A disconnectable axle

Abstract

The application relates to the technical field of automobile axle, in particular to a disconnecting type axle which comprises an axle frame, cantilever beams hingedly arranged at the two ends of the axle frame, a connecting mechanism arranged on the axle frame and used for connecting the two cantilever beams, connecting supports respectively arranged at the ends of the two cantilever beams away from each other, limiting supports arranged at the bottom of the connecting supports and hingedly arranged with the cantilever beams, transmission cross shafts rotatably arranged in the inner sides of the two connecting supports, damping assemblies arranged at the top of the cantilever beams and used for providing buffering effect, and limiting assemblies arranged at one side of the connecting supports and used for limiting the connecting supports. The application is favorable for greatly enhancing the shock absorption performance of the axle, improving the damping effect of the axle, reducing the vibration feeling in the automobile, making the movement of the connecting supports along with the cantilever beams more stable, and avoiding the situation that the existing disconnecting type axle is obviously vibrated on the road section with more bumps, so that the damping effect of the automobile is poor.

Description

Technical Field

[0001] This invention relates to the field of automotive axle technology, and more particularly to a disconnectable axle. Background Technology

[0002] The function of an axle is to bear the load of a vehicle and maintain its normal driving on the road. A split axle supports the vehicle body through the suspension system and works in conjunction with an independent suspension. A search revealed a split axle in Chinese Patent Publication No. CN107696814A, which includes an axle frame, shock absorbers, an upper pivot point, and a buffer spring. This patent relies entirely on shock absorbers and buffer springs for vibration reduction. However, on bumpy roads, the vibration transmitted from the tires to the axle is still quite noticeable, with little filtering of the vibrations. This results in poor vibration reduction performance, causing occupants to still feel strong vibrations and poor comfort. Summary of the Invention

[0003] In order to overcome the shortcomings of the prior art, the present invention provides a disconnectable axle, which solves the problem that the prior art does not effectively filter vibrations on bumpy road sections, resulting in poor shock absorption for automobiles.

[0004] To solve the above-mentioned technical problems, the present invention provides the following technical solution: a disconnectable axle, including an axle frame and cantilever beams hinged at both ends of the axle frame, wherein the axle frame is provided with a connecting mechanism for connecting the two cantilever beams.

[0005] The connecting mechanism includes connecting supports respectively disposed at one end of the two cantilever beams away from each other, and limiting brackets disposed at the bottom of the connecting supports and hinged to the cantilever beams. A transmission shaft is rotatably disposed on the inner side of each of the two connecting supports. A shock-absorbing component for providing a buffering effect is disposed on the top of the cantilever beam. A limiting component for limiting the position of the connecting support is disposed on one side. The connecting mechanism also includes a transmission component disposed on the axle frame for connecting the two transmission shafts.

[0006] Preferably, the shock absorption assembly includes a limiting frame fixedly mounted on the axle frame and a limiting support fixedly mounted on the top of the limiting bracket. Both ends of the limiting frame are provided with buffer seats, a movable stop is fixedly mounted on one side of the buffer seat, and a movable connecting seat is hinged to one side of the movable stop. Both ends of the inner side of the limiting frame are provided with two symmetrically arranged limiting vertical grooves. Both ends of the movable connecting seat are fixedly provided with movable blocks that are slidably connected to the limiting vertical grooves. The shock absorption assembly also includes a buffer assembly disposed on the other side of the buffer seat for connecting the limiting support.

[0007] Preferably, a limiting vertical shaft is provided inside the limiting vertical groove and fixed to the limiting frame, and the limiting vertical shaft passes through the movable block and is slidably connected to it. A return spring is sleeved at both ends of the limiting vertical shaft, and the two ends of the return spring are fixedly connected to the movable block and the limiting frame, respectively.

[0008] Preferably, the buffer assembly includes an upper spring seat fixedly disposed on one side of the buffer seat, and a limiting sleeve fixedly disposed on one side of the upper spring seat. A movable connecting rod is slidably disposed inside the limiting sleeve, and a lower spring seat is fixedly disposed at one end of the movable connecting rod. A buffer spring is disposed between the upper spring seat and the lower spring seat and sleeved on the outside of the limiting sleeve. A movable column is fixedly disposed on one side of the lower spring seat and hinged to the limiting support.

[0009] Preferably, the limiting component includes a connecting column fixedly disposed on one side of the connecting support, and a connecting diagonal rod disposed on one side of the top of the cantilever beam. A rotating groove is provided at one end of the connecting column, and a rotating shaft fixed to one end of the connecting diagonal rod is rotatably disposed inside the rotating groove.

