Independent suspension wheel rim assembly

Abstract

The present invention discloses an independent suspension wheel rim assembly, comprising a wheel rim, a steering knuckle, a corner bracket, a shock absorber and a connecting arm. The wheel rim is mounted on the steering knuckle, and the corner bracket is connected to the steering knuckle through a connecting arm; the connecting arm comprises an upper connecting arm and a lower connecting arm; one end of the upper connecting arm is hinged to the corner bracket, and the other end is hinged to the steering knuckle; the lower connecting arm is located below the upper connecting arm and one end is hinged to the corner bracket, and the other end is hinged to the steering knuckle; the shock absorber is vertically arranged and the top is hinged to the corner bracket, and the bottom is hinged to the lower connecting arm; the upper connecting arm swings up and down at the axis at which the upper connecting arm and the corner bracket are hinged, and the lower connecting arm swings up and down at the axis at which the lower connecting arm and the corner bracket are hinged; the independent suspension wheel rim assembly of the present invention combines vehicle suspension vibration reduction and steering, has a simple and compact structure, and is convenient for arranging and installing the suspension and steering structures.

Description

Technical Field

[0001] The present invention belongs to the technical field of vehicle suspension vibration reduction, and more specifically relates to an independent suspension wheel assembly. Background Art

[0002] With the rapid development of society, people's requirements for vehicles are getting higher and higher, and the logistics industry has also begun to promote the popularization of unmanned small vehicles to achieve automated operations.

[0003] Because logistics vehicles are mostly used for cargo handling, the industry places high demands on vehicle performance, including power, economy, braking, handling stability, ride comfort, and trafficability. Shock absorbers are essential for achieving good stability and ride comfort. These damping elements, installed between the vehicle body and the road wheels, attenuate vehicle vibrations and prevent the amplitude from increasing infinitely under resonance conditions. This reduces both the amplitude and frequency of vehicle vibrations, thereby extending the fatigue life of the shock absorbers and elastic elements and protecting the transported cargo from damage caused by bumps and collisions.

[0004] In the existing technology, due to the miniaturization of logistics vehicles, and the fact that most existing vehicles do not reserve sufficient space and position for the suspension and steering structures in their designs, it is inconvenient to install and arrange the suspension structure on the vehicle, which can easily cause problems such as increased vehicle height and width, making it difficult for logistics vehicles to adapt to narrow alleys, affecting the promotion and use of logistics vehicles. At the same time, it can easily cause problems such as deformation and damage of the shock absorber, affecting the service life of the shock absorber. Summary of the Invention

[0005] The purpose of the present invention is to provide an independent suspension wheel rim assembly to solve the problems of complex vehicle suspension structure, inconvenient layout, difficult installation, short service life and so on in the prior art. It combines vehicle suspension vibration reduction and steering, has a simple and compact structure, and is convenient for the layout and installation of suspension and steering structures.

[0006] The technical solution of the present invention is an independent suspension wheel rim assembly, including a wheel rim, a steering knuckle, a corner bracket, a shock absorber and a connecting arm, the wheel rim is installed on the steering knuckle, and the corner bracket is connected to the steering knuckle through the connecting arm; the connecting arm includes an upper connecting arm and a lower connecting arm; one end of the upper connecting arm is hinged to the corner bracket, and the other end is hinged to the steering knuckle, the lower connecting arm is located below the upper connecting arm and one end is hinged to the corner bracket, and the other end is hinged to the steering knuckle; the shock absorber is vertically arranged and the top is hinged to the corner bracket, and the bottom is hinged to the lower connecting arm; the upper connecting arm swings up and down with the hinge position of the upper connecting arm and the corner bracket as the axis, and the lower connecting arm swings up and down with the hinge position of the lower connecting arm and the corner bracket as the axis; the upper connecting arm and the upper connecting arm drive the steering knuckle to swing up and down. Preferably, the steering knuckle includes a steering knuckle body and a wheel rim connecting part and a connecting arm connecting part arranged on the steering knuckle body, the steering knuckle body is vertically arranged, and the center axis is parallel to the wheel rim axis; the wheel rim is installed on the wheel rim connecting part, and the connecting arm connecting part includes a first upper arm connecting hole arranged at the top end of the steering knuckle body and a first lower arm connecting hole arranged at the bottom end of the steering knuckle, the first upper arm connecting hole and the first lower arm connecting hole are respectively sleeved with a first connecting shaft and a second connecting shaft, the upper connecting arm and the lower connecting arm are respectively connected to the top and bottom ends of the steering knuckle body through the first connecting shaft and the second connecting shaft, the axes of the first connecting shaft and the second connecting shaft are horizontal and perpendicular to the wheel rim axis.

