WO2014101258A1 - 双胎驱动桥用独立悬架 - Google Patents

双胎驱动桥用独立悬架 Download PDF

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Publication number
WO2014101258A1
WO2014101258A1 PCT/CN2013/000806 CN2013000806W WO2014101258A1 WO 2014101258 A1 WO2014101258 A1 WO 2014101258A1 CN 2013000806 W CN2013000806 W CN 2013000806W WO 2014101258 A1 WO2014101258 A1 WO 2014101258A1
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WO
WIPO (PCT)
Prior art keywords
assembly
frame
bracket
suspension
final drive
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Application number
PCT/CN2013/000806
Other languages
English (en)
French (fr)
Inventor
李健军
张龙利
傅晓为
梅晓峰
Original Assignee
上海瑞尔实业有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Application filed by 上海瑞尔实业有限公司 filed Critical 上海瑞尔实业有限公司
Priority to DE212013000238.6U priority Critical patent/DE212013000238U1/de
Publication of WO2014101258A1 publication Critical patent/WO2014101258A1/zh

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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
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/40—Indexing codes relating to the wheels in the suspensions
    • B60G2200/422—Driving wheels or live axles
    • 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
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/20—Type of damper
    • B60G2202/21—Type of damper with two dampers per wheel, arranged before and after the wheel axis
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2206/00—Indexing codes related to the manufacturing of suspensions: constructional features, the materials used, procedures or tools
    • B60G2206/01—Constructional features of suspension elements, e.g. arms, dampers, springs
    • B60G2206/50—Constructional features of wheel supports or knuckles, e.g. steering knuckles, spindle attachments
    • 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
    • B60G2300/026—Heavy duty trucks

Definitions

  • the invention relates to an air suspension for an automobile, in particular to an independent suspension for a double tire drive axle. Background technique
  • the rear suspension of large vehicles is an integral bridge type twin tire non-independent suspension.
  • many passenger cars use rear engines.
  • the ordinary twin-spring retractable non-independent suspension was changed to a twin-air air spring type non-independent suspension. Since the suspension is a type of elastic element system with damping and damping, its non-suspended mass (i.e., 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 conventional non-independent suspension because the integral axle (including the final drive assembly) jumps up and down with the wheels, the engine and the transmission assembly are fixed to the frame. This necessitates the installation of a retractable drive shaft between the transmission and the final drive.
  • 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.
  • An independent suspension for a twin tire drive axle comprising a final drive assembly, a frame, a hub bracket and a suspension system; wherein: the final drive assembly is connected to the frame by means of a fulcrum, and the hub bracket is suspended by The arms of the frame system in which the upper and lower parallel lengths are arranged are connected to the final drive assembly.
  • the independent suspension of the double tire drive axle is characterized in that: the specific structure of the independent suspension of the double tire drive axle comprises a suspension system disposed under the frame; the suspension system comprises a left and right upper cross arm, left , right lower arm, air spring and shock absorber assembly; the upper end of the reducer assembly is hinged to the frame through the reducer bracket, and the lower end is hinged to the upper and lower cross arms on both sides of the suspension system
  • the outer end is fixedly connected to the hub bracket;
  • 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 left and right upper cross arms and the left and right lower cross arms are hinged to a main deceleration
  • the upper end of the final drive assembly is hinged to the frame through the final drive bracket; the final drive assembly is coupled to the transmission, and the transmission is located on the left and right upper cross arms and left and right
  • the left and right transmission shafts are connected to the inner ends of the cross arm;
  • the independent suspension of the double tire drive axle is characterized in that: the transmission device is an inextensible cross shaft universal transmission, a retractable cross shaft universal transmission or a coupling.
  • the independent suspension of the double tire drive axle is characterized in that: the wheel hub bracket is provided with a half shaft sleeve and a brake caliper, and the wheel hub with the brake disc and the twin tire is fixed on the half shaft sleeve;
  • the chamber assembly is fixed to the hub bracket; wherein the brake caliper and the brake disc are components 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. Final drive assembly, 7. Flexible coupling, 8. Transmission, 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 casing.
  • the present invention provides an independent suspension for a twin tire drive axle whose primary purpose is to reduce the non-suspension quality.
  • 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 four fulcrums, and the hub bracket is supported by a suspension system.
  • the long parallel 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 twin tire drive axle according to the present invention.
  • the suspension system includes a left and right upper cross arm 3, a left and a right lower cross arm 4, an air spring 1 and a 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 a final drive bracket 13; the final drive assembly 6 is drivingly coupled to a non-retractable cross shaft universal joint 8 which is non-retractable cross shaft
  • the universal transmission device 8 is connected to the inner ends of the left and right transmission shafts 2 between the left and right upper cross arms 3 and the left and right lower cross arms 4; the left and right transmission shafts 2 are respectively sleeved with left, Right half shaft sleeve 16, and its The outer ends are respectively connected to the twin tires; the final drive assembly 6 is also connected to the transmission assembly fixed to the frame 5 via the elastic coupling 7.
  • 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 twin 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 parts of the disc brake assembly 12.
  • the above embodiment has the following design features and design effects.
  • the main reducer is connected to the frame by four fulcrums on the final reducer housing, and the left and right wheels are connected to the final drive housing by the left and right double cross arms, left and right broken.
  • the open half shaft is connected to the left and right hubs by a non-retractable drive, which greatly reduces the non-suspension quality that originally oscillated along with the wheels.
  • the embodiment of the present invention adopts a twin tire structure. Since the front axle is a single tire, if the rear axle uses a single wide tire, the cost of the single wide tire is higher than that of the twin tire, and at the same time, the front and rear spare tires are inconsistent, resulting in the whole vehicle layout. It is more difficult, resulting in a significant increase in the cost of car replacement tires.
  • the main reduction assembly, the transmission assembly and the engine assembly are all fixed on the same frame.
  • the transmission and the final drive can theoretically be rigidly docked.
  • a flexible coupling is used to connect the transmission to the main reducer.
  • the spring distance in the independent suspension is the wheelbase. 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 present invention has a total weight of at least 100 kg compared with the conventional four-balloon non-independent suspension, which not only improves the ride comfort but also reduces the fuel consumption of the entire vehicle.
  • a flexible coupling instead of a retractable drive shaft, it can be a shorter passenger car (total length 7 to 9 meters)
  • the passenger car brings convenience in layout, which makes the wheelbase increase and the rear suspension shortened.
  • the axle load distribution of the front and rear axles is more reasonable, which solves the problem of out of control of the vehicle.
  • the transmission of the invention may also be: a retractable cross shaft universal transmission or a coupling transmission.
  • 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.
  • the cost is high, and the road conditions for driving the vehicle are relatively high. It also axially adjusts the amount of movement due to deformation during movement of the car, and the structure is simple and reliable.
  • the industry has a long application time and low cost.

