Electric automobile rear wheel damping and steering integrated mechanical structure

Abstract

The invention belongs to the technical field of automobile rear wheel damping and steering, and particularly relates to an electric automobile rear wheel damping and steering integrated mechanical structure which comprises a damping assembly and a steering assembly, the damping assembly is used for effectively damping and buffering ground impact borne by rear wheels, and the steering assembly is used for driving the rear wheels installed on a steering knuckle to steer and swing. The damping assembly adopts the H-arm suspension structure, the cost of the vehicle rear suspension structure is effectively reduced, meanwhile, the space occupied by the vehicle rear suspension structure in the rear row of the vehicle is effectively reduced, the original active steering rear suspension structure with the high cost can be applied to a common car, and meanwhile the damping assembly can be applied to a vehicle. The damping assembly is provided with a structure enabling the rear wheel installed on the damping assembly to have the steering swing function, and compared with an existing rear wheel passive steering structure, the damping assembly has the advantage of being good in steering swing effect.

Description

Technical Field

[0001] The present invention belongs to the technical field of automotive rear-wheel shock absorption and steering, and particularly relates to an integrated mechanical structure for shock absorption and steering of the rear wheels of an electric vehicle. Background Art

[0002] In vehicle steering technology, in order to improve the steering flexibility of the vehicle, the straight-line driving stability of the vehicle, and the comfort of the vehicle, etc., a follow-up steering technology is added to the rear wheels. When the vehicle is at a low speed or understeering occurs, the rear wheels of the vehicle swing in the opposite direction to the front wheels, so that the rear end of the vehicle quickly steers with its front end, in order to achieve the purpose of improving the steering flexibility of the vehicle by reducing the turning radius of the vehicle. When the vehicle has a tendency of oversteering or high-speed fishtailing, the swing direction of the rear wheels is the same as that of the front wheels, in order to reduce the sideslip angle of the vehicle's center of mass and achieve the purpose of reducing the steady-state overshoot of the vehicle's yaw rate, thereby realizing the effect of smooth lane change of the vehicle, just like the structure described in a rear-wheel steering gear with the application number 201710938270.0.

[0003] The rear-wheel steering structure includes an active steering structure and a passive steering structure. The cost of the active steering structure is relatively high and is mainly used in high-configured luxury vehicles. The passive steering structure realizes the micro-angle steering swing of the rear wheels based on the deformation of the rubber sleeve, but the steering effect is not good. The rear-wheel active steering structure will increase the volume of the rear suspension and occupy the space of the rear passenger compartment. This active steering structure with a large space occupancy rate increases the length of the vehicle and seems cost-ineffective. This cost-ineffective active steering structure is only suitable for application in luxury vehicles.

[0004] The H-arm suspension is a rear suspension shock absorption structure commonly used in ordinary sedans, and it is a rear suspension shock absorption structure that does not support rear-wheel steering. The H-arm suspension does not occupy much chassis space because it does not have a trailing arm structure, so that the entire rear suspension can be concentrated in a small space range, generally not exceeding the wheel center arrangement, which provides more space for new energy electric vehicles to arrange batteries and motors.

[0005] The present invention is improved on the basis of the traditional H-arm suspension to form a low-cost suspension that can actively steer the rear wheels, and at the same time gives play to the advantage that the H-arm suspension does not occupy the rear space of the vehicle, so as to provide a rear suspension structure with low cost, small volume and rear-wheel steering function for ordinary sedans. Summary of the Invention

[0006] Based on this, it is necessary to provide an integrated mechanical structure for shock absorption and steering of the rear wheels of an electric vehicle in view of the problems existing in the current shock absorption structure of the rear wheels of an automobile. In the present invention, the shock absorption component adopts an H-arm suspension structure, which can effectively reduce the cost of the vehicle's rear suspension structure and effectively reduce the space it occupies in the rear row of the vehicle, facilitating sufficient layout space for the battery and motor in the rear of the electric vehicle. In addition, the shock absorption component is also provided with a structure that enables the rear wheels mounted thereon to have a steering and swinging function, and has the characteristic of good steering and swinging effect compared with the existing passive rear-wheel steering structure. In the present invention, the steering component can effectively drive the rear wheels mounted on the knuckles in the shock absorption component to actively steer and swing through its cooperation with the shock absorption component, reducing the space occupied by the rear-wheel steering drive structure in the rear row of the vehicle and reducing the cost of the steering structure, so that the originally costly active-steering rear suspension structure can be applied to ordinary sedans. The hinge assembly in the shock absorption component of the present invention for connecting both ends of the knuckle to the upper suspension and the lower suspension enables the rear wheels mounted on the knuckle to perform translational shock absorption movement driven by the parallelogram four-link mechanism composed of the vehicle frame, the upper suspension, the knuckle and the lower suspension, and can also perform active steering and swinging under the drive of the steering component. The steering and swinging of the rear wheels driven by the steering component to drive the knuckle in the shock absorption component of the present invention is in the same direction as the steering and swinging of the front wheels when the vehicle has a tendency of oversteering or high-speed tail flick, so as to reduce the side slip angle of the vehicle's center of mass and achieve the purpose of reducing the steady-state overshoot of the vehicle's yaw rate, thereby realizing the effect of smooth lane change of the vehicle. The steering and swinging of the rear wheels driven by the steering component to drive the knuckle in the shock absorption component of the present invention is in the opposite direction to the steering and swinging of the front wheels when the vehicle is at low speed or has understeering, so that the rear end of the vehicle quickly steers with its front end, so as to achieve the purpose of improving the steering flexibility of the vehicle by reducing the turning radius of the vehicle.

