11, so that the convenience for the driver is improved, and the comfort is improved, as shown in fig. 1. In an alternative embodiment, the floor 15 may be provided over the entire bottom of the cabin 16 and the battery compartment 17 when the bottom surfaces of the cabin 16 and the battery compartment 17 are flush. In the present embodiment, the bottom plate 15 is made of an aluminum plate.

In this embodiment, the roll cage 11, the front impact beam 12, the side impact frames 13 and the battery compartment mounting bracket 14 of the frame system 1 are all aluminum alloy pipes, and are fixedly connected to each other by positioning welding to form an aluminum pipe truss structure, so that the quality of the whole vehicle can be reduced, and the purpose of light weight can be achieved. Preferably, the aluminum alloy pipe fitting of this embodiment all adopts 6063 seamless aluminum alloy pipe fitting, and it has corrosion resistance, easily polishing, advantage such as oxidation effect is good. The frame system 1 of the present embodiment adopts a tig (tungsten Inert Gas welding) welding technique, and can ensure the welding strength of the entire vehicle. The welding sequence is determined through the path of welding stress transmission in the welding process, the frame system 1 is subjected to standing cooling at room temperature, the welding line is knocked, the residual stress is eliminated, and the welding deformation can be effectively reduced.

The frame system 1 can be manufactured by welding pipe fittings with different sizes according to the requirements of strength and rigidity under different working conditions, so that materials can be saved, and excessive rigidity can be avoided. For example, the roll cage 11 may be an aluminum alloy pipe having an outer diameter of 30mm and a wall thickness of 2 mm. The front anti-collision beam 12, the side anti-collision frames 13, the battery cabin mounting bracket 14, the reinforcing frames, the connecting frames and the like are aluminum alloy pipe fittings with the outer diameter of 25mm, the wall thickness of 1.5mm or the outer diameter of 20mm and the wall thickness of 2mm (diameter and wall thickness), so that the weight of the whole automobile is greatly reduced.

Since the frame system 1 of the present embodiment is made of a circular aluminum alloy tube, it is difficult to directly connect with the suspension system 2, and therefore the frame system 1 is further provided with a plurality of fixing lugs 18. In this embodiment, the frame system 1 and the suspension system 2 are provided with fixing tabs 18 at all locations where connection is required to facilitate connection therebetween. The fixing lug 18 is fixedly connected with the aluminum alloy pipe fitting in a welding mode. Further, the fixing lug 18 is further provided with a connecting hole for fixedly connecting with the suspension system 2 through a fixing member such as a bolt or a screw. In this embodiment, the fixing tabs 18 are made by laser cutting an aluminum alloy plate.

In the present embodiment, the suspension system 2 includes a first wheel pillar 21, a second wheel pillar 22, a first front suspension assembly 23, a second front suspension assembly 24, a first adjustment lever 25, a second adjustment lever 26, a first rear suspension 27, and a second rear suspension 28, as shown in fig. 4-8. Wherein the first wheel pillar 21 is fixedly disposed inside the first wheel 61, and the second wheel pillar 22 is fixedly disposed inside the second wheel 62, as shown in fig. 6 and 7. A first front suspension assembly 23 is disposed between the first wheel pillar 21 and the frame system 1 for connecting the first wheel 61 and the frame system 1, as shown in fig. 6. The second front suspension assembly 24 is disposed symmetrically to the first front suspension assembly 23, and disposed between the second wheel pillar 22 and the frame system 1, for connecting the second wheel 62 and the frame system 1, as shown in fig. 7. One end of the first adjustment rod 25 is connected to a first end of the first front suspension assembly 23, and the other end is fixedly connected to an end of the first wheel pillar 21. A second adjustment rod 26 is connected at one end to a first end of the second front suspension assembly 24 and at the other end to an end of the second wheel post 22, as shown in fig. 6 and 7. The length of the end of the first adjusting rod 25 connected to the first front suspension assembly 23 can be adjusted, and the length of the end of the second adjusting rod 26 connected to the second front suspension assembly 24 can be adjusted. When the user's demand is different, the parameters of the electric racing car, such as the caster angle of the kingpin of the suspension system, the caster angle of the wheel, etc., can be changed by the connection length of the first adjusting lever 25 and the second adjusting lever 26.