[0007] Preferably, the wheel rim connecting portion includes a wheel rim mounting hole provided on the steering knuckle body, a wheel axle passes through the wheel rim mounting hole, and the wheel rim is mounted to the steering knuckle body via the wheel axle.

[0008] Preferably, the corner bracket includes a first bracket and a second bracket fixedly connected as a whole, the second bracket being arranged on one side of the steering knuckle and parallel to the steering knuckle, a second upper arm connecting hole being provided at an end of the second bracket close to the first bracket, a third connecting shaft being sleeved in the second upper arm connecting hole, and the upper connecting arm being connected to the second bracket via the third connecting shaft;

[0009] The second bracket is provided with a lower arm connecting shaft at an end away from the first bracket, and the lower connecting arm is connected to the second bracket through the lower arm connecting shaft;

[0010] The axes of the third connecting shaft and the lower arm connecting shaft are parallel and perpendicular to the wheel side axis.

[0011] Preferably, the second bracket is also provided with an avoidance hole and an avoidance groove, the avoidance hole is placed below the avoidance groove and the axis of the avoidance hole coincides with the axis of the wheel side, the third connecting shaft passes through the second upper arm connecting hole and one end extends into the avoidance groove, the upper connecting arm is placed in the avoidance groove and is hinged to the third connecting shaft.

[0012] Preferably, the first bracket is fixedly connected to the top of the second bracket and is arranged at an obtuse angle to the second bracket, and the second bracket is located above the steering knuckle. The first bracket is provided with a steering motor connecting portion away from the end of the second bracket, and the steering motor connecting portion is fixedly connected to the steering motor.

[0013] Preferably, the steering motor includes a motor body, a motor output shaft, a reduction gearbox connected to the motor output shaft, and a steering motor output shaft extending from the reduction gearbox, and the steering motor output shaft is fixedly connected to the steering motor connecting portion.

[0014] Preferably, a first shock absorber connecting shaft is fixedly connected to the connecting end of the first bracket and the second bracket, and the top of the shock absorber is hinged to the first shock absorber connecting shaft.

[0015] Preferably, the lower connecting arm includes a connecting arm body, both ends of the connecting arm body are hinged to the steering knuckle and the corner bracket respectively, a shock absorber connecting hole is provided in the middle position of the connecting arm body, a second shock absorber connecting shaft passes through the shock absorber connecting hole, and the bottom of the shock absorber is hinged to the second shock absorber connecting shaft.

[0016] Preferably, the shock absorber is a shock-absorbing spring, and two shock-absorbing springs are provided and are respectively located on both sides of the corner bracket; the upper connecting arm and the lower connecting arm are respectively provided with two, the two upper connecting arms are arranged in parallel, and the two lower connecting arms are arranged in parallel.

[0017] The beneficial effects of the independent suspension wheel assembly of the technical solution of the present invention are:

[0018] 1. The upper connecting arm and the corner bracket are hinged at the axis and swing up and down. The lower connecting arm and the corner bracket are hinged at the axis and swing up and down. The swing of the upper connecting arm and the lower connecting arm helps the shock absorber release some pressure and prolongs the service life of the shock absorber. At the same time, the arrangement of the steering knuckle and the corner bracket makes the suspension arrangement convenient and the overall structure of the independent suspension wheel assembly compact, which can effectively reduce the width and height of the logistics vehicle and make the logistics vehicle adapt to work in narrow alleys.