[0007] The above object is achieved by the following technical solutions: An integrated mechanical structure for shock absorption and steering of the rear wheels of an electric vehicle, used for shock absorption and active steering and swinging of the vehicle's rear wheels, comprising: The shock absorption assembly is used to effectively absorb and buffer the ground impact received by the rear wheel. The shock absorption assembly includes an upper suspension and a lower suspension hinged to the vehicle frame. A vertical knuckle is ball-jointed between the movable ends of the upper suspension and the lower suspension through two hinge assemblies. A parallelogram four-link structure is formed among the knuckle, the upper suspension, the lower suspension, and the vehicle frame. A first axle seat for rotatably arranging the upper axle of the rear wheel is arranged in the middle of the knuckle. A first connecting rod is hinged between the movable ends of the upper suspension and the lower suspension. A guide seat is arranged on the vehicle frame through bolts. A sliding seat is slidably arranged in the guide seat along the axial direction of the axle. A shock absorber with a telescopic setting is hinged between the lower end of the sliding seat and the crank of the lower end of the first connecting rod. A connecting block is arranged at the side end of the sliding seat. A guide pin connected to the upper end of the first connecting rod through a connecting rod vertically slides in the chute on the connecting block. A shock absorption spring is connected between the lower suspension and the top of the vehicle frame.

[0008] A steering assembly arranged outside the shock absorber cylinder body and drivingly connected to the knuckle is used to drive the rear wheel installed on the knuckle to swing for steering.

[0009] In one embodiment, the hinge assembly includes a horizontal seventh round pin fixed on the upper suspension or the lower suspension and perpendicular to the upper axle of the rear wheel. A sphere is arranged at the end of the seventh round pin. A ball ring is rotatably arranged on the sphere. A second anti-wear pad is arranged between the ball ring and the sphere. An eighth round pin coaxial with the seventh round pin is arranged in the threaded hole on the sphere. A positioning cap is arranged at the end of the eighth round pin. Two third buffer pads cooperating with both ends of the ball ring are wrapped on the seventh round pin and the eighth round pin. A countersunk hole is opened at the end of the positioning cap. A locking screw threadedly connected to the sphere is arranged in the countersunk hole.

[0010] In one embodiment, a second positioning ring is sleeved on the positioning cap. A locking rod is arranged on the second positioning ring. The locking rod is fixed on the upper suspension or the lower suspension through bolts.

[0011] In one embodiment, a first positioning ring for preventing the ball ring from detaching from the sphere after compressing the second anti-wear pad is arranged on the spherical surface of the sphere.

[0012] In one embodiment, the upper end of the first connecting rod is hinged to the upper suspension through a third round pin fixed on the upper suspension and parallel to the seventh round pin. A first buffer pad is arranged between the third round pin and the first connecting rod.

[0013] In one embodiment, the lower end of the first connecting rod is hinged to the lower suspension through a second round pin fixed on the lower suspension and parallel to the third round pin. The lower suspension is hinged to the vehicle frame through a first round pin on two lugs fixed on the vehicle frame wall surface. A first anti-wear pad is arranged between the first round pin and the lower suspension.

[0014] In one of the embodiments, the upper suspension is hinged to the frame through a fourth round pin fixed to a support ear on the frame wall and parallel to the second round pin, a first anti-wear pad is provided between the fourth round pin and the upper suspension, the lower end of the shock absorber is hinged to the crank arm through a fifth round pin fixed to the end of the crank arm, the upper end of the shock absorber is hinged to the slide seat through a sixth round pin fixed to a support ear at the lower end of the slide seat, and a second buffer pad is provided between the sixth round pin, the shock absorber and the inner wall of the corresponding support ear.

[0015] In one of the embodiments, the upper and lower ends of the shock-absorbing spring are respectively arranged in the second positioning sleeve and the first positioning sleeve, and the first positioning sleeve and the second positioning sleeve are respectively fixed to the lower suspension and the frame.

