CN216231673U - Suspension transmission mechanism - Google Patents
Suspension transmission mechanism Download PDFInfo
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- CN216231673U CN216231673U CN202122468804.2U CN202122468804U CN216231673U CN 216231673 U CN216231673 U CN 216231673U CN 202122468804 U CN202122468804 U CN 202122468804U CN 216231673 U CN216231673 U CN 216231673U
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- bevel gear
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- suspension
- transmission
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- 230000005540 biological transmission Effects 0.000 title claims abstract description 93
- 239000000725 suspension Substances 0.000 title claims abstract description 68
- 230000007246 mechanism Effects 0.000 title claims abstract description 13
- 238000006243 chemical reaction Methods 0.000 claims abstract description 20
- 239000006096 absorbing agent Substances 0.000 claims description 5
- 230000035939 shock Effects 0.000 claims description 5
- 238000000034 method Methods 0.000 abstract description 4
- 230000008569 process Effects 0.000 abstract description 4
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000003139 buffering effect Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000000149 penetrating effect Effects 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
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Abstract
The utility model discloses a suspension transmission mechanism, which relates to the technical field of vehicle body suspension systems and comprises a suspension, a rear axle and a vehicle body, wherein one side of the suspension is provided with a bushing, the vehicle body is movably connected with the bushing, one side of the rear axle is provided with a support frame, the suspension is movably clamped in the support frame, a power input bevel gear is inserted in the suspension, the power input bevel gear is meshed with a connection bevel gear, the connection bevel gear is connected with a conversion frame through a rotating shaft, the conversion frame is movably connected with a first differential bevel gear and a second differential bevel gear which are symmetrically arranged, and the first differential bevel gear is positioned at the top end of the second differential bevel gear. Has the advantages that: two groups of opposite same-torque forces are respectively arranged in the rear axle, and meanwhile, power for mutual differential compensation is also provided, so that the vehicle has higher anti-roll capability and turning capability in the driving process, and the safety coefficient of the vehicle is higher.
Description
Technical Field
The utility model relates to the technical field of vehicle body suspension systems, in particular to a suspension transmission mechanism.
Background
The suspension system is a general term for all force-transmitting connecting devices between a frame and an axle or a wheel of an automobile, and has the functions of transmitting force and moment acting between the wheel and the frame, buffering impact force transmitted to the frame or an automobile body from an uneven road surface and attenuating vibration caused by the impact force so as to ensure smooth running of the automobile.
The tricycle and the tricycle body in the prior art are usually fixedly connected, the positions of wheels on two sides are fixed, a shock absorber is arranged at the lower part of a cushion, and jolts and vibrations of the tricycle during running are buffered through the shock absorber, so that the driving comfort is improved.
The right three-wheeled motorcycle generates centrifugal force when turning left and right during running, the centrifugal force pushes the vehicle in the opposite direction, so that the vehicle is unstable, the anti-roll capability and the turning capability of the tricycle during running are poor, the vehicle rolls at a higher speed, a rollover accident is very easy to happen, and meanwhile, the trafficability of a bumpy road is poor.
An effective solution to the problems in the related art has not been proposed yet.
SUMMERY OF THE UTILITY MODEL
In view of the problems in the related art, it is an object of the present invention to provide a suspension transmission mechanism in which power of a vehicle is input into a connecting bevel gear through a power input bevel gear, the first differential bevel gear and the second differential bevel gear of the suspended inner conversion frame are respectively transmitted to the first transmission bevel gear and the first transmission bevel gear to be converted into two groups of power, one group of power is directly transmitted to the second transmission bevel gear through the first transmission bevel gear and the transmission shaft to output the first rear axle gear, and the other group of power drives the first linkage gear through the first transmission bevel gear to sequentially engage with the first counter gear, the second counter gear and the third counter gear, and the power is transmitted to the second linkage gear to realize the opposite power conversion, and the power is linked with the second transmission bevel gear to output the second rear axle gear, so as to overcome the technical problems in the prior art.
