Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60G—VEHICLE SUSPENSION ARRANGEMENTS
  • B60G3/00—Resilient suspensions for a single wheel
  • B60G3/18—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram
  • B60G3/20—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram all arms being rigid
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60G—VEHICLE SUSPENSION ARRANGEMENTS
  • B60G2200/00—Indexing codes relating to suspension types
  • B60G2200/10—Independent suspensions
  • B60G2200/14—Independent suspensions with lateral arms
  • B60G2200/144—Independent suspensions with lateral arms with two lateral arms forming a parallelogram
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60G—VEHICLE SUSPENSION ARRANGEMENTS
  • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
  • B60G2202/10—Type of spring
  • B60G2202/15—Fluid spring
  • B60G2202/152—Pneumatic spring
  • B60G2202/1524—Pneumatic spring with two air springs per wheel, arranged before and after the wheel axis
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60G—VEHICLE SUSPENSION ARRANGEMENTS
  • B60G2300/00—Indexing codes relating to the type of vehicle
  • B60G2300/02—Trucks; Load vehicles
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60G—VEHICLE SUSPENSION ARRANGEMENTS
  • B60G2300/00—Indexing codes relating to the type of vehicle
  • B60G2300/04—Trailers

Definitions

• the present invention relates to an air suspension for an automobile, and more particularly to an independent suspension structure for a drive axle. Background technique
• the rear suspension of large vehicles is an integral bridge type non-independent suspension.
• many cars, especially passenger cars use a rear engine, and the ordinary leaf spring type non-independent suspension is changed to an air spring type non-independent suspension.
• the suspension is an elastic element system with damping and damping, its non-suspended mass (ie, the mass below the elastic element) has a very important influence on the vibration characteristics. Therefore, the greater the non-suspension quality, the worse the vibration characteristics.
• the traditional non-independent suspension because the overall axle (including the final drive assembly) jumps up and down with the wheel and the engine and the transmission assembly are fixed on the frame, so it must be between the transmission and the final drive.
• Install a retractable drive shaft Considering the transmission efficiency and preventing the universal joint fork from being stuck when the wheel is bouncing up and down, the drive shaft should not be too short (generally the distance between the two universal joints will not be less than 350 mm).
• This type of transmission is such that it is difficult for the passenger car of the main factory from 7 meters to 9 meters to make the wheelbase larger and the front and rear axle load distribution is unreasonable.
• the front axle load can only account for about 28% of the total weight, or even smaller. Because the front axle load is too small, it is easy to cause the car to turn out of control, especially when the empty car climbs the slope is more unsafe.
• the present invention provides an independent suspension for a transaxle, which can greatly reduce the non-suspension quality of the beating with the wheel, improve the steering stability and safety of the vehicle, and realize the front and rear axle loads.
• the distribution is more reasonable.
• An independent suspension structure for a transaxle comprising a final drive assembly, a frame, a trough fork and a suspension system; wherein: the final drive assembly is connected to the frame by means of a fulcrum, and the hub bracket is The up and down arms of the suspension system are connected to the final drive assembly.
• the independent suspension structure of the drive axle is characterized in that: the independent structure of the independent suspension of the drive axle comprises a suspension system disposed under the frame; the suspension system comprises left and right upper cross arms, left and right lower a cross arm, an air spring and a shock absorber assembly; the upper end of the reducer assembly is hinged to the frame via a reducer bracket, and the lower end is hinged to the outer ends of the upper and lower cross arms at both sides of the suspension system
• the upper end of the air spring is fixedly connected to the frame through the airbag bracket, and the lower end is fixedly connected to the hub bracket;
• the main reducer assembly is hinged between the left and right upper cross arms and the left and right lower cross arms
• the upper end of the final reducer assembly is hinged to the frame through the final drive bracket; the final drive assembly is connected to the transmission, and the transmission is connected to the left and right upper cross arms and the left and right lower cross arms.
• the left and right drive shaft inner end drive connection; the left and right drive shafts are respectively sleeved with left and right half shaft sleeves, and the outer ends thereof are respectively connected with the tire; the final reducer assembly also passes the elasticity Shaft is connected fixed to the frame transmission assembly.
• the drive axle uses an independent suspension structure, characterized in that: the transmission device is a cross shaft universal transmission or a coupling device.
• the independent suspension structure of the transaxle is characterized in that: the hub bracket is provided with a semi-axle sleeve and a brake caliper, and a hub equipped with a brake disc and a tire is fixed on the semi-axle sleeve; It is fixed on the hub bracket.
• the brake caliper and the brake disc are parts of the disc brake assembly.
• Figure 1 is a schematic view showing the structure of a first embodiment of the present invention.
• Figure 2 is a front elevational view of Figure 1.