[0019] 2. The arrangement of the steering knuckle and the corner bracket, and the connection of the steering motor to the corner bracket, the steering motor drives the corner bracket to rotate, and transmits the torsion to the wheel side to achieve wheel side steering. The arrangement of the steering knuckle and the corner bracket makes the output angle of the steering motor the wheel side steering angle, avoiding the need for precise control of the wheel side steering angle. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 This is a schematic diagram of the structure of an independent suspension wheel assembly according to the technical solution of the present invention.

[0021] Figure 2 This is an axonometric view of an independent suspension wheel assembly according to the technical solution of the present invention.

[0022] Figure 3 This is an exploded view of an independent suspension wheel assembly according to the technical solution of the present invention.

[0023] Figure 4 This is a schematic diagram of the corner bracket structure in the technical solution of the present invention.

[0024] Figure 5 It is a schematic diagram of the steering knuckle structure in the technical solution of the present invention.

[0025] Figure 6 This is a schematic diagram of the upper connecting arm structure in the technical solution of the present invention.

[0026] Figure 7 This is a schematic diagram of the lower connecting arm structure in the technical solution of the present invention. DETAILED DESCRIPTION

[0027] To facilitate those skilled in the art to understand the technical solution of the present invention, the technical solution of the present invention will be further described in conjunction with specific embodiments and the accompanying drawings.

[0028] The technical solution of the present invention is an independent suspension wheel rim assembly, including a wheel rim, a steering knuckle 2, a corner bracket 1, a shock absorber 3 and a connecting arm. The wheel rim is mounted on the steering knuckle 2, and the corner bracket 1 is connected to the steering knuckle 2 via a connecting arm. The connecting arm includes an upper connecting arm 4 and a lower connecting arm 5. One end of the upper connecting arm 4 is hinged to the corner bracket 1, and the other end is hinged to the steering knuckle 2. The lower connecting arm 5 is located below the upper connecting arm 4 and one end is hinged to the corner bracket 1, and the other end is hinged to the steering knuckle 2. The shock absorber 3 is arranged vertically and the top is hinged to the corner bracket 1 and the bottom is hinged to the lower connecting arm 5. The upper connecting arm 4 swings up and down with the axis at the hinge position of the upper connecting arm 4 and the corner bracket 1. The lower connecting arm 5 swings up and down with the axis at the hinge position of the lower connecting arm 5 and the corner bracket 1. The upper connecting arm 4 and the upper connecting arm 4 drive the steering knuckle 2 to swing up and down.

[0029] Based on the above scheme, when the wheel edge encounters an uneven ground, the wheel edge rises and falls on the uneven ground, driving the steering knuckle 3 to move up and down slightly. At this time, the upper connecting arm 4 and the lower connecting arm 5 swing with the steering knuckle, and the upper connecting arm 4 and the lower connecting arm 5 and the steering knuckle 2 hinge end swing around the hinge end of the corner bracket 1. At this time, the shock absorber 3 is compressed or stretched, and the swing of the upper connecting arm 4 and the lower connecting arm 5 helps the shock absorber 3 release part of the pressure, thereby extending the service life of the shock absorber 3.

[0030] Based on the above solution, the upper connecting arm and the lower connecting arm are hinged so that the upper connecting arm and the lower connecting arm are all non-rigidly connected to the steering knuckle and the corner bracket, thereby avoiding damage to the corner bracket, steering knuckle and connecting arm when the wheel passes over uneven ground, thereby extending the service life of the independent suspension wheel assembly.