[0016] In one embodiment, the steering assembly includes a first rotating sleeve, which is rotatably arranged on the outside of the cylinder body of the shock absorber, and a worm wheel and a circular ring are arranged on the first rotating sleeve, the worm wheel is meshed with a worm, and the worm is rotatably arranged on a bracket on the outside of the cylinder body of the shock absorber, and the worm is connected to the motor transmission through a clamp arranged on the outside of the reducer cylinder body, and a second rotating sleeve is rotatably arranged on the outside of the circular ring, and a plurality of blocks are evenly arranged circumferentially on the outer cylindrical surface of the circular ring, and the blocks move in the grooves on the inner wall of the second rotating sleeve, and two fourth buffer pads are arranged on the wall surface of the groove and cooperate with the two sides of the corresponding blocks, and a first rocking rod is arranged on the outside of the second rotating sleeve, and a second connecting rod is connected between the end of the first rocking rod and the end of the second rocking rod on the horn, and the two ends of the second connecting rod are respectively hinged to the first rocking rod and the second rocking rod through a ninth round pin and a tenth round pin, and the ninth round pin and the tenth round pin are respectively cooperated with the first rocking rod and the second rocking rod with third anti-wear pads.

[0017] In one embodiment, the bracket is provided with a first fixed shaft and a second fixed shaft, and the first fixed shaft and the second fixed shaft are respectively rotatably provided with a first sleeve and a second sleeve, the first sleeve is provided with a third gear and a second gear meshing with the first gear on the motor output shaft, the output shaft of the motor is rotatably provided in a second shaft seat outside the shock absorber cylinder, and the second sleeve is provided with a fifth gear meshing with the sixth gear on the worm and a fourth gear meshing with the third gear.

[0018] The beneficial effects of the present invention are: 1. The shock absorbing assembly in the present invention adopts an H-arm suspension structure, which effectively reduces the cost of the rear suspension structure of the vehicle and effectively reduces the space it occupies in the rear row of the vehicle, which is conducive to the battery and motor in the electric vehicle having sufficient layout space on the rear side of the vehicle. In addition, the shock absorbing assembly also has a structure that enables the rear wheel installed thereon to have a steering and swinging function, which has the characteristics of good steering and swinging effect compared with the existing rear wheel passive steering structure.

[0019] 2. In the present invention, the steering assembly can effectively drive the rear wheels mounted on the knuckles in the shock absorption assembly to swing actively through its cooperation with the shock absorption assembly, reducing the space occupied by the rear-wheel steering drive structure in the rear row of the vehicle and the cost of the steering structure at the same time, so that the originally costly active steering rear suspension structure can be applied to ordinary sedans.

[0020] 3. In the shock absorption assembly of the present invention, the hinge assembly for connecting both ends of the knuckle to the upper suspension and the lower suspension enables the rear wheels mounted on the knuckle to perform translational shock absorption movements driven by the parallelogram four-link mechanism composed of the vehicle frame, the upper suspension, the knuckle, and the lower suspension, and at the same time can perform active steering swings under the drive of the steering assembly.

[0021] 4. When the vehicle has a tendency of oversteering or high-speed fishtailing, the steering swing of the rear wheels driven by the steering assembly to drive the knuckle in the shock absorption assembly is in the same direction as the steering swing of the front wheels, so as to reduce the side slip angle of the vehicle's center of mass and achieve the purpose of reducing the steady-state overshoot of the vehicle's yaw rate, thereby realizing the effect of smooth lane change of the vehicle. When the vehicle is at low speed or shows understeering, the steering swing of the rear wheels driven by the steering assembly to drive the knuckle in the shock absorption assembly is in the opposite direction to the steering swing of the front wheels, so that the rear end of the vehicle turns quickly with its front end, so as to achieve the purpose of improving the steering flexibility of the vehicle by reducing the turning radius of the vehicle. Brief Description of the Drawings

