A rear suspension structure for an unmanned drive-by-wire chassis

Abstract

This invention relates to a rear suspension structure for an unmanned drive-by-wire chassis, comprising a frame, a shock absorber assembly, a drive axle, a stabilizer bar, a linkage bracket, an upper linkage, and a lower linkage. The frame consists of a first vertical bracket, a second vertical bracket, a third vertical bracket, a lateral bracket, a first accessory, a first bushing, and a second bushing, all welded together. The shock absorber assembly comprises a pair of symmetrically distributed shock absorbers and springs, assembled between the frame and the linkage bracket. The stabilizer bar is positioned between the frame and the drive axle. The linkage bracket is symmetrically fixed to the drive axle, and the linkage bracket, shock absorber assembly, upper linkage, and lower linkage form a four-bar linkage mechanism. This invention achieves functions such as suspension support, wheel vertical movement damping, integrated drive module installation, and lateral stability adjustment, simplifies drive motor installation, reduces costs, suppresses braking dive and acceleration jerking, and maintains vehicle body stability.

Description

Technical Field

[0001] This invention belongs to the field of intelligent driving technology, specifically relating to a rear suspension structure for an unmanned drive-by-wire chassis. Background Technology

[0002] The rear suspension of a drive-by-wire chassis typically consists of components such as links, control arms, springs, shock absorbers, bushings, and stabilizer bars. Drive-by-wire chassis rear suspensions generally take the form of torsion beam structures, multi-link structures, and longitudinal leaf springs. Furthermore, the suspension system and drive system are usually designed as two separate mechanisms, making integrated design difficult. Current drive-by-wire chassis suspension systems are unsuitable for autonomous driving drive-by-wire chassis due to their complex design, installation, spatial layout, and high cost. To address these issues, this invention proposes a rear suspension structure for an autonomous driving drive-by-wire chassis. Summary of the Invention

[0003] The purpose of this invention is to propose a rear suspension structure for an unmanned drive-by-wire chassis. This structure is simple to design and install, facilitates adjustment of suspension attitude parameters, maintains good grip even during wheel vertical movement, simplifies the suspension system's structural design, and reduces costs. Another objective of this invention is to integrate the drive system, including the drive shaft and drive motor, into the rear suspension, improving the waterproof and dustproof capabilities of the drive-by-wire system components. Furthermore, the compact spatial arrangement facilitates mass production and assembly.

[0004] To achieve the above objectives, the present invention provides the following technical solution: a rear suspension structure for an unmanned drive-by-wire chassis, comprising: a frame 1, a shock absorber assembly 2, a drive axle 3, a stabilizer bar 4, a link bracket 5, an upper link 601, and a lower link 602; the frame 1 consists of a first vertical bracket 801, a second vertical bracket 802, a third vertical bracket 803, a lateral bracket 9, a first accessory 701, a first bushing 1101, and a second bushing 1102 welded together; the shock absorber assembly 2 consists of a pair of shock absorbers and springs symmetrically distributed on the left and right sides, the shock absorber assembly... 2 is assembled between the frame 1 and the connecting rod bracket 5, providing shock absorption and support; the stabilizer bar 4 is arranged between the frame 1 and the drive axle 3, providing corresponding lateral support when the vehicle encounters a lateral impact, thus improving the lateral stability of the vehicle; the connecting rod bracket 5 is symmetrically fixed on the drive axle 3, and the connecting rod bracket 5, the third vertical bracket 803, the upper connecting rod 601 and the lower connecting rod 602 form a four-bar linkage mechanism, which can not only restrain wheel bounce but also greatly shorten the length of the upper connecting rod 601 and the lower connecting rod 602, thereby improving the strength of the frame 1.

[0005] Furthermore, an I-shaped stabilizing bracket is welded onto the frame 1. The I-shaped stabilizing bracket is formed by welding a first vertical bracket 801, a second vertical bracket 802, and a transverse bracket 9. This structure strengthens the torsional stiffness and tensile strength of the frame 1, and can significantly improve the lateral stability of the vehicle body when the drive-by-wire chassis encounters a lateral impact.

[0006] Furthermore, it also includes a hub bearing 14 and a brake bracket 16. The drive axle 3 includes a drive half shaft 15, a drive motor 17, a transmission mechanism 18, and a differential mechanism 19. A second accessory 702 is also welded onto the drive axle 3. The brake bracket 16 is located at both ends of the drive axle 3. The hub bearing 14 is connected to the drive half shaft 15. The transmission mechanism 18 transmits the torque of the drive motor 17 to the differential mechanism 19 and further to the left and right drive half shafts 15, thereby driving the vehicle.