The technical scheme of the utility model is realized as follows:
a suspension transmission mechanism comprises a suspension, a rear axle and a vehicle body, wherein a bushing is arranged on one side of the suspension, the vehicle body is movably connected with the bushing, a support frame is arranged on one side of the rear axle, the suspension is movably clamped in the support frame, a power input bevel gear is inserted in the suspension in a penetrating manner, the power input bevel gear is meshed with a connection bevel gear, the connection bevel gear is connected with a conversion frame through a rotating shaft, a first differential bevel gear and a second differential bevel gear which are symmetrically arranged with each other are movably connected in the conversion frame, and the first differential bevel gear is positioned at the top end of the second differential bevel gear;
a first transmission bevel gear is meshed between the first differential bevel gear and the second differential bevel gear, one side of the first transmission bevel gear is fixedly connected with a transmission shaft, one end of the transmission shaft extends into the rear axle and is fixedly connected with a second transmission bevel gear, and the second transmission bevel gear is meshed with a first rear axle gear;
a first shaft sleeve is sleeved on the transmission shaft and positioned in the suspension inner sleeve, one end of the first shaft sleeve is fixedly connected with a first transmission bevel gear, the first transmission bevel gear is respectively meshed with the first differential bevel gear and the second differential bevel gear, the other end of the first shaft sleeve is fixedly connected with a first linkage gear, the first linkage gear is meshed with a first reversing gear, the first reversing gear is connected with a second reversing gear through a rotating shaft, the second reversing gear is meshed with a third reversing gear, and the third reversing gear is meshed with a second linkage gear movably sleeved on the transmission shaft;
the second linkage gear is fixedly connected with a second shaft sleeve, the second shaft sleeve is movably sleeved on the transmission shaft, one end of the second shaft sleeve extends into the rear axle and is positioned on the transmission shaft, and a second transmission bevel gear is fixedly connected onto the transmission shaft and meshed with a second rear axle gear.
Further, hang one side with the support frame passes through connecting axle swing joint, just hang the bottom with leave the clearance between the support frame.
Furthermore, a power shaft horizontally arranged is arranged on one side of the power input bevel gear, and one end of the power shaft penetrates through one side of the suspension.
Furthermore, the conversion frame is of a U-shaped structure, and the first transmission bevel gear are respectively meshed with two sides of the first differential bevel gear and two sides of the second differential bevel gear.
Further, a gap is reserved between the first linkage gear and the second linkage gear.
Furthermore, the first counter gear and the third counter gear are movably connected in the suspension through rotating shafts respectively.
Further, a gap is reserved between the second transmission bevel gear and the second rear axle gear.
Furthermore, the first rear axle gear and the second rear axle gear are respectively connected with wheels through rotating shafts.
Further, a shock absorber is connected between the vehicle body and the suspension.
The utility model has the beneficial effects that:
the utility model inputs and connects the bevel gear by the power input bevel gear through the vehicle power, and transmits the first differential bevel gear and the second differential bevel gear to the first transmission bevel gear and the first transmission bevel gear to convert into two groups of power through the suspension inner conversion frame, wherein one group of power is directly transmitted to the second transmission bevel gear through the first transmission bevel gear matching with the transmission shaft to output the first rear axle gear, while the other group of power is transmitted to the second transmission bevel gear through the first transmission bevel gear to sequentially engage the first reversal gear, the second reversal gear and the third reversal gear, and transmits the power to the second reversal gear to realize the reverse power conversion, and links the second transmission bevel gear to output the second rear axle gear, which realizes that two groups of opposite same torsion are respectively arranged in the rear axle, and simultaneously has the power of mutual differential compensation, so that the vehicle has higher anti-side-tipping capability and turning capability in the driving process, the vehicle safety coefficient is higher.
Additional features and advantages of the utility model will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by practice of the utility model. The objectives and other advantages of the utility model will be realized and attained by the structure particularly pointed out in the written description and drawings.
In order to make the aforementioned and other objects, features and advantages of the present invention comprehensible, preferred embodiments accompanied with figures are described in detail below.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings needed in the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings without creative efforts.
FIG. 1 is a first schematic structural diagram of a suspension actuator according to an embodiment of the present invention;
FIG. 2 is a second schematic structural view of a suspension actuator according to an embodiment of the present invention;
FIG. 3 is a schematic view of a support bracket of a suspension drive mechanism according to an embodiment of the utility model;
FIG. 4 is a first schematic view of a drive shaft of a suspension drive mechanism according to an embodiment of the present invention;
fig. 5 is a second schematic view of a drive shaft of a suspension drive according to an embodiment of the utility model.
