WO2014101259A1 - Independent suspension for single wide tire drive axle - Google Patents

Independent suspension for single wide tire drive axle Download PDF

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Publication number
WO2014101259A1
WO2014101259A1 PCT/CN2013/000807 CN2013000807W WO2014101259A1 WO 2014101259 A1 WO2014101259 A1 WO 2014101259A1 CN 2013000807 W CN2013000807 W CN 2013000807W WO 2014101259 A1 WO2014101259 A1 WO 2014101259A1
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WO
WIPO (PCT)
Prior art keywords
assembly
bracket
frame
suspension
main reducer
Prior art date
Application number
PCT/CN2013/000807
Other languages
French (fr)
Chinese (zh)
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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Publication date
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 DE212013000235.1U priority Critical patent/DE212013000235U1/en
Publication of WO2014101259A1 publication Critical patent/WO2014101259A1/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G11/00—Resilient suspensions characterised by arrangement, location or kind of springs
    • B60G11/26—Resilient suspensions characterised by arrangement, location or kind of springs having fluid springs only, e.g. hydropneumatic springs
    • B60G11/27—Resilient suspensions characterised by arrangement, location or kind of springs having fluid springs only, e.g. hydropneumatic springs wherein the fluid is a gas
    • 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
    • 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
    • B60G2206/011—Modular constructions
    • B60G2206/0114—Independent suspensions on subframes
    • 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
    • B60G2206/60—Subframe construction
    • 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 for a single wide 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 double-spring spring-loaded 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 single wide 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 four fulcrums, the hub The brackets are connected to the final drive assembly by means of arms arranged in parallel in the suspension system in an up and down length; the transmission of the suspension system is a coupling.
  • the single wide tire drive axle independent suspension is characterized in that: the single suspension tire drive axle independent suspension specific structure includes a suspension system disposed under the frame; the suspension system includes a left and right upper cross arm , left and right lower arms, 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 cross arm and the lower side of the suspension system
  • the upper end of the cross arm 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 are hingedly connected between the left and right lower cross arms a final drive assembly, the upper end of the final drive assembly is hinged to the frame via a final drive bracket;
  • the final drive assembly is coupled to the coupling drive, and the coupling drive is located on the left,
  • the independent suspension of the single wide tire drive axle is characterized in that: the hub bracket is provided with a semi-axle sleeve and a brake caliper, and the hub with the brake disc and the single wide tire is fixed on the semi-axle sleeve ;
  • the brake chamber assembly is attached to the hub bracket.
  • the brake caliper and the brake disc are parts of the disc brake assembly.
  • Figure 1 is a schematic view of the structure 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 reducer Assembly, 7. Flexible coupling, 8. Transmission (coupling transmission), 9. Brake chamber assembly, 10. Shock absorber assembly, 11. Hub bracket, 12. Disc brake assembly, 13. Main reducer bracket, 14. Airbag bracket, 15. Shock absorber bracket, 16 half shaft bushing.
  • the present invention provides an independent suspension for a single wide 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 of an independent suspension for a single wide tire drive axle of 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 the final drive bracket 13; the final drive assembly 6 is coupled to the coupling transmission 8 and the coupling transmission 8 is located at the left
  • the left and right drive shafts 2 between the upper right cross arm 3 and the left and right lower cross arms 4 are drivingly connected; the left and right drive shafts 2 are respectively sleeved with left and right half shaft sleeves 16, and The outer ends are respectively connected with a single wide tire; the final drive assembly 6 is also fixed to the frame 5 via a flexible coupling 7 Speed assembly.
  • a half shaft sleeve 16 and a brake caliper are mounted, and a hub having a brake disc and a single wide 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 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: Coupling products require higher road conditions for vehicles and higher costs.

Abstract

An air suspension for an automobile, and particularly an independent suspension for a single wide tire drive axle. The independent suspension comprises a main reducer assembly (6), a frame (5), a wheel hub bracket (11), and a suspension system. The independent suspension is characterized in that the main reducer assembly (6) is connected with the frame (5) through four supporting points, and the wheel hub bracket (11) is connected with the main reducer assembly (6) through two upper and lower arms (3, 4) which are equal in length and arranged in parallel in the suspension system; and a transmission device of the suspension system is a coupler (7). By means of the above structure, the original non-suspended mass hopping together with the wheels is greatly reduced.