[0007] Furthermore, one end of the upper connecting rod 601 and the lower connecting rod 602 is U-shaped, and the other end is annular. The connecting rod structure is simple, easy to assemble, and effectively reduces costs.

[0008] Furthermore, the connecting rod bracket 5 has a first mounting hole 1201, a second mounting hole 1202, a third mounting hole 1203, a pair of first weight-reducing holes 1301, and a pair of second weight-reducing holes 1302. The components are highly integrated, and when the wheels pass over uneven roads, the vibration of the wheels will not be directly transmitted to the vehicle body, resulting in less impact on the vehicle body and cargo inside.

[0009] Furthermore, the stabilizer bar 4 is equipped with a nut 10. One end of the stabilizer bar 4 is connected to the first vertical bracket 801, and the other end is connected to the second accessory 702. This allows for adjustment of the chassis's attitude relative to the vehicle body, ensuring symmetrical installation on both sides of the wheels and guaranteeing vehicle driving stability.

[0010] Furthermore, the upper end of the shock absorber assembly 2 is connected to the first accessory 701, and the lower end is connected to the third mounting hole 1203.

[0011] Furthermore, the first bushing 1101 and the second bushing 1102 are welded to the third vertical support 803; the upper connecting rod 601 is connected to the first bushing 1101 on one side and to the first mounting hole 1201 on the other side; the lower connecting rod 602 is connected to the second bushing 1102 on one side and to the second mounting hole 1202 on the other side. This improves the rigidity of the frame 1 and enhances the durability and service life of the first bushing 1101 and the second bushing 1102.

[0012] Compared with the prior art, the present invention has the following advantages:

[0013] (1) The frame 1 is welded with an I-shaped stabilizing structure, which strengthens the torsional stiffness and tensile strength of the frame 1. When the drive-by-wire chassis encounters a lateral impact, it can significantly improve the lateral stability of the vehicle body.

[0014] (2) The bushing at one end of the connecting rod is pre-welded to the frame, which not only improves the rigidity of the frame, but also enhances the durability and service life of the bushing. Since the bushing is pre-integrated into the frame, the ends of the upper connecting rod 601 and the lower connecting rod 602 can be designed as U-shaped, the connecting rod structure is simple, the assembly is convenient, and the cost is effectively reduced.

[0015] (3) The shock absorber assembly 2 and the connecting rod are arranged in the longitudinal direction of the vehicle pitching or jerking, which can effectively suppress and reduce the phenomenon of braking pitching or acceleration jerking, and the change in vehicle body posture is significantly reduced compared with the existing technology.

[0016] (4) The stabilizer bar 4 and the connecting rod bracket 5 are both welded to the drive axle 3. Compared with the prior art, the parts are highly integrated. Moreover, when the wheels pass over uneven road surfaces, the vibration of the wheels will not be directly transmitted to the vehicle body, and the impact on the vehicle body and the cargo or passengers inside the vehicle is smaller. The upper end of the stabilizer bar 4 is connected to the I-shaped stabilizer bracket instead of being directly connected to the vehicle body. The other end of the stabilizer bar is connected to the drive axle 3 bracket. When the vehicle encounters a lateral impact, the lateral impact transmitted to the vehicle body is significantly reduced compared with the prior art. The adjusting nut 10 of the stabilizer bar 5 can adjust the attitude of the chassis relative to the vehicle body to ensure that the wheels are symmetrically installed on both sides, which can ensure the driving stability of the vehicle.

[0017] (5) The upper link 601, lower link 602, link bracket 5, and third vertical bracket 803 form a four-link suspension structure. Unlike the existing four-link suspensions that are usually arranged in the lateral direction of the vehicle, the four-link suspension structure of the present invention is arranged in the longitudinal direction of the vehicle. Therefore, the wheel camber angle will not change when the wheel bounces up and down, which can ensure that the tire has good grip under various working conditions. There is no need to set a wheel toe angle adjustment device to compensate for the change of wheel camber angle. Another advantage is that when the wheel bounces up and down, the wheel center position is almost unchanged in the longitudinal direction, and the wheelbase of the vehicle is almost unchanged, which can improve the stability and smoothness of the vehicle movement. Attached Figure Description

[0018] To more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are merely exemplary, and those skilled in the art can derive other embodiments based on the provided drawings without creative effort.