In the figure:
1. hanging; 2. a rear axle; 3. a vehicle body; 4. a bushing; 5. a support frame; 6. a power input bevel gear; 7. connecting a bevel gear; 8. a conversion frame; 9. a first differential bevel gear; 10. a second differential bevel gear; 11. a first transfer bevel gear; 12. a drive shaft; 13. a second transfer bevel gear; 14. a first rear axle gear; 15. a first bushing; 16. a first drive bevel gear; 17. a first linkage gear; 18. a first counter gear; 19. a second counter gear; 20. a third counter gear; 21. a second linkage gear; 22. A second shaft sleeve; 23. a second drive bevel gear; 24. a second rear axle gear.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments that can be derived by one of ordinary skill in the art from the embodiments given herein are intended to be within the scope of the present invention.
According to an embodiment of the present invention, a suspension drive mechanism is provided.
Example one
As shown in fig. 1 to 5, the first embodiment of the present invention is:
a suspension transmission mechanism comprises a suspension 1, a rear axle 2 and a vehicle body 3, wherein a lining 4 is arranged on one side of the suspension 1, the vehicle body 3 is movably connected with the lining 4, a support frame 5 is arranged on one side of the rear axle 2, the suspension 1 is movably clamped in the support frame 5, a power input bevel gear 6 is inserted in the suspension 1, the power input bevel gear 6 is meshed with a connecting bevel gear 7, the connecting bevel gear 7 is connected with a conversion frame 8 through a rotating shaft, a first differential bevel gear 9 and a second differential bevel gear 10 which are symmetrically arranged are movably connected in the conversion frame 8, and the first differential bevel gear 9 is positioned at the top end of the second differential bevel gear 10;
as shown in fig. 4-5, a first transmission bevel gear 11 is engaged between the first differential bevel gear 9 and the second differential bevel gear 10, a transmission shaft 12 is fixedly connected to one side of the first transmission bevel gear 11, one end of the transmission shaft 12 extends into the rear axle 2 and is fixedly connected with a second transmission bevel gear 13, and the second transmission bevel gear 13 is engaged with a first rear axle gear 14;
as shown in fig. 4-5, a first shaft sleeve 15 is sleeved on the transmission shaft 12 and located in the suspension 1, one end of the first shaft sleeve 15 is fixedly connected with a first transmission bevel gear 16, the first transmission bevel gear 16 is respectively meshed with the first differential bevel gear 9 and the second differential bevel gear 10, the other end of the first shaft sleeve 15 is fixedly connected with a first linkage gear 17, the first linkage gear 17 is meshed with a first counter gear 18, the first counter gear 18 is connected with a second counter gear 19 through a rotating shaft, the second counter gear 19 is meshed with a third counter gear 20, and the third counter gear 20 is meshed with a second linkage gear 21 movably sleeved on the transmission shaft 12;
as shown in fig. 4-5, the second linkage gear 21 is fixedly connected with a second shaft sleeve 22, the second shaft sleeve 22 is movably sleeved on the transmission shaft 12, one end of the second shaft sleeve 22 extends into the rear axle 2 and is fixedly connected with a second transmission bevel gear 23 on the transmission shaft 12, and the second transmission bevel gear 23 is engaged with a second rear axle gear 24.
By means of the technical scheme, the right three-wheeled motorcycle can generate centrifugal force when turning left and right during running, the centrifugal force can push the vehicle in the opposite direction, the vehicle body 3 can incline left and right, the rear axle 2 can be kept horizontal to resist the centrifugal force generated by the vehicle turning, and the vehicle can have better stability when turning left and right during running.
In addition, concretely, the vehicle power is input into a bevel gear 7 by a power input bevel gear 6, and is respectively transmitted to a first transmission bevel gear 11 and a first transmission bevel gear 16 by a first differential bevel gear 9 and a second differential bevel gear 10 of a conversion frame 8 in a suspension 1 to be converted into two groups of power, wherein one group of power is directly transmitted to a second transmission bevel gear 13 by the first transmission bevel gear 11 in cooperation with a transmission shaft 12 to output a first rear axle gear 14, while the other group of power is transmitted to a first linkage gear 17 by the first transmission bevel gear 16 to be sequentially meshed with a first counter gear 18, a second counter gear 19 and a third counter gear 20, and is transmitted to a second linkage gear 21 to realize opposite power conversion, and is linked with a second transmission bevel gear 23 to output a second rear axle gear 24, so that two groups of opposite same torsion are respectively arranged in a rear axle 2, meanwhile, the power of mutual differential compensation is provided, so that the vehicle has higher anti-roll capability and turning capability in the running process, and the safety coefficient of the vehicle is higher.