Description

单宽胎驱动桥用独立悬架  Independent suspension for single wide tire drive axle
技术领域 Technical field
本发明涉及汽车用的空气悬架， 特别是一种单宽胎驱动桥用独立悬架。 背景技术  The present invention relates to an air suspension for an automobile, and more particularly to an independent suspension for a single wide tire drive axle. Background technique
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。 将普通的双胎板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。  At present, the rear suspension of large vehicles is an integral bridge type twin tire non-independent suspension. With the development of passenger car technology, many passenger cars use rear engines. The ordinary double-spring spring-loaded 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.
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缩的传动轴。 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。  In addition, 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. 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. Generally, 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.
发明内容 Summary of the invention
本发明的目的在于提供一种单宽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。  SUMMARY OF THE INVENTION It is an object of the present invention to provide an independent suspension for a single wide tire drive axle, which mainly solves the above-mentioned drawbacks of the prior art, and the main technical effect obtained is that the non-suspension quality which originally jumped along with the wheel is greatly reduced.
为实现上述目的， 本发明是这样实现的。 一种单宽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； 该悬架 系统的传动装置为联轴器。 To achieve the above object, the present invention has been achieved in this way. An independent suspension for a single wide 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 four fulcrums, the hub The brackets are connected to the final drive assembly by means of arms arranged in parallel in the suspension system in an up and down length; the transmission of the suspension system is a coupling.
所述的单宽胎驱动桥用独立悬架， 其特征在于： 单宽胎驱动桥用独立悬 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、 右上横 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 减速器总成与联轴器传动装置传动连接， 该联轴器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， 且其外端分别连接单宽胎； 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。  The single wide tire drive axle independent suspension is characterized in that: the single suspension tire drive axle independent suspension specific structure includes a suspension system disposed under the frame; the suspension system includes a left and right upper cross arm , left and right lower arms, 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 cross arm and the lower side of the suspension system The upper end of the cross arm 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 are hingedly connected between the left and right lower cross arms a final drive assembly, the upper end of the final drive assembly is hinged to the frame via a final drive bracket; the final drive assembly is coupled to the coupling drive, and the coupling drive is located on the left, The left and right drive shaft inner end transmission connection between the upper right cross arm and the left and right lower cross arms; 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 a single width Tire Reducer assembly fixed to the frame is also connected to the transmission assembly through a flexible coupling.
所述的单宽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， 装有刹车盘及单宽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  The independent suspension of the single wide tire drive axle is characterized in that: the hub bracket is provided with a semi-axle sleeve and a brake caliper, and the hub with the brake disc and the single wide tire is fixed on the semi-axle sleeve ; The brake chamber assembly is attached to the hub bracket. The brake caliper and the brake disc are parts of the disc brake assembly. DRAWINGS
图 1是本发明的结构示意图。  Figure 1 is a schematic view of the structure of the present invention.
图 2是图 1的正面视图。  Figure 2 is a front elevational view of Figure 1.
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（联轴器传动装置） 、 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。 In the figure: 1. Air spring, 2. Transmission shaft, 3. Upper cross arm, 4. Lower cross arm, 5. Frame, 6. Main reducer Assembly, 7. Flexible coupling, 8. Transmission (coupling transmission), 9. Brake chamber assembly, 10. Shock absorber assembly, 11. Hub bracket, 12. Disc brake assembly, 13. Main reducer bracket, 14. Airbag bracket, 15. Shock absorber bracket, 16 half shaft bushing.
具体实施方式 detailed description
本发明提供了一种单宽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。  The present invention provides an independent suspension for a single wide 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. After the invention is designed as an independent suspension, the non-integral drive axle is eliminated and the final drive is fixed to the frame together with its housing, thus greatly reducing the non-suspension quality that originally pulsed along with the wheel.
请参阅图 1、 2， 它是本发明单宽胎驱动桥用独立悬架一较佳实施例的结 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与联轴器传动装置 8传动连接，联轴器传动装置 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, 且其外端分别连接单宽胎； 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， 装有刹车盘及单宽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。 Please refer to FIG. 1 and FIG. 2, which are schematic structural views of a preferred embodiment of an independent suspension for a single wide tire drive axle of the present invention. As shown: it includes a suspension system disposed under the frame 5; 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. 6. 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 coupled to the coupling transmission 8 and the coupling transmission 8 is located at the left The left and right drive shafts 2 between the upper right cross arm 3 and the left and right lower cross arms 4 are drivingly connected; the left and right drive shafts 2 are respectively sleeved with left and right half shaft sleeves 16, and The outer ends are respectively connected with a single wide tire; the final drive assembly 6 is also fixed to the frame 5 via a flexible coupling 7 Speed assembly. On the hub bracket 11 A half shaft sleeve 16 and a brake caliper are mounted, and a hub having a brake disc and a single wide 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.
上述实施例具有如下设计特点和设计效果。  The above embodiment has the following design features and design effects.
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： 连轴器产品对车 辆行驶的路况要求比较高同时成本较高。  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: Coupling products require higher road conditions for vehicles and higher costs.
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。  The above is only the preferred embodiment of the present invention and is not intended to limit the scope of implementation of the present invention. That is, the equivalent changes and modifications made by the content of the patent application scope of the present invention should be the technical scope of the present invention.