[0022] Figure 1 are schematic diagrams of two different perspectives of the present invention; Figure 2 is a schematic diagram of the shock absorption assembly and the steering assembly in the present invention; Figure 3 is a cross-sectional view of the hinge structure of the first link in the shock absorption assembly of the present invention with the upper suspension and the lower suspension; Figure 4 is a cross-sectional view of the distribution of the shock absorption assembly and the steering assembly in the present invention; Figure 5 is a cross-sectional view of the hinge structure of the knuckle with the upper suspension and the lower suspension in the present invention; Figure 6 is a cross-sectional view of the structure of the knuckle and the first link in the shock absorption assembly of the present invention hinged to the upper suspension; Figure 7 is a cross-sectional view of the structure of the knuckle and the first link in the shock absorption assembly of the present invention hinged to the lower suspension; Figure 8 is a cross-sectional view of the structure of the second rotating sleeve in the steering assembly of the present invention connected to the knuckle; Figure 9 is a cross-sectional view of the structure of the shock absorber in the shock absorption assembly of the present invention hinged to the sliding seat and the crank lever; Figure 10It is a structural sectional view of the upper end of the shock absorber in the present invention hinged to the sliding seat; Figure 11 It is a structural sectional view of driving the second rotating sleeve to rotate in the steering assembly of the present invention; Figure 12 It is the lower suspension structure in the present invention and its sectional view; Figure 13 It is a schematic structural diagram of the first connecting rod in the present invention; Figure 14 It is the upper suspension structure in the present invention and its sectional view; Figure 15 It is a structural sectional view of the eighth round pin in the present invention; Figure 16 It is the knuckle structure in the present invention and its sectional view; Figure 17 It is the structure of the second rotating sleeve in the present invention and its sectional view; Figure 18 It is a schematic structural diagram of the circular ring in the present invention; Figure 19 It is a schematic diagram of three steering states of the rear wheel in the present invention; Figure 20 It is a schematic diagram of two states of the rear wheel shock absorption movement in the present invention; Names of the reference numerals in the figure: 101, vehicle frame; 102, rear wheel; 103, axle; 200, shock absorption assembly; 201, lower suspension; 202, first round pin; 203, first wear-resistant pad; 204, second round pin; 205, first connecting rod; 206, first buffer pad; 207, third round pin; 208, upper suspension; 209, fourth round pin; 210, knuckle; 211, first axle seat; 212, crank lever; 213, fifth round pin; 214, shock absorber; 215, sixth round pin; 216, second buffer pad; 217, sliding seat; 218, guide seat; 219, connecting block; 220, sliding groove; 221, guide pin; 222, connecting rod; 223, shock spring; 224, first positioning sleeve; 225, second positioning sleeve; 300, hinge assembly; 301, seventh round pin; 302, sphere; 303, threaded hole; 304, first positioning ring; 305, second wear-resistant pad; 306, third buffer pad; 307, ball ring; 308, eighth round pin; 309, positioning cap; 310, counterbore; 311, locking screw; 312, second positioning ring; 313, locking rod; 400, Steering assembly; 401, Clamp; 402, Motor; 403, First gear; 404, Second shaft seat; 405, Second gear; 406, First bushing; 407, First fixed shaft; 408, Third gear; 409, Bracket; 410, Fourth gear; 411, Second bushing; 412, Second fixed shaft; 413, Fifth gear; 414, Sixth gear; 415, Worm; 416, Worm gear; 417, First rotating sleeve; 418, Ring; 419, Block; 420, Second rotating sleeve; 421, Card slot; 422, Fourth buffer pad; 423, First swing rod; 424, Ninth round pin; 425, Third anti-wear pad; 426, Second connecting rod; 427, Tenth round pin; 428, Second swing rod. Detailed implementation mode

[0023] In order to make the objectives, technical solutions and advantages of the present invention clearer and more understandable, the present invention will be further described in detail below through embodiments and in conjunction with the accompanying drawings. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention.

[0024] The serial numbers assigned to the components in this article, such as "first", "second", etc., are only used to distinguish the described objects and do not have any sequential or technical meanings. The terms "connection" and "coupling" as used in this application, unless otherwise specified, both include direct and indirect connections (couplings). In the description of the present invention, it should be understood that the orientation or positional relationship indicated by the terms "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", etc. is based on the orientation or positional relationship shown in the accompanying drawings, and is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be construed as a limitation of the present invention.

[0025] In the present invention, unless otherwise clearly specified and limited, the first feature being "above" or "below" the second feature may be that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. Moreover, the first feature being "above", "over" and "on" the second feature may be that the first feature is directly above or obliquely above the second feature, or merely indicates that the first feature has a higher horizontal height than the second feature. The first feature being "below", "beneath" and "under" the second feature may be that the first feature is directly below or obliquely below the second feature, or merely indicates that the first feature has a lower horizontal height than the second feature.

[0026] As Figure 1-18 shown, a shock-absorbing and steering integrated mechanical structure for the rear wheels 102 of an electric vehicle, which is used for the shock absorption and active steering swing of the vehicle rear wheels 102, includes: The shock absorption assembly 200 is used to effectively absorb and buffer the ground impact received by the rear wheel 102. The shock absorption assembly 200 includes an upper suspension 208 and a lower suspension 201 hinged to the vehicle frame 101. The movable ends of the upper suspension 208 and the lower suspension 201 are ball-jointed by two hinge assemblies 300 to a vertical knuckle 210. A parallelogram four-link structure is formed among the knuckle 210, the upper suspension 208, the lower suspension 201, and the vehicle frame 101. A first axle seat 211 for rotatably arranging the wheel axle 103 of the rear wheel 102 is arranged in the middle of the knuckle 210. A first connecting rod 205 is hinged between the movable ends of the upper suspension 208 and the lower suspension 201. A guide seat 218 is arranged on the vehicle frame 101 by bolts. A sliding seat 217 is slidably arranged in the guide seat 218 along the axial direction of the wheel axle 103. A shock absorber 214 with a telescopic arrangement is hinged between the lower end of the sliding seat 217 and a crank lever 212 at the lower end of the first connecting rod 205. A connecting block 219 is arranged at the side end of the sliding seat 217. A guide pin 221 connected to the upper end of the first connecting rod 205 through a connecting rod 222 is vertically slidable in a chute 220 on the connecting block 219. A shock absorption spring 223 is connected between the lower suspension 201 and the top of the vehicle frame 101.

