CN218367251U

CN218367251U - Automobile independent suspension drive axle

Info

Publication number: CN218367251U
Application number: CN202222356690.7U
Authority: CN
Inventors: 何建成; 杨迪山; 全其荣; 李勇锋
Original assignee: Zhuzhou Chunhua Industry LLC
Current assignee: Zhuzhou Chunhua Industry LLC
Priority date: 2022-09-05
Filing date: 2022-09-05
Publication date: 2023-01-24
Anticipated expiration: 2032-09-05

Abstract

The utility model discloses an automobile independent suspension transaxle, include the drive assembly who is fixed in the frame through the drive support, the output of drive assembly links to each other with the wheel hub assembly through the transmission shaft, and the wheel hub assembly rotatably wears to establish in the wheel limit support, and it has two control arms to articulate between wheel limit support and drive support, is equipped with the trailing arm between wheel limit support and frame. The driving assembly is fixed on the frame through the driving support, so that the driving assembly is prevented from jumping along with a tire, the non-suspended load mass and the height of the mass center of the whole vehicle are reduced, and the smoothness and the stability of the whole vehicle are improved; the control arm is arranged between the driving support and the wheel-side support, so that the transverse stability of the whole vehicle is improved. The utility model provides an axle simple structure, easily assembly and maintenance can greatly reduce materials, reduces the dead weight, makes the car have better dynamic performance, through setting up the vertical support of elastic plate trailing arm reinforcing, and reasonable arranging improves anti first ability of nodding, provides the part simultaneously for the automobile body and supports, avoids the automobile body to produce excessive displacement, reduces the axletree angle of torsion.

Description

Automobile independent suspension drive axle

Technical Field

The utility model mainly relates to an axle technical field especially relates to an automobile independent suspension transaxle.

Background

At present, most of drive axles of passenger cars and commercial cars are leaf spring type non-independent suspension drive axles (as shown in fig. 1), although the frame and the drive form of the structure have simple structure and low manufacturing cost, there are many problems, for example, the spring stiffness is large, the spring distance is small, the unsprung mass below the spring is large, the flatness index of the whole car is poor, the stability is not good, if the wheel jumps up and down, the axle can jump along with the wheel, in order to avoid collision, enough space needs to be left above the axle, so that the frame (or the car body) is higher from the ground, the gravity center of the whole car is high, the transverse stability of the car is greatly reduced, and therefore, an independent suspension drive axle of the car is urgently needed.

SUMMERY OF THE UTILITY MODEL

The to-be-solved technical problem of the utility model is to overcome prior art's not enough, provide an automobile independent suspension transaxle.

In order to solve the technical problem, the utility model adopts the following technical scheme:

the utility model provides an automobile independent suspension transaxle, includes the drive assembly who is fixed in the frame bottom through the drive support, the output of drive assembly links to each other with the wheel hub assembly through the transmission shaft, the wheel hub assembly rotatably wears to establish in the wheel limit support, the wheel limit support with it has two control arms to articulate between the drive support, just the wheel limit support with be equipped with the trailing arm between the frame.

As a further improvement of the above technical solution:

the driving support and the adjacent side of the wheel edge support are vertically formed with a pair of hinged seats for mounting the control arm.

The driving assembly is arranged into an electric driving assembly and consists of a motor and a speed reducer.

The transmission shaft is formed by sequentially hinging three sections of shaft rods, wherein one section of the shaft rod positioned at the end part is inserted into the driving assembly, and the other section of the shaft rod positioned at the end part is inserted into the hub assembly.

And adjacent shaft levers are connected through a universal joint.

The shaft lever in the middle is set to be a telescopic rod or a transmission shaft which is connected with the hub assembly in a sliding way.

The two control arms are respectively positioned on the upper side and the lower side of the transmission shaft and are arranged in a staggered manner.

The longitudinal arms are arranged to be elastic plates and are vertically arranged, and the included angle theta formed by the longitudinal arms and the central axis of the transmission shaft is more than or equal to 60 degrees and less than or equal to 90 degrees.

A cross beam extends downwards from the bottom of the frame; the front end of the longitudinal arm is detachably connected with the cross beam, and the rear end of the longitudinal arm is detachably connected with the wheel edge support.

The trailing arm is Y-shaped, and an avoiding groove is formed in one end, connected with the wheel edge support, of the trailing arm.