[0010] Preferably, a limiting bracket fixed to the vehicle axle frame is provided at the other end of the connecting diagonal rod, and a limiting shaft is fixed at the top of the limiting bracket, and the limiting shaft passes through the connecting diagonal rod and is rotatably connected to it.

[0011] Preferably, the transmission assembly includes a limiting bushing fixedly mounted on the axle frame and extending to the outside of the axle frame at both ends, and a movable horizontal shaft rotatably mounted inside the limiting bushing via bearings, wherein universal joints are fixedly installed at both ends of the movable horizontal shaft.

[0012] Preferably, the top of the cantilever beam is provided with a connecting horizontal shaft with one end fixed to a universal joint, a second universal joint is fixed at the other end of the connecting horizontal shaft, a connecting horizontal bar fixed at one end of the second universal joint and fixed to the transmission horizontal shaft, and a limiting kingpin fixed to the connecting support is provided on the connecting horizontal bar.

[0013] By employing the above technical solution, the present invention provides a disconnectable axle, which, compared with the prior art, has at least the following beneficial effects:

[0014] 1. This invention connects the cantilever beams at both ends of the axle frame into a whole by setting a connecting mechanism, and connects the axle frame and the connecting support by a shock-absorbing component. The shock-absorbing component dampens the axle frame. When the car bumps, the limiting bracket and the connecting support squeeze the shock-absorbing component to generate a buffer. The structure is reasonable and helps to greatly enhance the vibration filtering performance of the axle, improve the shock absorption effect of the axle, reduce the vibration feeling in the car, and avoid the situation where the existing split axle has a more obvious vibration on bumpy road sections, resulting in poor shock absorption effect of the car.

[0015] 2. This invention further limits the connection support and the vehicle axle frame by setting a limiting component. When the vehicle encounters bumps, the height of the end of the cantilever beam near the connection support changes, causing the connection support to move. The connection support, through the connecting column, causes one end of the connecting diagonal rod to move, and the other end of the connecting diagonal rod rotates around the limiting axis. The connecting diagonal rod helps to improve the stability of the connection between the connection support and the vehicle axle frame, making the connection support more stable as it follows the movement of the cantilever beam, which is suitable for more complex road environments.

[0016] 3. This invention connects the wheel hubs at both ends of the axle by setting up a transmission assembly. The transmission cross shaft inside the connecting support is connected to the wheel hub. Universal joints at both ends of the movable cross shaft are connected to two connecting cross shafts respectively. The connecting cross shaft is connected to the connecting cross rod through universal joint two. At the same time, the connecting cross rod is connected to the transmission cross shaft, thereby connecting the two wheel hubs. Even when bumps occur, the two wheel hubs can still transmit power stably, which helps to extend the service life of the axle. Moreover, the transmission process is more flexible through universal joint one and universal joint two, which improves the flexibility of the axle during operation. Attached Figure Description

[0017] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0018] Figure 1 This is a schematic diagram of the overall structure of the present invention;

[0019] Figure 2 This is a front perspective sectional view of the present invention;

[0020] Figure 3 This is a partial explosion diagram of the present invention;

[0021] Figure 4 This is an exploded view of the shock-absorbing component of the present invention;

[0022] Figure 5 This is an exploded view of the transmission component of the present invention;

[0023] Figure 6 This is an exploded view of the limiting component of the present invention.

[0024] In the diagram: 1. Axle frame; 2. Cantilever beam; 3. Connecting mechanism; 31. Connecting support; 32. Limiting bracket; 33. Transmission shaft; 34. Shock absorber assembly; 341. Limiting frame; 342. Limiting support; 343. Buffer seat; 344. Movable stop; 345. Movable connecting seat; 346. Movable block; 347. Limiting vertical shaft; 348. Return spring; 349. Buffer assembly; 3491. Upper spring seat; 3492. Limiting sleeve 3493. Movable connecting rod; 3494. Lower spring seat; 3495. Buffer spring; 3496. Movable column; 35. Limiting assembly; 351. Connecting column; 352. Connecting diagonal rod; 353. Rotating shaft; 354. Limiting bracket; 355. Limiting shaft; 36. Transmission assembly; 361. Limiting bushing; 362. Movable horizontal shaft; 363. Universal joint one; 364. Connecting horizontal shaft; 365. Universal joint two; 366. Connecting crossbar. 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. Based on the embodiments of the present invention, 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

[0027] Figures 1-6 An embodiment of the present invention: a disconnectable axle includes an axle frame 1 and cantilever beams 2 hinged at both ends of the axle frame 1. The axle frame 1 is connected to the vehicle body. The axle frame 1 and the cantilever beams 2 at both ends form an axle assembly. The axle frame 1 is provided with a connecting mechanism 3 for connecting the two cantilever beams 2.