[0027] A steering assembly 400 arranged outside the cylinder body of the shock absorber 214 and drivingly connected to the knuckle 210 is used to drive the rear wheel 102 installed on the knuckle 210 to swing for steering.

[0028] In a further embodiment, as Figure 6 、 Figure 7 、 Figure 12 、 Figure 14 shown, the hinge assembly 300 includes a horizontal seventh round pin 301 fixed to the upper suspension 208 or the lower suspension 201 and perpendicular to the wheel axle 103 of the rear wheel 102. A sphere 302 is arranged at the end of the seventh round pin 301. A ball ring 307 is rotatably arranged on the sphere 302. A second anti-wear pad 305 is arranged between the ball ring 307 and the sphere 302. An eighth round pin 308 coaxial with the seventh round pin 301 is arranged in a threaded hole 303 on the sphere 302. A positioning cap 309 is arranged at the end of the eighth round pin 308. Two third buffer pads 306 cooperating with both ends of the ball ring 307 are wrapped on the seventh round pin 301 and the eighth round pin 308. A counterbore 310 is opened at the end of the positioning cap 309. A locking screw 311 threadedly connected to the sphere 302 is arranged in the counterbore 310.

[0029] In a further embodiment, as Figure 6 、 Figure 7 、 Figure 12 、 Figure 14 、 Figure 15As shown, a second positioning ring 312 is sleeved on the positioning cap 309, and a locking rod 313 is arranged on the second positioning ring 312. The locking rod 313 is fixed to the upper suspension 208 or the lower suspension 201 by bolts.

[0030] In a further embodiment, as Figure 6 , Figure 7 , Figure 12 , Figure 14 shown, a first positioning ring 304 for preventing the ball ring 307 from detaching from the sphere 302 after compressing the second anti-wear pad 305 is arranged on the spherical surface of the sphere 302.

[0031] In a further embodiment, as Figure 6 shown, the upper end of the first connecting rod 205 is hinged to the upper suspension 208 through a third round pin 207 fixed to the upper suspension 208 and parallel to the seventh round pin 301. A first buffer pad 206 is arranged between the third round pin 207 and the first connecting rod 205.

[0032] In a further embodiment, as Figure 7 shown, the lower end of the first connecting rod 205 is hinged to the lower suspension 201 through a second round pin 204 fixed to the lower suspension 201 and parallel to the third round pin 207. The lower suspension 201 is hinged to the vehicle frame 101 through a first round pin 202 fixed on two lugs on the wall surface of the vehicle frame 101. A first anti-wear pad 203 is arranged between the first round pin 202 and the lower suspension 201.

[0033] In a further embodiment, as Figure 6 , Figure 9 , Figure 10 shown, the upper suspension 208 is hinged to the vehicle frame 101 through a fourth round pin 209 fixed on a lug on the wall surface of the vehicle frame 101 and parallel to the second round pin 204. A first anti-wear pad 203 is arranged between the fourth round pin 209 and the upper suspension 208. The lower end of the shock absorber 214 is hinged to the toggle lever 212 through a fifth round pin 213 fixed to the end of the toggle lever 212. The upper end of the shock absorber 214 is hinged to the sliding seat 217 through a sixth round pin 215 fixed to the lower lug of the sliding seat 217. A second buffer pad 216 is arranged between the sixth round pin 215 and the shock absorber 214 and the inner wall of the corresponding lug.

[0034] In a further embodiment, as Figure 1 , Figure 3 , Figure 5 shown, the upper and lower ends of the shock absorber spring 223 are respectively arranged in the second positioning sleeve 225 and the first positioning sleeve 224. The first positioning sleeve 224 and the second positioning sleeve 225 are respectively fixed to the lower suspension 201 and the vehicle frame 101.

[0035] In a further embodiment, asFigure 8 , Figure 11 , Figure 16 , Figure 17 , Figure 18 As shown in Figure 18 , the steering assembly 400 includes a first rotating sleeve 417 which is rotatably arranged outside the cylinder body of the shock absorber 214. A worm gear 416 and a ring 418 are arranged on the first rotating sleeve 417. The worm gear 416 meshes with a worm 415 which is rotatably arranged on a bracket 409 outside the cylinder body of the shock absorber 214. The worm 415 is in transmission connection with a motor 402 arranged outside the reducer cylinder body through a clamp 401. A second rotating sleeve 420 is rotatably arranged outside the ring 418. A plurality of clamping blocks 419 are circumferentially and evenly arranged on the outer cylindrical surface of the ring 418. The clamping blocks 419 move in a clamping groove 421 on the inner wall of the second rotating sleeve 420. Two fourth buffer pads 422 which cooperate with both sides of the corresponding clamping blocks 419 are arranged on the wall surface of the clamping groove 421. A first swing rod 423 is arranged outside the second rotating sleeve 420. A second connecting rod 426 is connected between the end of the first swing rod 423 and the end of a second swing rod 428 on the knuckle 210. Both ends of the second connecting rod 426 are hinged to the first swing rod 423 and the second swing rod 428 through a ninth round pin 424 and a tenth round pin 427 respectively. Third anti-wear pads 425 are arranged between the ninth round pin 424 and the tenth round pin 427 and the first swing rod 423 and the second swing rod 428 respectively.