[0031] Based on the above solution, the vibration-damping suspension structure is combined with the steering structure through the arrangement of the steering knuckle and the corner bracket, making the independent suspension wheel assembly structure simple and compact, which is conducive to reducing the overall width and height of the vehicle.

[0032] In the present technical solution, the steering knuckle 2 includes a steering knuckle body 21 and a wheel side connection portion 22 and a connecting arm connection portion provided on the steering knuckle body 21. The steering knuckle body 21 is vertically arranged, and its central axis is parallel to the wheel side axis. The wheel side is mounted on the wheel side connection portion 22, and the connecting arm connection portion includes a first upper arm connection hole 24 provided at the top end of the steering knuckle body 21 and a first lower arm connection hole 23 provided at the bottom end of the steering knuckle 2. The first upper arm connection hole 24 and the first lower arm connection hole 23 are respectively provided with a first connecting shaft and a second connecting shaft, and the upper connecting arm 4 and the lower connecting arm 5 are respectively connected to the top end and the bottom end of the steering knuckle body 21 through the first connecting shaft and the second connecting shaft. The axes of the first connecting shaft and the second connecting shaft are horizontal and perpendicular to the wheel side axis. The steering knuckle is connected to the upper connecting arm and the lower connecting arm through the first connecting shaft and the second connecting shaft. The connection structure is simple, which facilitates the arrangement and connection of the steering knuckle with the upper connecting arm and the lower connecting arm.

[0033] In this embodiment, the wheel rim connecting portion 22 includes a wheel rim mounting hole provided on the steering knuckle body 21. A wheel axle passes through the wheel rim mounting hole, and the wheel rim is mounted to the steering knuckle body 21 via the wheel axle. The wheel rim is connected to the wheel rim connecting portion 22 via the wheel axle, thereby achieving connection between the wheel rim and the steering knuckle body 21 and installation of the wheel rim.

[0034] In this solution, the corner bracket 1 includes a first bracket 11 and a second bracket 12 fixed as a whole. The second bracket 12 is arranged on one side of the steering knuckle 2 and is parallel to the steering knuckle 2. The second bracket is parallel to the steering knuckle. The second bracket transmits torque to the steering knuckle. The angle of rotation of the second bracket is the angle of rotation of the steering knuckle, that is, the steering angle of the wheel side. In this solution, the second bracket 12 is provided with a second upper arm connecting hole 13 at the end close to the first bracket 11. The second upper arm connecting hole 13 is sleeved with a third connecting shaft, and the upper connecting arm 4 is connected to the second bracket 12 through the third connecting shaft. The second bracket 12 is provided with a lower arm connecting shaft 14 at the end away from the first bracket 11, and the lower connecting arm 5 is connected to the second bracket 12 through the lower arm connecting shaft 14. The axes of the third connecting shaft and the lower arm connecting shaft 14 are parallel and perpendicular to the axis of the wheel side. The corner bracket 1 is arranged parallel to and close to the steering knuckle, which facilitates the arrangement of the steering knuckle and the corner bracket, making the structure compact.

[0035] In this technical solution, the second bracket 12 is also provided with a clearance hole 16 and a clearance groove 19. The clearance hole 16 is located below the clearance groove 19, and the axis of the clearance hole 16 coincides with the axis of the wheel rim. The third connecting shaft passes through the second upper arm connecting hole 13 and one end extends into the clearance groove 19. The upper connecting arm 4 is placed in the clearance groove 19 and is hinged to the third connecting shaft. The drive shaft passes through the clearance hole 16, driving the wheel rim to rotate and move. The provision of the clearance groove 19 also allows the upper connecting arm to be connected to the second bracket from within the second bracket, resulting in a compact structure.

[0036] In this technical solution, first bracket 11 is fixedly connected to the top of second bracket 12 and arranged at an obtuse angle with second bracket 12. Second bracket 12 is located above steering knuckle 2. A steering motor connection portion 17 is provided at the end of first bracket 11 away from second bracket 12. Steering motor connection portion 17 is fixedly connected to steering motor 17. Steering motor connection portion 17 is arranged above the steering knuckle, resulting in a compact structure.