[0028] The connecting mechanism 3 includes connecting supports 31 respectively disposed at opposite ends of the two cantilever beams 2, and limiting brackets 32 disposed at the bottom of the connecting supports 31 and hinged to the cantilever beams 2. The limiting brackets 32 are L-shaped, and the connecting supports 31 are fixed on the limiting brackets 32 so that the connecting supports 31 can move together with the cantilever beams 2. The inner sides of the two connecting supports 31 are rotatably provided with transmission shafts 33, and the two transmission shafts 33 are respectively connected to the two wheel hubs of the car. The top of the cantilever beams 2 is provided with shock absorber components 34 for providing a buffering effect. The axle frame 1 and the connecting supports 31 are connected through the shock absorber components 34, thereby providing a buffering effect for the car. One side of the connecting supports 31 is provided with a limiting component 35 for limiting its position. The connecting mechanism 3 also includes a transmission component 36 disposed on the axle frame 1 for connecting the two transmission shafts 33.

[0029] The connecting mechanism 3 is used to connect the cantilever beams 2 at both ends of the axle frame 1 into a whole. The axle frame 1 and the connecting support 31 are connected by the shock absorption component 34. The shock absorption component 34 is used to dampen the axle frame 1. When the car is bumpy, the limiting bracket 32 ​​and the connecting support 31 squeeze the shock absorption component 34 to generate a buffer, which helps to greatly enhance the vibration filtering performance of the axle and improve the vibration damping effect of the disconnected axle.

[0030] Specifically, the shock absorption assembly 34 includes a limiting frame 341 fixedly mounted on the axle frame 1 and a limiting support 342 fixedly mounted on the top of the limiting bracket 32. Both ends of the limiting frame 341 are provided with buffer seats 343. A movable stop 344 is fixedly mounted on one side of the buffer seat 343, and a movable connecting seat 345 is hinged to one side of the movable stop 344. Two symmetrically arranged limiting vertical grooves are opened at both ends of the inner side of the limiting frame 341. Movable blocks 346 that slide in connection with the limiting vertical grooves are fixedly mounted at both ends of the movable connecting seat 345. The inner side of the limiting vertical groove is provided with a limiting support 342. A fixed limiting vertical shaft 347 is provided, which passes through the movable block 346 and is slidably connected to it. A return spring 348 is sleeved at both ends of the limiting vertical shaft 347, and the two ends of the return spring 348 are fixedly connected to the movable block 346 and the limiting frame 341 respectively. When the car bumps, the thrust generated goes up and down. By setting return springs 348 at both ends of the movable block 346, it is beneficial to make the vibration damping effect of the movable block 346 better when it moves. The shock absorption component 34 also includes a buffer component 349 set on the other side of the buffer seat 343 for connecting the limiting support 342.

[0031] Furthermore, the buffer assembly 349 includes an upper spring seat 3491 fixedly disposed on one side of the buffer seat 343, and a limiting sleeve 3492 fixedly disposed on one side of the upper spring seat 3491. A movable connecting rod 3493 is slidably disposed inside the limiting sleeve 3492. A lower spring seat 3494 is fixedly disposed at one end of the movable connecting rod 3493. A buffer spring 3494 is disposed between the upper spring seat 3491 and the lower spring seat 3494 and sleeved on the outside of the limiting sleeve 3492. 495. A movable column 3496 is fixedly provided on one side of the lower spring seat 3494 and is hinged to the limiting support 342. When the car bumps, the connecting support 31 pushes the lower spring seat 3494 to move through the limiting support 342. The lower spring seat 3494 compresses the buffer spring 3495, and the buffer spring 3495 is compressed by elastic deformation to provide a buffering effect. At the same time, the lower spring seat 3494 pushes the movable connecting rod 3493 to slide inside the limiting sleeve 3492.