[0036] In a further embodiment, as Figure 11 shown, a first fixed shaft 407 and a second fixed shaft 412 are arranged on the bracket 409. A first shaft sleeve 406 and a second shaft sleeve 411 are rotatably arranged on the first fixed shaft 407 and the second fixed shaft 412 respectively. A third gear 408 and a second gear 405 which meshes with a first gear 403 on the output shaft of the motor 402 are arranged on the first shaft sleeve 406. The output shaft of the motor 402 is rotatably arranged in a second shaft seat 404 outside the cylinder body of the shock absorber 214. A fifth gear 413 which meshes with a sixth gear 414 on the worm 415 and a fourth gear 410 which meshes with the third gear 408 are arranged on the second shaft sleeve 411.

[0037] The shock absorption assembly 200 in the present invention adopts an H-arm suspension structure, which can effectively reduce the cost of the vehicle's rear suspension structure and at the same time effectively reduce the space it occupies in the rear row of the vehicle, facilitating sufficient layout space for the battery and the motor 402 in the electric vehicle at the rear side of the vehicle. In addition, the shock absorption assembly 200 also has a structure that enables the rear wheel 102 mounted on it to have a steering and swinging function, which has a better steering and swinging effect compared with the existing passive steering structure of the rear wheel 102. The steering assembly 400 in the present invention can effectively drive the rear wheel 102 mounted on the knuckle 210 in the shock absorption assembly 200 to perform active steering and swinging through its cooperation with the shock absorption assembly 200, reducing the space occupied by the rear wheel 102 steering drive structure in the rear row of the vehicle and reducing the cost of the steering structure at the same time, so that the originally expensive active steering rear suspension structure can be applied to ordinary sedans. The hinge assembly 300 for connecting both ends of the knuckle 210 to the upper suspension 208 and the lower suspension 201 in the shock absorption assembly 200 of the present invention can enable the rear wheel 102 mounted on the knuckle 210 to perform translational shock absorption movement driven by the parallelogram four-link mechanism composed of the vehicle frame 101, the upper suspension 208, the knuckle 210 and the lower suspension 201, and at the same time can perform active steering and swinging under the drive of the steering assembly 400. The steering and swinging of the rear wheel 102 driven by the steering assembly 400 to drive the knuckle 210 in the shock absorption assembly 200 of the present invention is in the same direction as the steering and swinging of the front wheel when the vehicle has a tendency of oversteering or high-speed fishtailing, so as to reduce the side slip angle of the vehicle's center of mass and achieve the purpose of reducing the steady-state overshoot of the vehicle's yaw rate, and further realizing the effect of smooth lane change of the vehicle. The steering and swinging of the rear wheel 102 driven by the steering assembly 400 to drive the knuckle 210 in the shock absorption assembly 200 of the present invention is in the opposite direction to the steering and swinging of the front wheel when the vehicle is at low speed or has understeering, so that the rear end of the vehicle turns quickly with its front end, so as to achieve the purpose of improving the steering flexibility of the vehicle by reducing the turning radius of the vehicle.

[0038] The operation process of the present invention is as follows: In the initial state, the axis of the first axle seat 211 on the knuckle 210 is perpendicular to the direction of the vehicle's forward movement, the shock absorption spring 223 is in a compressed state, and the upper suspension 208 and the lower suspension 201 are in a horizontal state.

[0039] As Figure 9 、 Figure 20As shown, when the rear wheel 102 is impacted by a ground bump or encounters a ground pothole, the rear wheel 102 will move upward relative to the vehicle frame 101 against the damping of the shock absorber 214 and the elastic force of the shock spring 223. The shock spring 223 and the shock absorber 214 are both compressed to a certain extent. The rear wheel 102 drives the upper suspension 208 and the lower suspension 201 to swing upward relative to the vehicle frame 101 through the wheel axle 103, the first axle seat 211 and the knuckle 210. The upper suspension 208 and the lower suspension 201 drive the first link 205 to move upward. The connecting rod 222 at the upper end of the first link 205 drives the guide pin 221 to move upward in the chute 220 on the connecting block 219 and move upward relative to the sliding seat 217. The guide pin 221 moving upward relative to the sliding seat 217 drives the sliding seat 217 to slide inward in the vehicle transverse direction by a certain amplitude through the connecting block 219. The sliding seat 217 drives the upper end of the shock absorber 214 to move synchronously by the same amplitude. At the same time, the crank lever 212 at the lower end of the first link 205 drives the lower end of the shock absorber 214 to move inward in the vehicle transverse direction by the same amplitude as its upper end, ensuring that the shock absorber 214 is always in a vertical telescopic state during the shock absorption movement of the rear wheel 102, and further ensuring that the shock absorber 214 effectively plays its effective buffering role when the rear wheel 102 is impacted by a ground bump or a low-lying impact.