Specifically, the first front suspension assembly 23 and the second front suspension assembly 24 each employ a double wishbone type suspension (also called a double a-arm independent suspension) having a large lateral stiffness. That is, the first front suspension assembly 23 includes a first upper yoke 231 and a first lower yoke 232, and the second front suspension assembly 24 includes a second upper yoke 241 and a second lower yoke 242. The first upper yoke 231 and the first lower yoke 232 are disposed up and down, and the second upper yoke 241 and the second lower yoke 242 are disposed up and down. Correspondingly, the suspension system 2 comprises two first adjustment levers 25 and two second adjustment levers 26.

The first end of the first upper yoke 231 is fixedly connected with one end of the first wheel upright 21 through a first adjusting rod 25, and the second end and the third end of the first upper yoke 231 are respectively fixedly connected with the frame system 1. A first end of the first lower yoke 232 is fixedly connected to the other end of the first wheel upright 21 through a first adjusting rod 25, and a second end and a third end of the first lower yoke are respectively fixedly connected to the frame system 1. A first end of the second upper yoke 241 is fixedly connected with one end of the second wheel pillar 22 through the second adjusting rod 26, and a second end and a third end of the second upper yoke 241 are respectively fixedly connected with the frame system 1. A first end of the second lower yoke 242 is fixedly connected to the other end of the second wheel pillar 22 through the second adjusting rod 26, and a second end and a third end of the second lower yoke 242 are respectively fixedly connected to the frame system 1.

In the present embodiment, three ends of the first upper yoke 231, the first lower yoke 232, the second upper yoke 241 and the second lower yoke 242 are provided with screw coupling holes. The second ends and the third ends of the first upper yoke 231, the first lower yoke 232, the second upper yoke 241 and the second lower yoke 242 are respectively fixedly connected with the fixing lug 18 at the corresponding position of the frame system 1 through bolts.

First ends of the first and second adjusting levers 25 and 26 are provided as external threaded rods having a certain length and fastening nuts, which are matched with internal threads of first ends of the first upper, first lower, second upper and second yoke arms 231, 232, 241 and 242. The second ends of the first and second adjusting levers 25 and 26 are provided with coupling holes whose axes are perpendicular to the axis of the threaded rod. Both ends of the first wheel pillar 21 and the second wheel pillar 22 are provided with screw holes. When the first adjusting rod 25 and the second adjusting rod 26 are respectively connected with the end portions of the first wheel upright 21 and the second wheel upright 22, the connecting holes at the second ends of the first adjusting rod 25 and the second adjusting rod 26 are aligned with the threaded holes at the end portions of the first wheel upright 21 and the second wheel upright 22, and then the first adjusting rod 25 and the second adjusting rod 26 are fixedly connected through bolts. When the first ends of the first adjusting rod 25 and the second adjusting rod 26 are connected with the first ends of the first upper yoke 231, the first lower yoke 232, the second upper yoke 241 and the second lower yoke 242, the threaded rods at the first ends of the first adjusting rod 25 and the second adjusting rod 26 can be screwed into the internal threads at the first ends of the corresponding yokes, and then the fastening nuts are screwed, so that the fixed connection between the first adjusting rod 25 and the second adjusting rod is realized. When parameters of the electric racing car (such as a kingpin inclination angle and a wheel inclination angle of a suspension system) need to be adjusted, the fastening nuts of the first adjusting rod 25 and the second adjusting rod 26 can be loosened by a tool, then the first adjusting rod 25 and the second adjusting rod 26 are screwed into the first end of the corresponding fork arm to a proper position, and then the fastening nuts are screwed by the tool, so that the adjustment of partial parameters of the electric racing car is realized. In this embodiment, the adjustment range of the caster angle of the kingpin and the caster angle of the wheel of the suspension system is ± 4 °.