Compared with the prior art, the utility model has the advantages of:

the driving assembly is fixed at the bottom of the frame through the driving support, so that the driving assembly is prevented from jumping along with the tire, the non-suspension quality is reduced, and the smoothness index of the whole vehicle can be improved; and the control arm is arranged between the driving bracket and the wheel-side bracket, so that the transverse stability of the whole vehicle is improved. Moreover, the axle structure of this application is because simple structure, easily assembly and maintenance, and can greatly reduce materials to reduce the dead weight, make the car have better dynamic behavior, again through setting up the slabby longitudinal wall of elasticity reinforcing vertical braces, thereby can effectively slow down the car phenomenon of nodding.

Drawings

FIG. 1 is a prior art leaf spring type dependent suspension drive axle;

FIG. 2 is a schematic view of the frame of the vehicle as it travels over a smooth surface;

FIG. 3 is a schematic view of the vehicle frame when the vehicle encounters a bump in the road surface;

FIG. 4 is a schematic structural view of an automobile axle (left side tires not shown);

FIG. 5 is a schematic cross-sectional view of an axle of an automobile (tires not shown);

FIG. 6 is a partial schematic view of an axle for a vehicle.

The reference numerals in the figures denote: 1. a drive bracket; 2. a frame; 21. a cross beam; 3. a drive assembly; 4. a drive shaft; 41. a shaft lever; 42. a cross-pin universal joint; 5. a hub assembly; 6. a wheel-side support; 7. a control arm; 8. a trailing arm; 81. an avoidance groove; 9. a hinged seat; 10. a tire; 11. a gas chamber; 12. a shock absorber; 13. an air spring.

Detailed Description

The invention will be described in further detail with reference to the drawings and specific embodiments.

As shown in fig. 2 to 6, the drive axle of the independent suspension of the present embodiment includes a driving assembly 3 fixed at the bottom of the frame 2 through a driving bracket 1, an output end of the driving assembly 3 is connected with a hub assembly 5 through a transmission shaft 4, the hub assembly 5 is rotatably inserted into a wheel-side bracket 6, two control arms 7 are hinged between the wheel-side bracket 6 and the driving bracket 1, and a longitudinal arm 8 is disposed between the wheel-side bracket 6 and the frame 2. The driving assembly 3 is fixed at the bottom of the frame 2 through the driving support 1 and moves synchronously with the vehicle in the driving process, the output end of the driving assembly 3 is connected with the input end of the transmission shaft 4, the output end of the transmission shaft 4 is fixed with the hub assembly 5, and the force is transmitted to the hub assembly 5 through the transmission shaft 4 under the driving action of the driving assembly 3, so that the tire 10 installed on the hub assembly 5 is driven to rotate. In order to enhance the lateral stability of the axle structure, two control arms 7 are arranged between the wheel-side bracket 6 and the driving bracket 1, the length direction of the control arms 7 is basically consistent with the direction of the transverse shaft of the vehicle, and when the vehicle swings laterally or the hub assembly 5 tilts, the control arms 7 limit the movement of the driving bracket 1 in a pushing/pulling mode. With particular reference to fig. 1 and 2, fig. 1 is a schematic view of a vehicle traveling on a smooth road, wherein the control arm 7 is not squeezed or pulled along its length; fig. 2 is a schematic diagram of a state that a vehicle encounters a raised road surface, specifically, when the tire 10 on the left side of the vehicle jumps up, the hub assembly 5 and the tire 10 turn clockwise under the traction action of the transmission shaft 4, and at this time, one end of the trailing arm 8 twists along with the wheel-side bracket 6, so that the vertical supporting capability is greatly reduced, and the tire 10 can jump up; and because the control arm 7 is arranged between the driving bracket 1 and the wheel-side bracket 6, when the automobile overturns, the control arm 7 is pressed or pulled along the length direction, and can resist external force within a certain range due to being a rigid member, so that excessive deformation between the driving bracket 1 and the wheel-side bracket 6 can be limited, and the transverse stability of the automobile is improved. According to the invention, the driving support 1 is arranged to fix the driving assembly 3 at the bottom of the frame 2, so that the driving assembly is prevented from jumping along with the tire 10, the non-suspended load quality is reduced, and the smoothness index of the whole vehicle can be improved; and the control arm 7 is arranged between the driving bracket 1 and the wheel-side bracket 6, so that the transverse stability of the whole vehicle is improved. Moreover, the axle structure of this application is because simple structure, easily assembles and maintenance, and can greatly reduce the materials to reduce the dead weight, make the car have better dynamic behavior.