Landscapes

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

Abstract

一种汽车用的空气悬架，特别是一种双胎驱动桥用独立悬架。该独立悬架包括主减速器总成（6）、车架（5）、轮毂支架（11）和悬架系统。该主减速器总成（6）借助支点与车架（5）相连，轮毂支架（11）借助悬架系统中上下等长平行布置的双臂与主减速器总成相连。通过上述结构主要获得的技术效果是将原来随同车轮一起跳动的非悬载质量大大减少。

Description

双胎驱动桥用独立悬架
技术领域
本发明涉及汽车用的空气悬架， 特别是一种双胎驱动桥用独立悬架。 背景技术
目前大型汽车的后悬架均为整体桥式双胎非独立悬架。 随着客车技术的 发展很多客车均采用后置发动机。 将普通的双胎梹簧式非独立悬架改为双胎 空气弹簧式非独立悬架。 由于悬架是一种有阻尼减振的弹性元件系统其非悬 载质量（即弹性元件以下的质量）对振动特性有着非常重要的影响， 因此， 非悬载质量愈大振动特性愈差。
另外， 传统的非独立悬架， 由于整体车桥（含主减速器总成） 随车轮一 起上下跳动而发动机连同变速器总成是固定在车架上。 这样就必须在变速器 及主减速器之间安装一个可伸縮的传动轴。 考虑到传动效率并防止车轮大幅 度上下跳动时万向节叉卡死， 该传动轴不能太短（一般两个万向节之间的的 距离不会小于 350毫米） 。 这种传动的布置形式就使得总厂 7米到 9米的客 车很难把轴距做大从而造成前后轴载荷分配不合理。 一般前轴负荷也只能占 总重的 28%左右， 甚至更小。 由于前轴负荷过小， 容易造成汽车转向失控， 特别是空车爬坡时后果更严重。
发明内容
本发明的目的在于提供一种双胎驱动桥用独立悬架， 主要解决上述现有 技术所存在的缺陷， 主要获得的技术效果是将原来随同车轮一起跳动的非悬 载质量大大减少。
为实现上述目的， 本发明是这样实现的。 一种双胎驱动桥用独立悬架， 它包括主减速器总成、 车架、 轮毂支架和 悬架系统； 其特征在于： 该主减速器总成借助支点与车架相连， 轮毂支架借 助悬架系统中上下等长平行布置的双臂与主减速器总成相连。
所述的双胎驱动桥用独立悬架， 其特征在于： 双胎驱动桥用独立悬架具 体结构包括设置在车架下方的悬架系统； 该悬架系统包括有左、 右上橫臂， 左、 右下横臂， 空气弹簧和减震器总成； 该减速器总成上端通过减速器支架 铰接在车架上， 下端则铰接在位于悬架系统两侧的与上横臂和下横臂外端固 定连接的轮毂支架上； 该空气弹簧上端通过气囊支架与车架固定连接， 下端 则固定连接在轮毂支架上； 该左、 右上横臂和左、 右下横臂之间铰接一主减 速器总成， 该主减速器总成上端通过主减速器支架铰接在车架上； 该主减速 器总成与传动装置传动连接， 该传动装置则与位于左、 右上横臂和左、 右下 横臂之间的左、 右传动轴内端传动连接； 该左、 右传动轴上分别套设有左、 右半轴套管， 且其外端分别连接双胎； 该主减速器总成还通过弹性联轴器连 接固定在车架上的变速器总成。
所述的双胎驱动桥用独立悬架， 其特征在于： 所述的传动装置为不可伸 縮的十字轴万向传动装置、 可伸缩的十字轴万向传动装置或联轴器。
所述的双胎驱动桥用独立悬架， 其特征在于： 所述的轮毂支架上装有半 轴套管和制动钳， 装有刹车盘及双胎的轮毂固定在半轴套管上； 制动器室总 成固定在轮毂支架上； 其中制动钳和刹车盘为盘式制动器总成的零部件。 附图说明
图 1是本发明实施例 1的结构示意图。
图 2是图 1的正面视图。 图中： 1.空气弹簧、 2.传动轴、 3.上横臂、 4.下横臂、 5.车架、 6.主减速器 总成、 7.弹性联轴器、 8.传动装置、 9.制动器室总成、 10.减震器总成、 11.轮 毂支架、 12.盘式制动器总成、 13.主减速器支架、 14.气囊支架、 15.减震器支 架、 16半轴套管。