In this embodiment, the first front suspension assembly 23 and the second front suspension assembly 24 can precisely position various parameters of the two front wheels (the first wheel 61 and the second wheel 62) through the above adjustment manner, when the front wheels turn, the upper and lower forks of the first front suspension assembly 23 and the second front suspension assembly 24 can simultaneously absorb the lateral force applied to the tire, and the lateral stiffness of the two forks is greater, so the roll of the turning is smaller. Preferably, the first front suspension assembly 23 and the second front suspension assembly 24 employ upper and lower forks (short in the upper and long in the lower), i.e. the lengths of the first upper fork 231 and the first lower fork 232 are different, and the lengths of the second upper fork 241 and the second lower fork 242 are different. The fork arm structure with different lengths can lead the wheels to automatically change camber angles and reduce wheel track change and tire wear when moving up and down, thus leading the tire to have large ground contact area, good ground contact performance and self-adaption to the road surface. Preferably, the first wheel pillar 21 and the second wheel pillar 22 may be formed by welding using a high-strength 7075 aluminum alloy by machining. The first front suspension assembly 23 and the second front suspension assembly 24 can be formed by welding 6061 aluminum alloy round tubes, have high strength and corrosion resistance, and can reduce the occupied space and the overall weight of the electric racing car. For example, an aluminum alloy pipe having an outer diameter of 16mm and a wall thickness of 2mm is used. Meanwhile, the surface of the suspension assembly can be painted, so that the corrosion resistance and the attractiveness of the suspension assembly are further enhanced.

A first rear suspension 27 is arranged between the third wheel 63 and the frame system 1 for connecting the third wheel 63 to the frame system 1. The second rear suspension 28 is disposed symmetrically to the first rear suspension 27, and is disposed between the fourth wheel 64 and the frame system 1, for connecting the fourth wheel 64 and the frame system 1. In the present embodiment, the first rear suspension 27 and the second rear suspension 28 are symmetrical structures, and both adopt a trailing arm type structure, as shown in fig. 5. Specifically, holes are formed at two ends of the first rear suspension 27 and the second rear suspension 28, and the holes are fixedly connected with the corresponding wheels and the fixing lugs 18 at the corresponding positions of the frame system 1 through bolts and the like. Preferably, the first rear suspension 27 and the second rear suspension 28 are formed by welding 6061 aluminum alloy square tubes, have high strength and corrosion resistance, and can be subjected to galvanizing and painting treatment on the surface of the rear suspension, so that the corrosion resistance and the attractiveness of the rear suspension can be further enhanced. The first rear suspension 27 and the second rear suspension 28 may be made of aluminum alloy pipes having a length of 30mm, a width of 50mm, and a wall thickness of 3 mm. The embodiment further reduces the mass of the whole vehicle by performing stress analysis optimization on the front suspension assemblies 23 and 24 and the rear suspensions 27 and 28 of the suspension system, thereby greatly improving the steering stability of the whole vehicle.

The suspension system 2 further includes a first shock absorber 29a, a second shock absorber 29b, a third shock absorber 29c, and a fourth shock absorber 29 d. The first damper 29a, the second damper 29b, the third damper 29c and the fourth damper 29d are all pre-tightening force adjustable dampers, and dampers with different pre-tightening forces can be specifically selected according to requirements of different positions, so that the adjustment of the height of the whole chassis, the offset frequency and the rigidity of the suspension system 2 is realized.

Specifically, the first shock absorber 29a is fixedly disposed between the first front suspension assembly 23 and the frame system 1. The first shock absorber 29a has one end fixedly connected to the first lower yoke 232 of the first front suspension assembly 23 and the other end fixedly connected to the fixing lug 18 at a corresponding position of the frame system 1, as shown in fig. 1 and 4. A second shock absorber 29b is fixedly disposed between the second front suspension assembly 24 and the frame system 1. One end of the second shock absorber 29b is fixedly connected to the second lower yoke 242 of the second front suspension assembly 24, and the other end is fixedly connected to the fixing lug 18 at the corresponding position of the frame system 1, as shown in fig. 1, 4 and 6. The two ends of the third shock absorber 29c are respectively fixedly connected with the first rear suspension 27 and the fixing lug 18 at the corresponding position of the frame system 1. The two ends of the fourth shock absorber 29d are fixedly connected with the second rear suspension 28 and the fixing lug 18 at the corresponding position of the frame system 1, as shown in fig. 5. Wherein the first and second dampers 29a and 29b are substantially symmetrically disposed and the third and fourth dampers 29c and 29d are substantially symmetrically disposed.