[0019] The structures, proportions, sizes, etc. illustrated in this specification are only for the purpose of assisting those skilled in the art in understanding and reading the content disclosed herein, and are not intended to limit the conditions under which the present invention can be implemented. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in the proportions, or adjustments to the size, without affecting the effects and objectives that the present invention can produce, should still fall within the scope of the technical content disclosed in the present invention.

[0020] Figure 1 This is an assembly diagram of the present invention.

[0021] Figure 2 This is a front view of the rear suspension structure of an unmanned drive-by-wire chassis according to the present invention.

[0022] Figure 3 This is a structural diagram of the drive axle of the rear suspension structure of an unmanned drive-by-wire chassis according to the present invention.

[0023] Figure 4 This is a diagram of the drive differential mechanism of the rear suspension structure of an unmanned drive-by-wire chassis according to the present invention.

[0024] Reference numerals: 1-Frame; 2-Shock absorber assembly; 3-Drive axle; 4-Stabilizer bar; 5-Linkage bracket; 601-Upper link; 602-Lower link; 701-First accessory; 702-Second accessory; 801-First vertical bracket; 802-Second vertical bracket; 803-Second vertical bracket; 9-Transverse bracket; 10-Nut; 1101-First bushing; 1102-Second bushing; 1201-First mounting hole; 1202-Second mounting hole; 1203-Third mounting hole; 1301-First weight reduction hole; 1302-Second weight reduction hole; 14-Wheel hub bearing; 15-Drive half shaft; 16-Brake bracket; 17-Drive motor; 18-Transmission mechanism; 19-Differential mechanism. Detailed Implementation

[0025] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. All other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0026] Example 1, see Figure 1 , Figure 2 , Figure 3This invention patent provides the following technical solution: a rear suspension structure for an unmanned drive-by-wire chassis, characterized in that it includes: a frame 1, a shock absorber assembly 2, a drive axle 3, a stabilizer bar 4, a connecting rod bracket 5, an upper connecting rod 601, and a lower connecting rod 602; the frame 1 is composed of a first vertical bracket 801, a second vertical bracket 802, a third vertical bracket 803, a transverse bracket 9, a first accessory 701, a first bushing 1101, and a second bushing 1102 welded together; the shock absorber assembly 2 is composed of a pair of shock absorbers and springs symmetrically distributed on the left and right sides, the shock absorber assembly... The stabilizer bar 2 is assembled between the frame 1 and the connecting rod bracket 5, providing shock absorption and support; the stabilizer bar 4 is arranged between the frame 1 and the drive axle 3, providing corresponding lateral support when the vehicle encounters a lateral impact, thus improving the lateral stability of the vehicle; the connecting rod bracket 5 is symmetrically fixed on the drive axle 3, and the connecting rod bracket 5, the third vertical bracket 803, the upper connecting rod 601 and the lower connecting rod 602 form a four-bar linkage mechanism, which can not only restrain wheel bounce but also greatly shorten the length of the upper connecting rod 601 and the lower connecting rod 602, thereby improving the strength of the frame 1.

[0027] Preferably, an I-shaped stabilizing bracket is welded onto the frame 1. The I-shaped stabilizing bracket is formed by welding a first vertical bracket 801, a second vertical bracket 802, and a transverse bracket 9. This structure strengthens the torsional stiffness and tensile strength of the frame 1, and can significantly improve the lateral stability of the vehicle body when the drive-by-wire chassis encounters a lateral impact.

[0028] Preferably, one end of the upper connecting rod 601 and the lower connecting rod 602 is U-shaped, and the other end is annular. The connecting rod structure is simple, easy to assemble, and effectively reduces costs.

[0029] Preferably, the connecting rod bracket 5 has a first mounting hole 1201, a second mounting hole 1202, a third mounting hole 1203, a pair of first weight-reducing holes 1301, and a pair of second weight-reducing holes 1302. The components are highly integrated, and when the wheels travel over uneven surfaces, the vibration of the wheels is not directly transmitted to the vehicle body, resulting in less impact on the vehicle body and cargo inside.

[0030] Preferably, the stabilizer bar 4 is provided with a nut 10. One end of the stabilizer bar 4 is connected to the first vertical bracket 801, and the other end is connected to the second accessory 702. This can adjust the attitude of the chassis relative to the vehicle body, ensure that the wheels are installed symmetrically on both sides, and guarantee the vehicle's driving stability.

[0031] Preferably, the upper end of the shock absorber assembly 2 is connected to the first accessory 701, and the lower end is connected to the third mounting hole 1203.