具体实施方式
本发明提供了一种双胎驱动桥用独立悬架， 其主要目的在于减少非悬载 质量。 其主要设计结构中包括主减速器总成、 车架、 轮毂支架和悬架系统； 其特征在于： 该主减速器总成借助四个支点与车架相连， 轮毂支架借助悬架 系统中上下等长平行布置的双臂与主减速器总成相连。 本发明设计成独立悬 架之后， 非整体的驱动桥取消， 主减速器连同其壳体一起固定在车架上， 这 样就将原来随同车轮一起跳动的非悬载质量大大减少。
请参阅图 1、 2， 它是本发明双胎驱动桥用独立悬架一较佳实施例 1的结 构示意图。 如图所示： 它包括设置在车架 5下方的悬架系统； 该悬架系统包 括有左、 右上横臂 3， 左、 右下横臂 4， 空气弹簧 1和减震器总成 10; 该减 速器总成 10上端通过减速器支架 15铰接在车架 5上， 下端则铰接在位于悬 架系统两侧的与上横臂 3和下横臂 4外端固定连接的轮毂支架 11上；该空气 弹簧 1上端通过气囊支架 14与车架 5固定连接，下端则固定连接在轮毂支架 11上； 该左、 右上横臂 3和左、 右下横臂 4之间铰接一主减速器总成 6, 该 主减速器总成 6上端通过主减速器支架 13铰接在车架 5上；该主减速器总成 6与不可伸縮的十字轴万向传动装置 8传动连接， 该不可伸縮的十字轴万向 传动装置 8则与位于左、 右上橫臂 3和左、 右下横臂 4之间的左、 右传动轴 2内端传动连接； 该左、 右传动轴 2上分别套设有左、 右半轴套管 16， 且其 外端分别连接双胎； 该主减速器总成 6还通过弹性联轴器 7连接固定在车架 5上的变速器总成。
轮毂支架 11上装有半轴套管 16和制动钳， 装有刹车盘及双胎的轮毂固 定在半轴套管 16上。 制动器室总成 9固定在轮毂支架 11上。 其中制动钳和 刹车盘为盘式制动器总成 12的零部件。
上述实施例具有如下设计特点和设计效果。
1、本发明实施例是借助主减速器壳体上的四个支点将主减速器与车架相 连而左右车轮是借助左右的双横臂将车轮与主减速器壳体相连， 左、 右断开 的半轴借不可伸縮的传动与左右轮毂相连， 这样就将原来随同车轮一起跳动 的非悬载质量大大减少。
2、本发明实施例采用双胎结构， 由于前桥用的是单胎， 如果后桥使用单 宽胎， 单宽胎的成本比双胎更高， 同时造成前后备胎不一致， 导致整车布置 比较困难， 导致汽车更换轮胎时费用大幅增加。
3、本发明实施例中由于主减速总成、变速器总成及发动机总成均固定在 同一个车架上。 汽车车轮上下跳动时， 理论上各总成之间已没有纵向移动的 可能， 变速器与主减速器在理论上可以刚性对接。 但是考虑到发动机橡胶支 承的弹性变形以及制造精度等方面的问题， 用一个弹性联轴器将变速器与主 减速器连在一起。 由汽车理论得知， 独立悬架中的弹簧距即为轮距， 故该种 悬架型式横向角刚度很大， 可以不加装横向稳定装置。
4、本发明实施例悬架与传统的四气囊非独立悬架相比总重至少降 100公 斤， 这不仅提高了汽车的平顺性， 还可以降低整车的燃料消耗。 另外由于采 用弹性连轴器取代了可伸缩的传动轴， 可为较短的客车（总长 7米到 9米的 客车）带来了布置上的方便性， 使轴距加大、 后悬縮短， 前后轴的轴荷分配 更趋合理， 解决了汽车操纵失控的问题。
作为变化例， 本发明的传动装置还可以采用： 可伸缩的十字轴万向传动 装置或联轴器传动装置。
其中： 连轴器为一种球笼式结构， 其优点在于使用寿命长， 可靠性高， 噪音低， 不受双横臂结构的限制， 从而降低用户的使用成本。 缺点： 成本较 高， 对车辆行驶的路况要求比较高。 它还可以轴向调节由于汽车运动时变形 带来的移动量， 结构简单牢靠。 行业运用时间长， 成本较低。 缺点： 重量较 重， 使用寿命不是很长。
综上所述仅为本发明的较佳实施例而已， 并非用来限定本发明的实施范 围。 即凡依本发明申请专利范围的内容所作的等效变化与修饰， 都应为本发 明的技术范畴。