[0040] As Figure 19 shown, when the vehicle is moving at a low speed or there is understeer, the direction of the steering swing of the rear wheel 102 driven by the steering assembly 400 is opposite to the steering swing direction of the front wheel, so that the rear end of the vehicle quickly steers with its front end, aiming to improve the steering flexibility of the vehicle by reducing the turning radius of the vehicle. When the vehicle has a tendency of oversteering or high-speed fishtailing, the direction of the steering swing of the rear wheel 102 driven by the steering assembly 400 is the same as the steering swing direction of the front wheel, so as to reduce the sideslip angle of the vehicle center of mass and achieve the purpose of reducing the steady-state overshoot of the vehicle yaw rate, and then realizing the smooth effect of vehicle lane change.

[0041] The process of the steering assembly 400 driving the knuckle 210 in the shock absorption assembly 200 to drive the rear wheel 102 to steer is as follows: When the rear wheel 102 needs to swing for steering, the motor 402 is started. The motor 402 drives the first swing rod 423 to swing a certain amplitude relative to the cylinder block of the shock absorber 214 around the axis of the shock absorber 214 through the first gear 403, the second gear 405, the first bushing 406, the third gear 408, the fourth gear 410, the second bushing 411, the fifth gear 413, the sixth gear 414, the worm 415, the worm gear 416, the first rotating sleeve 417, the ring 418, the clamping block 419, the fourth buffer pad 422, and the second rotating sleeve 420. The first swing rod 423 drives the rear wheel 102 on the wheel axle 103 to perform a steering swing in a corresponding amplitude and direction through the second connecting rod 426, the second swing rod 428, the knuckle 210, and the first axle seat 211. When the steering direction of the rear wheel 102 is opposite to the steering direction of the front wheel, the turning radius of the vehicle can be effectively reduced, thereby improving the steering flexibility of the vehicle. When the steering direction of the rear wheel 102 is the same as the steering direction of the front road, the sideslip angle of the center of mass of the vehicle in an oversteering or high-speed fishtailing state can be reduced, and the steady-state overshoot of the yaw rate of the vehicle in oversteering or high-speed fishtailing can be effectively reduced, realizing the smoothness of lane change of the vehicle in oversteering or high-speed fishtailing.

[0042] In the present invention, the first buffer pad 206, the second buffer pad 216, the third buffer pad 306, and the fourth buffer pad 422 respectively form effective buffers for the impact forces received by the corresponding hinge points or stress points, ensuring that the corresponding hinge points are not damaged.

[0043] In the present invention, the first anti-wear pad 203, the second anti-wear pad 305, and the third anti-wear pad 425 can respectively effectively reduce the movement wear of the corresponding hinge points.

[0044] In the present invention, the diameters of the second round pin 204 and the fifth round pin 213, which are the main stress hinge points, are larger than the diameters of the first round pin 202, the third round pin 207, the fourth round pin 209, the sixth round pin 215, the seventh round pin 301, the eighth round pin 308, the ninth round pin 424, and the tenth round pin 427, ensuring that the hinge points where the second round pin 204 and the fifth round pin 213 are located will not deform under frequent stress, and thus ensuring the normal operation of the corresponding hinge points.

[0045] In the present invention, the two ends of the shock absorber 214 are respectively hinged to the crank arm 212 and the sliding seat 217 at the lower end of the first connecting rod 205 to ensure that the shock absorber 214 does not interfere with the movement of the parallelogram four-link structure formed by the vehicle frame 101, the upper suspension 208, the lower suspension 201, and the knuckle 210.

[0046] In the present invention, the first positioning sleeve 224 and the second positioning sleeve 225 can effectively position the shock absorber spring 223.