In addition, as shown in fig. 4 to 5, the second transmission bevel gear 13 and the second transmission bevel gear 23 respectively output the first rear axle gear 14 and the second rear axle gear 24, and since the second transmission bevel gear 13 and the second transmission bevel gear 23 are coaxial and have power and differential compensation of same torque, the structure between the suspension 1 and the rear axle 2 is not changed by tilting the vehicle body 3 and the suspension 1 to the left and right on the axial line of the first transmission bevel gear 11, and reaction forces in different directions caused by the power are not generated.
Example two
As shown in fig. 1 to 5, the second embodiment of the present invention is:
a suspension transmission mechanism is characterized in that on the basis of the first embodiment, one side of a suspension 1 is movably connected with a support frame 5 through a connecting shaft, and a gap is reserved between the bottom end of the suspension 1 and the support frame 5.
Specifically, a gap is reserved between the connecting shaft and the bottom end of the suspension 1 and the support frame 5, the suspension 1 can be adapted to incline left and right, the rear axle 2 is kept horizontal to resist the centrifugal force generated by the steering of the vehicle, and the vehicle can steer left and right during running and has better stability.
As shown in fig. 4-5, a horizontally arranged power shaft is arranged at one side of the power input bevel gear 6, and one end of the power shaft penetrates through one side of the suspension 1.
Specifically, when the device is used, the power shaft can be connected with a driving motor through a belt or connected with a gearbox through the power shaft, and the front wheel of the vehicle is assembled.
In addition, the switching frame 8 has a U-shaped configuration, and the first transfer bevel gear 11 and the first drive bevel gear 16 are engaged with both sides of the first differential bevel gear 9 and the second differential bevel gear 10, respectively.
Wherein a gap is left between the first linkage gear 17 and the second linkage gear 21.
Wherein, the first counter gear 18 and the third counter gear 20 are movably connected in the suspension 1 through rotating shafts respectively.
Specifically, when the suspension is used, the first counter gear 18 and the second counter gear 19 are assembled in the suspension 1 through rotating shafts, so that the first counter gear 18 and the second counter gear 19 can be meshed and rotated, the third counter gear 20 is assembled in the suspension 1 through rotating shafts and is meshed with the second counter gear 19 and the second linkage gear 21 respectively, so that another group of power can be transmitted through the first transmission bevel gear 16 to drive the first linkage gear 17 to sequentially mesh the first counter gear 18, the second counter gear 19 and the third counter gear 20, and the power is transmitted to the second linkage gear 21 to realize reverse power conversion.
Wherein a gap is left between the second transmission bevel gear 13 and the second rear axle gear 24.
Wherein, the first rear axle gear 14 and the second rear axle gear 24 are respectively connected with wheels through rotating shafts.
Wherein, a shock absorber is connected between the vehicle body 3 and the suspension 1.
In summary, with the above technical solution of the present invention, the following effects can be achieved:
the power of a vehicle is input into a bevel gear 7 through a power input bevel gear 6, the power is respectively transmitted to a first transmission bevel gear 11 and a first transmission bevel gear 16 through a first differential bevel gear 9 and a second differential bevel gear 10 of a conversion frame 8 in a suspension 1 to be converted into two groups of power, wherein one group of power is directly transmitted to a second transmission bevel gear 13 through the first transmission bevel gear 11 and a transmission shaft 12 to output a first rear axle gear 14, the other group of power is transmitted to a first linkage gear 17 through the first transmission bevel gear 16 to sequentially engage a first reversing gear 18, a second reversing gear 19 and a third reversing gear 20, the power is transmitted to a second linkage gear 21 to realize reverse power conversion, and is linked with a second transmission bevel gear 23 to output a second rear axle gear 24, and the two groups of opposite same-torsion in a rear axle 2 are realized, and simultaneously, the power for mutual differential compensation is also realized, the vehicle has higher anti-roll capability and turning capability in the running process, and the safety coefficient of the vehicle is higher.