Further, the first and second rear suspensions 27 and 28 are also provided with a plurality of first and second mounting holes 271 and 281, respectively, as shown in fig. 5 and 8. When one end of the third shock absorber 29c and one end of the fourth shock absorber 29d are fixedly connected with the first mounting hole 271 and the second mounting hole 281 at different positions of the first rear suspension 27 and the second rear suspension 28, respectively, the pretightening force adjusting ranges of the third shock absorber 29c and the fourth shock absorber 29d are different, so that the pretightening force adjusting ranges of the shock absorbers are further increased, and the performances of shock absorption and the like of the electric racing car are improved. Preferably, the plurality of first mounting holes 271 and the plurality of second mounting holes 281 may be respectively provided on the first rear suspension 27 and the second rear suspension 28 in a longitudinally aligned manner. Preferably, the plurality of first mounting holes 271 and the plurality of second mounting holes 281 are provided at intermediate positions of the first rear suspension 27 and the second rear suspension 28.

In the present embodiment, the steering system 3 adopts a steering trapezoidal front structure. Specifically, the steering system 3 includes a steering wheel 31, a first steering column 32, a second steering column 33, a steering gear 34, a first knuckle arm 35, a second knuckle arm 36, and two third adjustment levers 37a, 37b, as shown in fig. 9 and 10. The steering wheel 31 is detachably connected with the first steering column 32, the second steering column 33 is rotatably connected with the first steering column 32, the steering gear 34 is fixedly connected with the second steering column 33, and the first knuckle arm 35 and the second knuckle arm 36 are respectively fixedly connected with two ends of the steering gear 34. One end of the third adjusting lever 37a is connected to the first knuckle arm 35, the other end is connected to the first wheel post 21 of the suspension system 2, and one end of the third adjusting lever 37b is connected to the second knuckle arm 36, and the other end is connected to the second wheel post 22 of the suspension system 2.

Specifically, the driver turns the steering wheel 31, transmits parameters such as a turning angle and a torque to the steering machine 34 through the first steering column 32 and the second steering column 33 in this order, and controls and adjusts the steering of the first wheel 61 and the second wheel 62 by the first knuckle arm 35 and the second knuckle arm 36 after the steering machine 34 increases the force transmitted from the steering wheel 31 and changes the direction of the force transmission.

Further, the steering system 3 further includes a quick release socket 38, a universal joint 39, and two rod end spherical bearings 30a and 30 b. The steering wheel 31 is detachably connected with the first steering column 32 through the quick-release socket 38, and when a vehicle encounters an emergency, a driver can increase the activity space by pulling off the steering wheel 31, so that the escape is facilitated. The second steering column 33 is rotatably connected to said first steering column 32 by a universal joint 39. The steering gear 34 is connected at both ends thereof to the first knuckle arm 35 and the second knuckle arm 36 via the rod end knuckle bearings 30a, 30b, respectively. In this embodiment, the steering wheel 31 is made of a carbon fiber material, and has the advantages of high strength and light weight, and meanwhile, the comfort of the operation of the driver can be improved. The quick release socket 38 may be provided as a splined structure. In this embodiment, the steering gear 34 includes a steering housing, a steering gear and a steering rack. The second steering column 33 is fixedly connected with the steering gear, and the second steering column 33 drives the steering rack to move left and right by controlling the steering gear to rotate, so as to drive the knuckle arm to move. Preferably, the steering gear and the steering rack are machined from high-strength and wear-resistant chromium molybdenum steel, and the steering housing is machined from high-strength and easily-machined 7075 aluminum alloy.

In this embodiment, the third adjustment levers 37a, 37b are adjustable in length relative to the first and second track arms 35, 36. The steering system 3 can adjust the lengths of the third adjusting rods 37a and 37b according to the self requirement to adjust the steering toe angle, and the debugging range of the steering toe angle is +/-4 degrees. Both ends of the third adjusting rods 37a and 37b are provided with external screw rods having a certain length, wherein the first ends are further provided with fastening nuts. The threaded rods at the second ends of the third adjustment levers 37a, 37b are fixedly connected to the first wheel upright 21 and the second wheel upright 22, respectively. The threaded rods of the first ends of the third adjustment rods 37a, 37b are in mating connection with the internal threads of the first and second track arms 35, 36, respectively. When the threaded rods at the first ends of the third adjusting rods 37a and 37b are respectively in matched connection with the internal threads of the first knuckle arm 35 and the second knuckle arm 36, the threaded rods at the first ends of the third adjusting rods 37a and 37b can be screwed into the internal threads of the corresponding knuckle arms, and then the fastening nuts are screwed down to realize fixed connection between the third adjusting rods and the second knuckle arms. When the parameters (such as toe angle) of the electric racing car need to be adjusted, the fastening nuts of the third adjusting rods 37a and 37b can be loosened by a tool, then the third adjusting rods 37a and 37b are screwed into the appropriate positions corresponding to the lengths of the knuckle arms, and then the fastening nuts are tightened by the tool, so that the adjustment of the partial parameters of the electric racing car can be realized.