[0032] Specifically, the transmission assembly 36 includes a limiting bushing 361 fixedly mounted on the axle frame 1 and extending to the outside of the axle frame 1 at both ends, and a movable horizontal shaft 362 rotatably mounted inside the limiting bushing 361 via bearings. Universal joint 363 is fixedly mounted on both ends of the movable horizontal shaft 362. A connecting horizontal shaft 364 is provided at the top of the cantilever beam 2, with one end fixed to the universal joint 363. A universal joint 365 is fixedly mounted at the other end of the connecting horizontal shaft 364. A connecting crossbar 366, which is fixed to the transmission horizontal shaft 33, is fixed at one end of the universal joint 365. A limiting kingpin, which is fixed to the connecting support 31, is provided on the connecting crossbar 366. The two connecting horizontal shafts 364 are connected to each other through the universal joint 363 at both ends of the movable horizontal shaft 362. The connecting horizontal shafts 364 are connected to the connecting crossbar 366 through the universal joint 365. At the same time, the connecting crossbar 366 is connected to the transmission horizontal shaft 33, thereby connecting the two car wheel hubs.

[0033] The specific implementation process is as follows: When the car encounters a bump, the car wheel hub first moves up and down. The car wheel hub drives the connecting support 31 to move through the transmission shaft 33 on one side. The connecting support 31 drives the limiting bracket 32 ​​to move. The limiting bracket 32 ​​drives the limiting support 342 at its top to move. The limiting support 342 pushes the lower spring seat 3494 at one end of its movable column 3496 to move. The lower spring seat 3494 pushes the movable connecting rod 3493 to slide inside the limiting sleeve 3492. At the same time, the lower spring seat 3494 compresses the buffer spring 3495. Spring 3495 undergoes elastic deformation and is compressed. The buffer spring 3495 pushes the upper spring seat 3491 at one end to move. The upper spring seat 3491 pushes the buffer seat 343 at one end to move. The buffer seat 343 pushes the movable stop 344 at one end to move. The movable stop 344 pushes the movable connecting seat 345 at one end to move. The movable connecting seat 345 drives the movable blocks 346 at both ends to slide inside the limiting vertical groove. The movable blocks 346 compress the return spring 348, and the return spring 348 undergoes elastic deformation and is compressed, further providing more stable buffering.

[0034] Example 2

[0035] refer to Figure 6 The embodiment is basically the same as that in Embodiment 1, but with the following optimization: the limiting component 35 includes a connecting column 351 fixedly disposed on one side of the connecting support 31, and a connecting diagonal rod 352 disposed on one side of the top of the cantilever beam 2. A rotating groove is provided at one end of the connecting column 351, and a rotating shaft 353 fixed to one end of the connecting diagonal rod 352 is rotatably disposed inside the rotating groove. A limiting seat 354 fixed to the axle frame 1 is provided at the other end of the connecting diagonal rod 352, and a limiting shaft 355 is fixed at the top of the limiting seat 354. The limiting shaft 355 passes through the connecting diagonal rod 352 and is rotatably connected to it.

[0036] The specific implementation process is as follows: When the car encounters a bump, the car wheel hub drives the connecting support 31 to move through the transmission horizontal shaft 33. The connecting support 31 drives the connecting support 31 on one side to move. Since the rotating shaft 353 at one end of the connecting rod 352 rotates inside the rotating groove on the connecting column 351, the connecting support 31 drives the end of the connecting rod 352 at one end to move. The other end of the connecting rod 352 rotates around the limiting shaft 355 on the limiting bracket 354, thereby adjusting the position of the connecting rod 352, which helps to improve the stability of the connection between the connecting support 31 and the vehicle axle frame 1.

[0037] In actual use, when a vehicle travels on a bumpy road, the vehicle's wheel hub first moves up and down due to the contact between the tire and the road surface. The wheel hub then drives the connecting support 31 to move via the transmission shaft 33 on one side. The connecting support 31 then drives the connecting support 31 on one side to move. Since the rotating shaft 353 at one end of the connecting rod 352 rotates inside the rotating groove on the connecting column 351, the connecting support 31 drives the end of the connecting rod 352 at one end to move. The other end of the connecting rod 352 rotates around the limiting shaft 355 on the limiting bracket 354, thereby adjusting the position of the connecting rod 352.

[0038] Simultaneously, the connecting support 31 drives the limiting bracket 32 ​​on one side to move, and the limiting bracket 32 ​​drives the limiting support 342 at its top to move. The limiting support 342 pushes the lower spring seat 3494 at one end of its movable column 3496 to move. The lower spring seat 3494 pushes the movable connecting rod 3493 to slide inside the limiting sleeve 3492. At the same time, the lower spring seat 3494 compresses the buffer spring 3495, causing the buffer spring 3495 to undergo elastic deformation and be compressed. The buffer spring 3495 pushes one of its... The upper spring seat 3491 at one end moves, which pushes the buffer seat 343 at one end to move. The buffer seat 343 pushes the movable stop block 344 at one end to move. The movable stop block 344 pushes the movable connecting seat 345 at one end to move. The movable connecting seat 345 drives the movable blocks 346 at both ends to slide inside the limiting vertical groove. The movable blocks 346 compress the return spring 348, which undergoes elastic deformation and is compressed, providing shock absorption for the car body.