[0037] In this technical solution, the steering motor includes a motor body, a motor output shaft, a reduction gearbox connected to the motor output shaft, and a steering motor output shaft extending from the reduction gearbox. The steering motor output shaft is fixedly connected to the steering motor connection portion 17. The power output from the motor body is reduced in speed by the reduction gearbox, and the torque is ultimately output by the steering motor output shaft. The steering motor output shaft is also fixedly connected to the steering bracket via the steering motor connection portion 17. The rotation angle output by the steering motor output shaft is the same as the rotation angle of the steering bracket, facilitating precise control of the wheel-side steering angle.

[0038] In this technical solution, the first shock absorber connecting shaft 18 is fixedly connected to the connecting end of the first bracket 11 and the second bracket 12, and the top of the shock absorber 3 is hinged to the first shock absorber connecting shaft 18. The lower connecting arm 5 includes a connecting arm body 51, and the two ends of the connecting arm body 51 are respectively hinged to the steering knuckle 2 and the corner bracket 1. A shock absorber connecting hole 52 is provided in the middle of the connecting arm body 51, and a second shock absorber connecting shaft passes through the shock absorber connecting hole 52. The bottom of the shock absorber 3 is hinged to the second shock absorber connecting shaft. The use of this solution can realize the installation of the shock absorber 3. The shock absorber 3 is connected to the lower connecting arm. When the wheel passes through an uneven ground, the lower connecting arm swings around the end near the corner bracket and compresses the shock absorber 3. At this time, the shock absorber 3 and the lower connecting arm both play a damping role on the vibration of the wheel, that is, the pressure of the shock absorber 3 is reduced by the lower connecting arm, thereby extending the service life of the shock absorber 3.

[0039] In this solution, in order to further ensure the stability of the independent suspension wheel assembly, the shock absorber 3 is a damping spring, and two damping springs are provided and are respectively located on both sides of the corner bracket 1. The upper connecting arm 4 and the lower connecting arm 5 are respectively provided with two, and the two upper connecting arms 4 are arranged in parallel, and the two lower connecting arms 5 are arranged in parallel.

[0040] In this solution, each wheel rim has an independent independent suspension wheel rim assembly, providing the vehicle with improved load-bearing performance while also reducing the stress on each independent suspension wheel rim assembly, extending the service life of the independent suspension wheel rim assembly and improving the service life of the vehicle's overall suspension system. Furthermore, the use of independent suspension can counteract the bumps of the independent wheel rims, avoid mutual influence between the individual wheel rims, and improve vehicle stability. In this solution, the positional arrangement and structural connection of the commutator, corner bracket, connecting arm, and shock absorber 3 make the independent suspension wheel rim assembly simple and compact, reducing the height and width of the entire vehicle. In this solution, the structure of the independent suspension wheel rim assembly is such that the drive shaft can pass through the avoidance hole 16 between the two shock absorbers 3 due to the arrangement and setting of the two shock absorbers 3 and the connecting arm on the corner bracket, and the drive shaft drives the wheel rim to rotate, that is, the space between the shock absorbers 3 (the middle position between the corner bracket and the steering knuckle) can pass through the cable of the hub motor and other vehicle components, avoiding the problem of interference with the hub motor wiring or interference between the shock absorber and the frame caused by the need to arrange the shock absorber in the center when using a single shock absorber.

[0041] The technical solution of the present invention is described above in conjunction with the embodiments and drawings. Obviously, the specific implementation of the present invention is not limited to the above-mentioned method. As long as various non-substantial improvements are made using the method concept and technical solution of the present invention, or the concept and technical solution of the invention are directly applied to other occasions without improvement, they are all within the scope of protection of the present invention.