• Air spring 2. Transmission shaft, 3. Upper cross arm, 4. Lower cross arm, 5. Frame, 6. Main reduction 3 ⁇ 4 assembly, 7. Flexible coupling, 8. Transmission (cross shaft universal joint), 9. brake chamber assembly, 10. shock absorber assembly, 11. hub bracket, 12. disc brake assembly, 13. final drive bracket, 14. airbag bracket, 15 Shock absorber bracket, 16 half shaft bushing.
• the invention provides an independent suspension structure for a drive axle, the main purpose of which is to reduce the non-suspension quality, improve the steering stability and safety of the vehicle, and realize the reasonable distribution of the axle load of the front and rear axles.
• the main design structure includes a final drive assembly, a frame, a hub bracket and a suspension system; the main reducer assembly is connected to the frame by means of a fulcrum, and the hub bracket is arranged by means of a suspension system
• the equal length arms are connected to the final drive assembly.
• FIG. 1 and FIG. 2 are schematic structural views of a preferred embodiment 1 of an independent suspension for a transaxle according to the present invention.
• the suspension system includes left and right upper cross arms 3, left and right lower cross arms 4, air spring 1 and shock absorber assembly 10;
• the upper end of the reducer assembly 10 is hinged to the frame 5 through the reducer bracket 15, and the lower end is hinged to the hub bracket 11 fixedly connected to the outer ends of the upper cross arm 3 and the lower cross arm 4 on both sides of the suspension system;
• the upper end of the air spring 1 is fixedly connected to the frame 5 through the airbag bracket 14, and the lower end is fixedly connected to the hub bracket 11;
• the main reducer assembly is hinged between the left and right upper cross arms 3 and the left and right lower cross arms 4.
• the upper end of the final drive assembly 6 is hinged to the frame 5 via the final drive bracket 13; the final drive assembly 6 is drivingly coupled to the cross shaft universal transmission 8, and the cross shaft universal transmission 8 is Driven to the inner ends of the left and right drive shafts 2 between the left and right upper cross arms 3 and the left and right lower cross arms 4; the left and right transmissions
• the left and right axle sleeves 16 are respectively sleeved on the shaft 2, and the outer ends thereof are respectively connected with a single wide tire; the main idler assembly 6 is also connected to the transmission fixed to the frame 5 via the elastic coupling 7 Assembly.
• the hub bracket 11 is provided with a half shaft sleeve 16 and a brake caliper, and a hub equipped with a brake disc and a tire is fixed to the half shaft sleeve 16; the brake chamber assembly 9 is fixed to the hub bracket 11.
• the brake caliper and brake disc are the components of the disc brake assembly 12.
• the above embodiment has the following design features and design effects.
• the final reducer is connected to the frame by means of a fulcrum on the main reducer housing, and the left and right wheels are connected to the final drive housing by means of left and right unequal length double cross arms, left and right.
• the disconnected half shaft is connected to the left and right hubs by the drive shaft, which greatly reduces the non-suspension quality that originally jumped along with the wheel.
• the embodiment of the present invention replaces the conventional drum brake with a disc brake, which not only greatly reduces the weight of the entire vehicle but also improves the braking performance.
• the main reduction assembly, the transmission assembly and the engine assembly are all fixed on the same frame.
• the transmission and the final drive are connected by a flexible coupling.
• the spring distance in the independent suspension is the track. Therefore, the suspension type has a large lateral angular rigidity and can be installed without a lateral stabilizer.
• the suspension of the embodiment of the invention has a significant reduction in total weight (at least 100 kg), which not only improves the smoothness of the vehicle, but also reduces the fuel consumption of the entire vehicle.
• the use of a flexible coupling instead of a retractable drive shaft provides the convenience of a shorter passenger car (a passenger car with a total length of 7 to 9 meters), which increases the wheelbase and shortens the rear suspension. Before The axle load distribution of the rear axle is more reasonable, which solves the problem that the vehicle handling is easy to get out of control.
• the suspension is designed as a unequal length double cross arm, which can precisely control the wheel positioning parameters of the vehicle, thereby improving the handling stability and safety of the vehicle. At the same time, the tire wear is reduced, and the user's use cost is reduced.
• the invention has yet another embodiment, the structure of which is substantially the same as that of the embodiment 1, except that the transmission 8 is a coupling.
• the coupling is a ball cage structure, which has the advantages of long service life, high reliability, low noise, and is not limited by the double cross arm structure. Thereby reducing the user's use cost. Disadvantages: The cost is high, and the road conditions for driving the vehicle are relatively high.

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• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Vehicle Body Suspensions (AREA)

Priority Applications (1)

Applications Claiming Priority (4)

Publications (1)

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ID=51019829

Family Applications (1)

Country Status (2)

Cited By (2)

Families Citing this family (1)

Citations (7)

• 2013
  • 2013-07-01 DE DE212013000237.8U patent/DE212013000237U1/de not_active Expired - Lifetime
  • 2013-07-01 WO PCT/CN2013/000805 patent/WO2014101257A1/zh active Application Filing

Patent Citations (7)

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