In this embodiment, the adjacent sides of the driving bracket 1 and the wheel-side bracket 6 are vertically formed with a pair of hinge seats 9 for mounting the control arm 7. The transmission shaft 4 and the control arms 7 are located on different planes, and the two control arms 7 are respectively arranged on the upper side and the lower side of the transmission shaft 4. Since the wheel-side support 6 will turn over during the jump-up of the tire 10, in order to avoid the control arm 7 from bending and deforming due to the excessive force generated by the turning-over and perpendicular to the length direction of the control arm 7, the connection form of the control arm 7 and the driving support 1 and the connection form of the control arm 7 and the wheel-side support 6 are arranged to be hinged. Through set up articulated seat 9 in drive bracket 1 and wheel limit support 6's adjacent one side, can provide the installation basis for control arm 7, simultaneously, in order to can bigger degree to restrict the clockwise upset of wheel limit support 6, set up two control arms 7 respectively in the upper and lower both sides of transmission shaft 4, and make transmission shaft 4 and control arm 7 be located the different planes to the restriction wheel produces the rotation when going straight or turning, and can control the inflection upset and the swing of wheel limit support 6.

In this embodiment, the driving assembly 3 is configured as an electric driving assembly, and is composed of a motor and a speed reducer. By providing the drive assembly 3 as an electric drive assembly, it is possible to complement an electric vehicle.

In this embodiment, the transmission shaft 4 is formed by sequentially hinging three sections of shaft rods 41, wherein one section of the shaft rod 41 at the end is inserted into the driving assembly 3, and the other section of the shaft rod 41 at the end is inserted into the hub assembly 5. Adjacent shafts 41 are connected via a universal joint 42. The shaft rod 41 in the middle is configured to slidably connect the telescopic rod or the transmission shaft 4 to the hub assembly 5. The three-segment shaft lever 41 is connected by two universal joints 42 to form the transmission shaft 4, and the three-segment shaft lever 41 can synchronously rotate along the central axis to transmit kinetic energy and has bending capability so as to ensure that the tire 10 meets the requirement of a moving space when jumping up.

In this embodiment, the trailing arms 8 are disposed as elastic plates and vertically arranged, and the included angle θ between the trailing arms 8 and the central axis of the transmission shaft 4 is in the range of 60 ° to 90 °. A cross beam 21 extends downwards from the bottom of the frame 2; the front end of the longitudinal arm 8 is detachably connected with the cross beam 21, and the rear end of the longitudinal arm is detachably connected with the wheel edge support 6. The arrangement mode enables the automobile to have the anti-nod and anti-head-up capabilities, the longitudinal arm 8 is arranged in a plate-shaped structure and is vertically arranged, when vertical force is generated on the upper portion of the automobile body, the direction of the force is perpendicular to the thickness direction of the longitudinal arm 8, and the longitudinal arm 8 has strong anti-bending and anti-torsion capabilities, so that support can be provided for the upper portion of the automobile body to a certain degree, excessive displacement is avoided, and the torsion angle of an automobile axle is reduced. Moreover, the cross beam 21 is arranged above the front side of the transmission shaft 4, namely the longitudinal arm 8 is arranged in a forward tilting state, when the automobile is started, the front part of the automobile body has a tendency of upwarping, and at the moment, the longitudinal arm 8 generates pulling force along the length direction thereof, so that the upwarping degree of the automobile body can be limited; when the automobile brakes, the front part of the automobile body has a pressing-down trend, and the trailing arm 8 generates thrust along the length direction of the trailing arm, so that the pressing-down degree of the automobile body can be limited, and the comfort can be greatly improved by limiting the upwarp and pressing-down amplitude of the automobile body. The tire 10 is prevented from being limited to move due to the fact that the longitudinal arm 8 generates overlarge thrust to the wheel side support 6 when the tire 10 jumps upwards, the front end of the elastic plate-shaped longitudinal arm 8 is connected with the cross beam 21 fixed with the frame 2 when the tire 10 jumps upwards and always keeps a vertical state, and the rear end of the elastic plate-shaped longitudinal arm 8 overturns along with the wheel side support 6 to generate torsion, so that the supporting capacity of the longitudinal arm 8 along the vertical direction is greatly reduced, namely the resistance to the upward jump of the tire 10 is reduced; specifically, the connecting point of the longitudinal arm 8 and the cross beam 21 is higher than the central height of the wheel, so that the braking point and acceleration head-up phenomenon of the whole vehicle can be better controlled, and the vertical arrangement of the longitudinal arm improves the longitudinal rigidity on one hand, and on the other hand, the longitudinal arm can be twisted in the up-and-down jumping process of the wheel, so that the wheel center movement can be more conveniently controlled. Moreover, since the trailing arm 8 is frequently twisted during the traveling process and is liable to cause fatigue damage and loss of function, for the convenience of maintenance and replacement, both ends thereof are detachably connected to the cross beam 21 and the wheel-side bracket 6, specifically, the connection may be bolted. Overall, the suspension disclosed in this embodiment has a simple structure, low cost, and the suspension parameters are easier to control.