The brake system 4 includes a brake pedal 41, a master cylinder 42, four brakes 43, and a brake pipe 44, as shown in fig. 11. Wherein a brake pedal 41 is provided in said cabin 16 for facilitating the braking operation by the driver. The master cylinder 42 is connected to the brake pedal 41, and generates different hydraulic pressures according to the degree of depression of the brake pedal 41. The four brakes 43 are used to brake the first wheel 61, the second wheel 62, the third wheel 63, and the fourth wheel 64, respectively. The brake pipe 44 is used to connect the master cylinder 42 and the four brakes 43, and transfers the hydraulic oil in the master cylinder 42 to the four brakes 43, so as to form different braking forces to brake the corresponding wheels. The brake pedal 41 is made of aluminum, so that the weight of the brake system is reduced on the premise of ensuring the strength.

In the present embodiment, the brake 43 includes a brake disc 431 and a brake caliper 432. Brake discs 431 of the four brakes 43 are all fixed on the corresponding wheels; four brake calipers 432 are mounted to the wheel posts and rear suspension of the suspension system, respectively, as shown in fig. 13 and 14. When a driver presses the brake pedal 41, the brake master cylinder 42 generates different hydraulic pressures according to the degree of pressing of the brake pedal 41, the brake master cylinder 42 pushes hydraulic oil in the brake master cylinder at different speeds to be transmitted to the four brake calipers 432 through the brake pipeline 44, and the four brake calipers 432 move according to the hydraulic pressure of the transmitted hydraulic oil to clamp the corresponding brake disc 431, so that deceleration or braking is realized. The braking system 4 of the embodiment has shorter braking time and braking distance, and the personal safety of a driver is greatly protected.

The powertrain 5 includes an accelerator pedal 51, two in-wheel motors 52, a controller 53 (not shown), and a power supply module 54. The accelerator pedal 51 is disposed in the cabin 16, and the driver can control the rotation speed of the wheels through the accelerator pedal 51. The two in-wheel motors 52 are respectively in driving connection with the two rear wheels (the third wheel 63 and the fourth wheel 64) and are respectively used for driving the corresponding wheels to rotate. The controller 53 is respectively connected with the accelerator pedal 51 and the two hub motors 52, and the controller 53 controls the two hub motors 52 to drive the wheels to rotate by different driving forces according to different treading degrees of the accelerator pedal 51, namely, controls the rotating speed of the wheels. The power supply module 54 is disposed in the battery compartment 17, and is connected to the in-wheel motor 52 and the controller 53, respectively, for supplying power to the in-wheel motor 52 and the controller 53. In another alternative implementation, the power system 5 includes four in-wheel motors 52, which are respectively in driving connection with four wheels for driving the corresponding wheels to rotate.

The first wheel 61, the second wheel 62, the third wheel 63, and the fourth wheel 64 include a tire and a rim. The tire uses a 16-inch tire, and the rim adopts a 16-inch aluminum alloy rim. During the use process, the tires can be replaced with different specifications according to different road conditions.

The optimal size and parameters of each structure of the electric racing car can be obtained through calculation of ergonomic design. Specifically, a simple man-machine experiment platform built by aluminum profiles and wood boards is adopted, so that a plurality of drivers and passengers can sit in the experiment table to perform simulation operation, the most comfortable driving position parameters of the drivers and passengers are recorded, and a group of better parameters are obtained comprehensively. And then, carrying out auxiliary modeling by using a CATIA human body model, carrying out fine optimization adjustment on the space in the vehicle according to the better parameters, and finally determining the installation positions and the inclination angles of a steering wheel, a pedal and a seat to determine the most appropriate human-machine parameters.