Claims

1. An independent suspension wheel assembly, characterized in that: The cam is connected to the steering knuckle by the upper and lower connecting arms, and the lower and lower connecting arms are connected to each other via the upper and lower connecting arms respectively. The steering knuckle includes a steering knuckle body and a wheel side connection portion and a connecting arm connection portion arranged on the steering knuckle body, the steering knuckle body is vertically arranged, and the center axis is parallel to the wheel side axis; the wheel side is mounted on the wheel side connection portion, and the connecting arm connection portion includes a first upper arm connection hole arranged at the top end of the steering knuckle body and a first lower arm connection hole arranged at the bottom end of the steering knuckle, the first upper arm connection hole and the first lower arm connection hole are respectively sleeved with a first connecting shaft and a second connecting shaft, the upper connecting arm and the lower connecting arm are respectively connected to the top end and the bottom end of the steering knuckle body through the first connecting shaft and the second connecting shaft, the axes of the first connecting shaft and the second connecting shaft are horizontal and perpendicular to the wheel side axis; The corner bracket includes a first bracket and a second bracket fixedly connected as a whole, the second bracket being arranged on one side of the steering knuckle and parallel to the steering knuckle, the second bracket being provided with a second upper arm connecting hole at an end close to the first bracket, a third connecting shaft being sleeved in the second upper arm connecting hole, and the upper connecting arm being connected to the second bracket via the third connecting shaft; The second bracket is provided with a lower arm connecting shaft at an end away from the first bracket, and the lower connecting arm is connected to the second bracket through the lower arm connecting shaft; the third connecting shaft and the lower arm connecting shaft are parallel to each other and perpendicular to the wheel side axis; The second bracket is also provided with an avoidance hole and an avoidance groove. The avoidance hole is placed below the avoidance groove and the axis of the avoidance hole coincides with the axis of the wheel edge. The third connecting shaft passes through the second upper arm connecting hole and one end extends into the avoidance groove. The upper connecting arm is placed in the avoidance groove and is hinged to the third connecting shaft.

2. The independent suspension wheel assembly according to claim 1, characterized in that: The wheel rim connecting portion includes a wheel rim mounting hole provided on the steering knuckle body, a wheel axle passes through the wheel rim mounting hole, and the wheel rim is mounted on the steering knuckle body through the wheel axle.

3. The independent suspension wheel assembly according to claim 1, characterized in that: The first bracket is fixedly connected to the top of the second bracket and is arranged at an obtuse angle with the second bracket, and the second bracket is located above the steering knuckle. The first bracket is provided with a steering motor connecting portion at the end away from the second bracket, and the steering motor is fixedly connected to the steering motor.

4. The independent suspension wheel assembly according to claim 3, characterized in that: The steering motor includes a motor body, a motor output shaft, a reduction gear box connected to the motor output shaft, and a steering motor output shaft extending from the reduction gear box. The steering motor output shaft is fixedly connected to the steering motor connecting portion.

5. The independent suspension wheel assembly according to claim 1, characterized in that: A first shock absorber connecting shaft is fixedly connected to the connecting end of the first bracket and the second bracket, and the top of the shock absorber is hinged to the first shock absorber connecting shaft.

6. The independent suspension wheel assembly according to claim 1, characterized in that: The lower connecting arm includes a connecting arm body, both ends of which are hinged to the steering knuckle and the corner bracket respectively, a shock absorber connecting hole is provided in the middle of the connecting arm body, a second shock absorber connecting shaft passes through the shock absorber connecting hole, and the bottom of the shock absorber is hinged to the second shock absorber connecting shaft.

7. The independent suspension wheel assembly according to claim 1, characterized in that: The shock absorber is a vibration-damping spring, and two vibration-damping springs are provided and are respectively located on both sides of the corner bracket; the upper connecting arm and the lower connecting arm are respectively provided with two, the two upper connecting arms are arranged in parallel, and the two lower connecting arms are arranged in parallel.

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