The present invention is not limited to the above preferred embodiments, and any modifications, equivalent substitutions, improvements, etc. within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (9)
1. A suspension transmission mechanism comprises a suspension (1), a rear axle (2) and a vehicle body (3), a lining (4) is arranged on one side of the suspension (1), the vehicle body (3) is movably connected with the lining (4), a supporting frame (5) is arranged on one side of the rear axle (2), the suspension (1) is movably clamped in the supporting frame (5), it is characterized in that a power input bevel gear (6) is inserted in the suspension (1), the power input bevel gear (6) is engaged with a connecting bevel gear (7), the connecting bevel gear (7) is connected with a conversion frame (8) through a rotating shaft, a first differential bevel gear (9) and a second differential bevel gear (10) which are symmetrically arranged are movably connected in the conversion frame (8), the first differential bevel gear (9) is positioned at the top end of the second differential bevel gear (10);
a first transmission bevel gear (11) is meshed between the first differential bevel gear (9) and the second differential bevel gear (10), one side of the first transmission bevel gear (11) is fixedly connected with a transmission shaft (12), one end of the transmission shaft (12) extends into the rear axle (2) and is fixedly connected with a second transmission bevel gear (13), and the second transmission bevel gear (13) is meshed with a first rear axle gear (14);
a first shaft sleeve (15) is sleeved on the transmission shaft (12) and positioned in the suspension (1), one end of the first shaft sleeve (15) is fixedly connected with a first transmission bevel gear (16), the first transmission bevel gear (16) is respectively meshed with the first differential bevel gear (9) and the second differential bevel gear (10), the other end of the first shaft sleeve (15) is fixedly connected with a first linkage gear (17), the first linkage gear (17) is meshed with a first reversing gear (18), the first reversing gear (18) is connected with a second reversing gear (19) through a rotating shaft, the second reversing gear (19) is meshed with a third reversing gear (20), and the third reversing gear (20) is meshed with a second linkage gear (21) movably sleeved on the transmission shaft (12);
the second linkage gear (21) is fixedly connected with a second shaft sleeve (22), the second shaft sleeve (22) is movably sleeved on the transmission shaft (12), one end of the second shaft sleeve (22) extends into the rear axle (2) and is positioned on the transmission shaft (12) and is fixedly connected with a second transmission bevel gear (23), and the second transmission bevel gear (23) is meshed with a second rear axle gear (24).
2. A suspension drive mechanism according to claim 1, characterised in that one side of the suspension (1) is movably connected to the support frame (5) by a connecting shaft, and a gap is left between the bottom end of the suspension (1) and the support frame (5).
3. A suspension transmission according to claim 2, characterized in that the power input bevel gear (6) is provided with a horizontally arranged power shaft at one side, and one end of the power shaft penetrates through one side of the suspension (1).
4. A suspension drive according to claim 3, characterized in that the transfer frame (8) is of U-shaped configuration and the first transfer bevel gear (11) and the first transfer bevel gear (16) engage on both sides of the first differential bevel gear (9) and the second differential bevel gear (10), respectively.
5. A suspension gear according to claim 4, characterised in that a gap is left between the first linkage gear (17) and the second linkage gear (21).
6. A suspension transmission according to claim 5, characterised in that the first counter gear (18) and the third counter gear (20) are each movably connected in the suspension (1) by means of a shaft.
7. A suspension transmission according to claim 6, characterized in that a gap is left between the second transfer bevel gear (13) and the second rear axle gear (24).
8. A suspension transmission according to claim 7, wherein the first rear axle gear (14) and the second rear axle gear (24) are each connected to a wheel via a shaft.
9. A suspension gear according to claim 8, characterised in that a shock absorber is also connected between the body (3) and the suspension (1).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202122468804.2U CN216231673U (en) | 2021-10-12 | 2021-10-12 | Suspension transmission mechanism |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202122468804.2U CN216231673U (en) | 2021-10-12 | 2021-10-12 | Suspension transmission mechanism |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN216231673U true CN216231673U (en) | 2022-04-08 |
Family
ID=80986146
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202122468804.2U Active CN216231673U (en) | 2021-10-12 | 2021-10-12 | Suspension transmission mechanism |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN216231673U (en) |
-
2021
- 2021-10-12 CN CN202122468804.2U patent/CN216231673U/en active Active
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Effective date of registration: 20240110 Address after: Room 409-2, Building 1, Xigang Development Center, Xihu District, Hangzhou City, Zhejiang Province, 310030 Patentee after: Hangzhou Ruikr Intelligent Technology Co.,Ltd. Address before: 324000 No. 68, Sishan village, Gaojia Town, Qujiang District, Quzhou City, Zhejiang Province Patentee before: Zhang Yunping |