In this embodiment, the trailing arm 8 is Y-shaped, and an avoidance groove 81 is formed at one end connected to the wheel-side bracket 6. By providing the trailing arm 8 in a Y-shape, interference between the trailing arm 8 and the air chamber 11 can be effectively avoided.

Preferably, a shock absorber 12 and an air spring 13 are further installed between the frame 2 and the wheel-side bracket 6.

The driving assembly 3 is fixed on the frame 2 by arranging the driving bracket 1, and the jumping-up space of the axle is eliminated, so that the gravity center height of the whole automobile can be reduced, and the transverse stability of the automobile is improved. Meanwhile, the axle is disconnected, the control arm 7 is used for connecting the driving bracket 1 and the wheel edge bracket 6, the longitudinal arm 8 is used for connecting the wheel edge bracket 6 to the frame 2, various forces and moments can be borne by the control arm 7 and the longitudinal arm 8, so that normal running of an automobile is guaranteed, and the torque generated by the driving assembly 3 can be transmitted to the wheel edge through the disconnected transmission shaft 4. Because the longitudinal arm 8 is made of steel plates and the two ends of the control arm 7 are connected by the spherical hinges, the movement interference when the wheels jump up and down can be avoided.

Although the present invention has been described with reference to the preferred embodiments, it is not intended to be limited thereto. The technical solution of the present invention can be used by anyone skilled in the art to make many possible variations and modifications, or to modify equivalent embodiments, without departing from the scope of the technical solution of the present invention, using the technical content disclosed above. Therefore, any simple modification, equivalent change and modification made to the above embodiments by the technical entity of the present invention should fall within the protection scope of the technical solution of the present invention.

Claims

1. The utility model provides an automobile independent suspension transaxle which characterized in that: including being fixed in drive assembly (3) of frame (2) bottom through drive support (1), the output of drive assembly (3) links to each other with wheel hub assembly (5) through transmission shaft (4), wheel hub assembly (5) rotatably wear to establish in wheel limit support (6), wheel limit support (6) with it has two control arms (7) to articulate between drive support (1), just wheel limit support (6) with be equipped with longitudinal wall (8) between frame (2).

2. The automotive independent suspension transaxle of claim 1 wherein: the driving support (1) and the adjacent side of the wheel edge support (6) are vertically formed with a pair of hinged seats (9) for mounting the control arm (7).

3. The automotive independent suspension transaxle of claim 1 wherein: the driving assembly (3) is arranged into an electric driving assembly, and consists of a motor and a speed reducer.

4. The automotive independent suspension transaxle of claim 1 wherein: the transmission shaft (4) is formed by sequentially hinging three sections of shaft rods (41), wherein one section of the shaft rod (41) positioned at the end part is inserted into the driving assembly (3), and the other section of the shaft rod (41) positioned at the end part is inserted into the hub assembly (5).

5. The automotive independent suspension transaxle of claim 4, wherein: the adjacent shaft rods (41) are connected through a universal joint (42).

6. The automotive independent suspension transaxle of claim 4 wherein: the middle shaft lever (41) is set into a telescopic rod or a transmission shaft (4) which is connected with the hub assembly (5) in a sliding way.

7. The automotive independent suspension transaxle of claim 1, wherein: the two control arms (7) are respectively positioned on the upper side and the lower side of the transmission shaft (4) and are arranged in a staggered manner.

8. The automotive independent suspension transaxle of claim 1, wherein: the longitudinal arms (8) are arranged to be elastic plates and are vertically arranged, and the included angle theta formed by the longitudinal arms (8) and the central axis of the transmission shaft (4) is more than or equal to 60 degrees and less than or equal to 90 degrees.

9. The automotive independent suspension transaxle of claim 8 wherein: a cross beam (21) extends downwards from the bottom of the frame (2); the front end of the longitudinal arm (8) is detachably connected with the cross beam (21), and the rear end of the longitudinal arm is detachably connected with the wheel edge support (6).

10. The automotive independent suspension transaxle of claim 8 wherein: the longitudinal arm (8) is Y-shaped, and an avoiding groove (81) is formed at one end of the longitudinal arm connected with the wheel edge support (6).