[0032] Preferably, the first bushing 1101 and the second bushing 1102 are welded to the third vertical support 803; the upper connecting rod 601 is connected to the first bushing 1101 on one side and to the first mounting hole 1201 on the other side; the lower connecting rod 602 is connected to the second bushing 1102 on one side and to the second mounting hole 1202 on the other side. This improves the rigidity of the frame 1 and enhances the durability and service life of the first bushing 1101 and the second bushing 1102.

[0033] The drive axle does not undertake the driving function and does not need to integrate drive motor units and drive half shafts, making it suitable for non-drive shafts and allowing for the placement of more other parts.

[0034] Example 2, see Figure 4 The drive axle 3 serves as the drive shaft and integrates a drive differential mechanism. Furthermore, it also includes a wheel hub bearing 14 and a brake bracket 16. The drive axle 3 includes a drive half shaft 15, a drive motor 17, a transmission mechanism 18, and a differential mechanism 19. A second accessory 702 is also welded onto the drive axle 3. The brake bracket 16 is located at both ends of the drive axle 3. The wheel hub bearing 14 is connected to the drive half shaft 15. The transmission mechanism 18 transmits the torque of the drive motor 17 to the differential mechanism 19 and further to the left and right drive half shafts 15, thereby driving the vehicle.

[0035] The drive axle provides the driving function and integrates components such as the drive motor, differential, drive motor transmission mechanism, and drive half-shaft, making it suitable for drive shafts. This type of drive axle has a very compact design, low vibration and noise, is easy to install, and has a significant cost advantage. The rest is the same as in Example 1.

[0036] Although embodiments of the invention have been described, those skilled in the art will recognize that various changes, modifications, substitutions, and alterations can be made to these embodiments without departing from the principles and spirit of the invention, all of which fall within the scope defined by the appended claims and their equivalents.

Claims

1. A rear suspension structure for an unmanned drive-by-wire chassis, characterized in that, include: The vehicle frame (1), shock absorber assembly (2), drive axle (3), stabilizer bar (4), connecting rod bracket (5), upper connecting rod (601), and lower connecting rod (602); the vehicle frame (1) includes a first vertical bracket (801), a second vertical bracket (802), a third vertical bracket (803), a transverse bracket (9), a first accessory (701), a first bushing (1101), and a second bushing (1102); the shock absorber assembly (2) consists of symmetrically distributed components... A pair of shock absorbers and springs are used. The shock absorber assembly (2) is assembled between the frame (1) and the linkage bracket (5). The stabilizer bar (4) is arranged between the frame (1) and the drive axle (3). The linkage bracket (5) is symmetrically fixed on the drive axle (3). The linkage bracket (5), the third vertical bracket (803), the upper linkage (601) and the lower linkage (602) form a four-bar linkage mechanism, so that the wheel camber angle does not change when the wheel bounces up and down. The frame (1) is welded with an I-shaped stabilizing bracket, which is formed by welding a first vertical bracket (801), a second vertical bracket (802) and a transverse bracket (9); It also includes a hub bearing (14) and a brake bracket (16). The drive axle (3) includes a drive half shaft (15), a drive motor (17), a transmission mechanism (18), and a differential mechanism (19). A second accessory (702) is also welded on the drive axle (3). The brake bracket (16) is located at both ends of the drive axle (3). The hub bearing (14) is connected to the drive half shaft (15). The stabilizer bar (4) is provided with a nut (10). One end of the stabilizer bar (4) is connected to the first vertical bracket (801), and the other end is connected to the second accessory (702). The adjusting nut (10) of the stabilizer bar (4) can adjust the attitude of the chassis relative to the vehicle body to ensure that the two sides of the wheel are symmetrical. The connecting rod bracket (5) has a first mounting hole (1201), a second mounting hole (1202), and a third mounting hole (1203). The upper end of the shock absorber assembly (2) is connected to the first accessory (701), and the lower end is connected to the third mounting hole (1203); The first bushing (1101) and the second bushing (1102) are welded to the third vertical support (803); the upper connecting rod (601) is connected to the first bushing (1101) on one side and to the first mounting hole (1201) on the other side; the lower connecting rod (602) is connected to the second bushing (1102) on one side and to the second mounting hole (1202) on the other side.

2. The rear suspension structure of an unmanned drive-by-wire chassis according to claim 1, characterized in that: The upper connecting rod (601) and the lower connecting rod (602) are U-shaped at one end and annular at the other end.

3. The rear suspension structure of an unmanned drive-by-wire chassis according to claim 1, characterized in that: The connecting rod support (5) is also provided with a pair of first weight reduction holes (1301) and a pair of second weight reduction holes (1302).

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