Claims

权 利 要 求 Rights request
1、一种单宽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； 该悬 架系统的传动装置为联轴器。 1. An independent suspension for a single wide tire drive axle, which includes a main reducer assembly, a vehicle frame, a wheel hub bracket and a suspension system; characterized in that: the main reducer assembly is connected to the vehicle frame through four fulcrums , the wheel hub bracket is connected to the main reducer assembly by means of the upper and lower parallel arms of equal length in the suspension system; the transmission device of the suspension system is a coupling.
2、根据权利要求 1所述的单宽胎驱动桥用独立悬架， 其特征在于： 单宽 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 联轴器传动装置 （8)传动连接， 该联轴器传动装置（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 单宽胎； 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。 2. The independent suspension for single-wide tire drive axle according to claim 1, characterized in that: the specific structure of the independent suspension for single-wide tire drive axle includes a suspension system arranged below the vehicle frame (5); The frame 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) passes through the reducer The bracket (15) is hinged on the frame (5), and the lower end is hinged on the wheel hub bracket (11) located on both sides of the suspension system and fixedly connected to the outer ends of the upper wishbone (3) and the lower wishbone (4); The upper end of the air spring (1) is fixedly connected to the vehicle frame (5) through the airbag bracket (14), and the lower end is fixedly connected to the wheel hub bracket (11); the left and right upper cross arms (3) and the left and right lower cross arms A main reducer assembly (6) is hinged between (4), and the upper end of the main reducer assembly (6) is hinged to the frame (5) through the main reducer bracket (13); the main reducer assembly (6) 6) Transmission connection with the coupling transmission device (8), the coupling transmission device (8) is connected with the left and right cross arms located between the left and right upper cross arms (3) and the left and right lower cross arms (4) The inner end of the transmission shaft (2) is transmission connected; the left and right transmission shafts (2) are respectively covered with left and right half-shaft sleeves (16), and their outer ends are respectively connected to single wide tires; the main reducer is The component (6) is also connected to the transmission assembly fixed on the frame (5) through an elastic coupling (7).
3、根据权利要求 2所述的单宽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， 装有刹车盘及单宽胎的 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。 3. The independent suspension for single wide tire drive axle according to claim 2, characterized in that: the hub bracket (11) is equipped with a half-shaft sleeve (16) and a brake caliper, and is equipped with a brake disc and Single wide tire The wheel hub is fixed on the half shaft sleeve (16); the brake chamber assembly (9) is fixed on the wheel hub bracket (11). The brake calipers and brake discs are components of the disc brake assembly (12).
PCT/CN2013/000807 2012-12-27 2013-07-01 Independent suspension for single wide tire drive axle WO2014101259A1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE212013000235.1U DE212013000235U1 (en) 2012-12-27 2013-07-01 Independent wheel suspension for a single wide-tire axle drive

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CN2012207315827U CN203093671U (en) 2012-12-27 2012-12-27 Independent suspension used for single-width tire driving axle
CN201220731582.7 2012-12-27

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DE (1) DE212013000235U1 (en)
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