Claims

权 利 要 求
1、一种双胎驱动桥用独立悬架， 它包括主减速器总成、车架、轮毂支架 和悬架系统； 其特征在于： 该主减速器总成借助支点与车架相连， 轮毂支架 借助悬架系统中上下等长平行布置的双臂与主减速器总成相连。
2、根据权利要求 1所述的双胎驱动桥用独立悬架， 其特征在于： 双胎驱 动桥用独立悬架具体结构包括设置在车架（5)下方的悬架系统； 该悬架系统 包括有左、右上横臂（3 )， 左、右下横臂（4)， 空气弹簧（1 )和减震器总成
( 10)； 该减速器总成（10)上端通过减速器支架（15 )铰接在车架（5 )上， 下端则铰接在位于悬架系统两侧的与上横臂 （3 )和下横臂 （4)外端固定连 接的轮毂支架（11 )上； 该空气弹簧（1 )上端通过气囊支架（14)与车架（5) 固定连接， 下端则固定连接在轮毂支架（11 )上； 该左、右上横臂（3 )和左、 右下横臂 （4)之间铰接一主减速器总成（6)， 该主减速器总成（6) 上端通 过主减速器支架 （13 )铰接在车架 （5 )上； 该主减速器总成（6)与传动装 置（8)传动连接， 该传动装置（8)则与位于左、 右上横臂（3 )和左、 右下 横臂（4)之间的左、 右传动轴（2) 内端传动连接； 该左、 右传动轴（2)上 分别套设有左、右半轴套管（16)， 且其外端分别连接双胎； 该主减速器总成
(6)还通过弹性联轴器 （7)连接固定在车架 （5 )上的变速器总成。
3、根据权利要求 2所述的双胎驱动桥用独立悬架， 其特征在于： 所述的 传动装置（8)为不可伸缩的十字轴万向传动装置、可伸縮的十字轴万向传动 装置或联轴器。
4、根据权利要求 2或 3所述的双胎驱动桥用独立悬架， 其特征在于： 所 述的轮毂支架 （11 ) 上装有半轴套管 （16) 和制动钳， 装有刹车盘及双胎的 轮毂固定在半轴套管（16)上； 制动器室总成（9)固定在轮毂支架（11 )上; 其中制动钳和刹车盘为盘式制动器总成（12) 的零部件。
PCT/CN2013/000806 2012-12-27 2013-07-01 双胎驱动桥用独立悬架 WO2014101258A1 (zh)

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