[0039] It should be noted that, in this document, the terms “comprising,” “including,” or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus.

[0040] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A disconnectable axle, comprising an axle frame (1) and cantilever beams (2) hinged at both ends of the axle frame (1), characterized in that: The axle frame (1) is provided with a connecting mechanism (3) for connecting two cantilever beams (2); The connecting mechanism (3) includes connecting supports (31) respectively disposed at one end of the two cantilever beams (2) away from each other, and limiting brackets (32) disposed at the bottom of the connecting supports (31) and hinged to the cantilever beams (2). A transmission shaft (33) is rotatably disposed on the inner side of each of the two connecting supports (31). A shock-absorbing component (34) for providing buffering is disposed on the top of the cantilever beams (2). A limiting component (35) for limiting the connection is disposed on one side of the connecting supports (31). The connecting mechanism (3) also includes a transmission component (36) disposed on the axle frame (1) for connecting the two transmission shafts (33). The shock absorption assembly (34) includes a limiting frame (341) fixedly mounted on the axle frame (1) and a limiting support (342) fixedly mounted on the top of the limiting bracket (32). Both ends of the limiting frame (341) are provided with buffer seats (343). A movable stop (344) is fixedly mounted on one side of the buffer seat (343). A movable connecting seat (345) is hinged on one side of the movable stop (344). Two symmetrically arranged limiting vertical grooves are opened at both ends of the inner side of the limiting frame (341). Movable blocks (346) that are slidably connected to the limiting vertical grooves are fixedly mounted at both ends of the movable connecting seat (345). The shock absorption assembly (34) also includes a buffer assembly (349) provided on the other side of the buffer seat (343) for connecting the limiting support (342). The limiting component (35) includes a connecting column (351) fixedly disposed on one side of the connecting support (31) and a connecting diagonal rod (352) disposed on one side of the top of the cantilever beam (2). A rotating groove is provided at one end of the connecting column (351), and a rotating shaft (353) fixed to one end of the connecting diagonal rod (352) is rotatably disposed inside the rotating groove. The transmission assembly (36) includes a limiting bushing (361) fixedly mounted on the axle frame (1) and extending to the outside of the axle frame (1) at both ends, and a movable horizontal shaft (362) rotatably mounted inside the limiting bushing (361) via bearings. Universal joints (363) are fixedly installed at both ends of the movable horizontal shaft (362).

2. A disconnectable axle according to claim 1, characterized in that: The inner side of the limiting vertical groove is provided with a limiting vertical shaft (347) fixed to the limiting frame (341), and the limiting vertical shaft (347) passes through the movable block (346) and is slidably connected to it. A return spring (348) is sleeved at both ends of the limiting vertical shaft (347), and the two ends of the return spring (348) are fixedly connected to the movable block (346) and the limiting frame (341) respectively.

3. A disconnectable axle according to claim 1, characterized in that: The buffer assembly (349) includes an upper spring seat (3491) fixedly disposed on one side of the buffer seat (343), and a limiting sleeve (3492) fixedly disposed on one side of the upper spring seat (3491). A movable connecting rod (3493) is slidably disposed inside the limiting sleeve (3492). A lower spring seat (3494) is fixedly disposed at one end of the movable connecting rod (3493). A buffer spring (3495) is disposed between the upper spring seat (3491) and the lower spring seat (3494) and sleeved on the outside of the limiting sleeve (3492). A movable column (3496) hinged to the limiting support (342) is fixedly disposed on one side of the lower spring seat (3494).

4. A disconnectable axle according to claim 1, characterized in that: A limiting bracket (354) fixed to the axle frame (1) is provided at the other end of the connecting diagonal rod (352). A limiting shaft (355) is fixed at the top of the limiting bracket (354), and the limiting shaft (355) passes through the connecting diagonal rod (352) and is rotatably connected to it.

5. A disconnectable axle according to claim 1, characterized in that: The top of the cantilever beam (2) is provided with a connecting horizontal shaft (364) with one end fixed to the universal joint (363), and a universal joint (365) is fixed at the other end of the connecting horizontal shaft (364). A connecting horizontal bar (366) fixed to the transmission horizontal shaft (33) is fixed at one end of the universal joint (365), and a limiting pin fixed to the connecting support (31) is provided on the connecting horizontal bar (366).

Images