The suspension system of this embodiment includes wheel stand, front suspension subassembly and adjusts the pole, wheel stand and wheel fixed connection, and front suspension subassembly's one end is passed through the regulation pole and is connected with the wheel stand, and front suspension subassembly's the other end and frame system fixed connection adjust through the length of adjusting the pole in the adjustment suspension system the parameter of electronic cycle racing to satisfy user's user demand.

The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention, and various modifications and changes may be made by those skilled in the art. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included within the protection scope of the present invention.

Claims (10)

1. An electric racing car, comprising:

a vehicle frame system (1) in which a cabin (16) and a battery compartment (17) are formed;

the first wheel (61) and the second wheel (62) are symmetrically arranged on two sides of the front end of the frame system (1);

the third wheel (63) and the fourth wheel (64) are symmetrically arranged on two sides of the rear end of the frame system (1);

a suspension system (2) for connecting the first wheel (61), the second wheel (62), the third wheel (63), the fourth wheel (64) with the frame system (1);

a steering system (3) connected to the suspension system (2) for controlling the steering of the wheels;

a braking system (4) connected to the first wheel (61), the second wheel (62), the third wheel (63) and the fourth wheel (64) for braking the first wheel (61), the second wheel (62), the third wheel (63) and the fourth wheel (64);

a power system (5) for providing driving force to the electric racing car;

wherein the suspension system (2) comprises:

a first wheel pillar (21) and a second wheel pillar (22) fixedly connected to the first wheel (61) and the second wheel (62), respectively;

a first front suspension assembly (23) arranged between the first wheel (61) and the frame system (1) for connecting the first wheel (61) and the frame system (1);

a first adjusting rod (25), one end of which is connected with the first end of the first front suspension assembly (23), and the other end of which is fixedly connected with the first wheel upright (21);

a second front suspension assembly (24) arranged symmetrically to the first front suspension assembly (23) for connecting the second wheel (62) with the frame system (1);

a second adjustment lever (26) having one end connected to a first end of the second front suspension assembly (24) and another end fixedly connected to the second wheel upright (22);

wherein the first and second adjustment levers (25, 26) are adjustable in length, configured to adjust parameters of the electric racing car according to the difference in length of the first and second adjustment levers (25, 26).

2. The electric racing car of claim 1, wherein the first front suspension assembly (23) comprises a first upper yoke (231) and a first lower yoke (232), and second ends and third ends of the first upper yoke (231) and the first lower yoke (232) are fixedly connected with the frame system (1), respectively;

the second front suspension assembly (24) comprises a second upper fork arm (241) and a second lower fork arm (242), and the second end and the third end of the second upper fork arm (241) and the second lower fork arm (242) are respectively fixedly connected with the frame system (1);

the suspension system (2) comprises:

one ends of the two first adjusting rods (25) are respectively connected with the first ends of the first upper fork arm (231) and the first lower fork arm (232), and the other ends of the two first adjusting rods are respectively fixedly connected with the two ends of the first wheel upright (21) and the second wheel upright (22);

and one ends of the two second adjusting rods (26) are respectively connected with the first ends of the second upper fork arm (241) and the second lower fork arm (242), and the other ends of the two second adjusting rods are respectively fixedly connected with two ends of the second wheel upright post (22).

3. The electric racing car according to claim 1, characterized in that said suspension system (2) further comprises:

a first rear suspension (27) arranged between the third wheel (63) and the frame system (1) for connecting the third wheel (63) and the frame system (1);

a second rear suspension (28) arranged symmetrically to the first rear suspension (27) for connecting the fourth wheel (64) to the frame system (1);

wherein the suspension system (2) further comprises:

a first shock absorber (29a) fixedly arranged between the first front suspension assembly (23) and the frame system (1);

a second shock absorber (29b) fixedly arranged between the second front suspension assembly (24) and the frame system (1);

a third shock absorber (29c), two ends of which are respectively fixedly connected with the first rear suspension (27) and the frame system (1);

and two ends of the fourth shock absorber (29d) are respectively and fixedly connected with the second rear suspension (28) and the frame system (1).

4. The electric racing car of claim 3, wherein the first, second, third and fourth shock absorbers (29a, 29b, 29c, 29d) are all pretightening adjustable shock absorbers.

5. The electric racing car as claimed in claim 3, wherein the first rear suspension (27) and the second rear suspension (28) are respectively provided with a plurality of first mounting holes (271) and a plurality of second mounting holes (281) in a predetermined direction;

the third shock absorber (29c) is configured to be fixedly connected with different first mounting holes (271) of the first rear suspension (27) to increase a pretension adjustment range of the third shock absorber (29c), and the fourth shock absorber (29d) is configured to be fixedly connected with different second mounting holes (281) of the second rear suspension (28) to increase a pretension adjustment range of the fourth shock absorber (29 d).

6. Electric racing car according to claim 1, characterized in that said frame system (1) comprises:

a plurality of rolling cages (11) which surround and form a cabin (16);

the front anti-collision beam (12) is arranged at the front end of the anti-rolling frame (11);

the side anti-collision frames (13) are arranged on two sides of the anti-rolling frame (11);

the battery compartment mounting bracket (14) is arranged at the rear end of the anti-rolling frame (11) and forms a battery compartment (17) with the anti-rolling frame (11);

the bottom plate (15) is arranged at the bottom of the anti-rolling frame (11);

wherein the frame system (1) further comprises a plurality of fixing lugs (18) which are fixedly connected with the anti-rolling frame (11) and the side anti-collision frame (13) and used for fixing the suspension system (2);

the anti-rolling frame (11), the front anti-collision beam (12), the side anti-collision frame (13) and the battery compartment mounting bracket (14) are all aluminum alloy pipe fittings.

7. Electric racing car according to claim 1, characterized in that said braking system (4) comprises:

a brake pedal (41) disposed within the cabin (16);

a master cylinder (42) connected to the brake pedal (41) and configured to provide a hydraulic pressure according to a state of the brake pedal (41);

four brakes (43) configured to brake the first wheel (61), the second wheel (62), the third wheel (63), and the fourth wheel (64) according to the hydraulic pressure;

brake lines (44) respectively connected with the master cylinder (42) and the four brakes (43) and used for transmitting the hydraulic pressure;

wherein the brake (43) comprises:

a brake disc (431) fixed to the wheel;

a brake caliper (432) mounted on the suspension system (2) configured to move according to the hydraulic pressure to clamp the brake disc (431).

8. Electric racing car according to claim 1, characterized in that said steering system (3) comprises:

a steering wheel (31);

a first steering column (32) detachably connected to the steering wheel (31);

a second steering column (33) rotatably connected with the first steering column (32);

a steering gear (34) fixedly connected to the second steering column (33);

a first knuckle arm (35) and a second knuckle arm (36) fixedly connected to both ends of the steering gear (34), respectively;

two third adjusting levers (37a, 37b), one end of which is connected to the first knuckle arm (35) and the second knuckle arm (36), respectively, and the other end of which is connected to the suspension system (2), respectively;

wherein the third adjusting rod (37a, 37b) is adjustable in length and is configured to adjust the steering parameter of the electric racing car according to the difference of the lengths of the third adjusting rod (37a, 37 b);

wherein the steering system (3) further comprises:

the quick-release socket (38) is used for detachably connecting the steering wheel (31) with the first steering column (32) through the quick-release socket (38);

a universal joint (39), by means of which universal joint (39) the second steering column (33) is rotatably connected with the first steering column (32);

two rod end knuckle bearings (30a, 30b) for connecting the steering gear (34) and the first knuckle arm (35) and the steering gear (34) and the second knuckle arm (36), respectively.

9. Electric racing car according to claim 1, characterized in that said power system (5) comprises:

an accelerator pedal (51);

at least two hub motors (52) connected with the accelerator pedal (51) and configured to provide driving force to the electric racing car according to the state of the accelerator pedal (51);

the controller (53) is connected with the accelerator pedal (51) and the hub motor (52) and is used for adjusting the rotating speed of the hub motor (52);

and the power supply module (54) is arranged in the battery cabin (17) and is used for supplying power to the hub motor (52) and the controller (53).

10. Electric racing car according to claim 1, characterized in that it further comprises a seat (7) arranged inside said cabin (16).

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