Claims

1. An integrated mechanical structure for rear wheel shock absorption and steering of an electric vehicle, used for shock absorption and active steering swing of the rear wheel of the vehicle, characterized in that: include: The shock-absorbing assembly is used to effectively absorb shock and buffer the ground impact suffered by the rear wheel, and the shock-absorbing assembly includes an upper suspension and a lower suspension hinged with the frame, and the movable ends of the upper suspension and the lower suspension are connected with a vertical horn through two hinge assembly ball joints, and a parallelogram four-link structure is formed between the horn, the upper suspension, the lower suspension and the frame, and a first axle seat for rotatably setting the upper axle of the rear wheel is arranged in the middle of the horn, and a first connecting rod is hinged between the movable ends of the upper suspension and the lower suspension, and a guide seat is arranged on the frame through bolts, and a sliding seat is arranged in the guide seat along the axial direction of the wheel axle, and a telescopic shock absorber is hinged between the lower end of the sliding seat and the turning rod at the lower end of the first connecting rod, and a connecting block is arranged at the side end of the sliding seat, and a guide pin connected to the upper end of the first connecting rod through the connecting rod slides vertically in the slide groove on the connecting block, and a shock-absorbing spring is connected between the lower suspension and the top of the frame; The steering assembly is arranged outside the shock absorber cylinder body and is transmission-connected to the ram horn, and is used to drive the rear wheel installed on the ram horn to perform steering and swinging.

2. The electric vehicle rear wheel shock absorption and steering integrated mechanical structure according to claim 1, characterized in that: The hinge assembly includes a horizontal seventh round pin fixed on the upper suspension or the lower suspension and perpendicular to the upper axle of the rear wheel, a sphere is arranged at the end of the seventh round pin, a ball ring is rotatably arranged on the sphere, a second anti-wear pad is matched between the ball ring and the sphere, an eighth round pin coaxial with the seventh round pin is arranged in the threaded hole on the sphere, a positioning cap is arranged at the end of the eighth round pin, the seventh round pin and the eighth round pin are packaged with two third buffer pads matched with the two ends of the ball ring, a countersunk hole is opened at the end of the positioning cap, and a locking screw threadedly connected to the sphere is arranged in the countersunk hole.

3. The electric vehicle rear wheel shock absorption and steering integrated mechanical structure according to claim 2, characterized in that: The positioning cap is sleeved with a second positioning ring, the second positioning ring is provided with a locking rod, and the locking rod is fixed to the upper suspension or the lower suspension by bolts.

4. The electric vehicle rear wheel shock absorption and steering integrated mechanical structure according to claim 2, characterized in that: The spherical surface of the sphere is provided with a first positioning ring to prevent the spherical ring from compressing the second anti-wear pad and then separating from the sphere.

5. The electric vehicle rear wheel shock absorption and steering integrated mechanical structure according to claim 2, characterized in that: The upper end of the first connecting rod is hinged to the upper suspension frame through a third round pin which is fixed to the upper suspension frame and parallel to the seventh round pin. A first buffer pad is provided between the third round pin and the first connecting rod.

6. The electric vehicle rear wheel shock absorption and steering integrated mechanical structure according to claim 5, characterized in that: The lower end of the first connecting rod is hinged to the lower suspension through a second round pin fixed to the lower suspension and parallel to the third round pin. The lower suspension is hinged to the frame through two first round pins on the support ears fixed to the frame wall. A first anti-wear pad is provided between the first round pin and the lower suspension.

7. The electric vehicle rear wheel shock absorption and steering integrated mechanical structure according to claim 6, characterized in that: The upper suspension is hinged to the frame through a fourth round pin fixed on a lug on the frame wall and parallel to the second round pin, a first anti-wear pad is provided between the fourth round pin and the upper suspension, the lower end of the shock absorber is hinged to the crank arm through a fifth round pin fixed to the end of the crank arm, the upper end of the shock absorber is hinged to the slide seat through a sixth round pin fixed on a lug at the lower end of the slide seat, and a second buffer pad is provided between the sixth round pin, the shock absorber and the inner wall of the corresponding lug.

8. The electric vehicle rear wheel shock absorption and steering integrated mechanical structure according to claim 1, characterized in that: The upper and lower ends of the shock-absorbing spring are respectively arranged in the second positioning sleeve and the first positioning sleeve, and the first positioning sleeve and the second positioning sleeve are respectively fixed on the lower suspension and the frame.

9. The electric vehicle rear wheel shock absorption and steering integrated mechanical structure according to claim 1, characterized in that: The steering assembly includes a first rotating sleeve, which is rotatably arranged on the outside of the cylinder body of the shock absorber, and a worm wheel and a circular ring are arranged on the first rotating sleeve. The worm wheel is meshed with a worm, and the worm is rotatably arranged on a bracket on the outside of the cylinder body of the shock absorber. The worm is connected to a motor transmission through a clamp arranged on the outside of the reducer cylinder body. A second rotating sleeve is rotatably arranged on the outside of the circular ring, and a plurality of blocks are evenly arranged circumferentially on the outer cylindrical surface of the circular ring. The blocks move in the grooves on the inner wall of the second rotating sleeve. Two fourth buffer pads that cooperate with the two sides of the corresponding blocks are arranged on the wall surface of the groove. A first swing rod is arranged on the outside of the second rotating sleeve, and a second connecting rod is connected between the end of the first swing rod and the end of the second swing rod on the horn. The two ends of the second connecting rod are respectively hinged to the first swing rod and the second swing rod through a ninth round pin and a tenth round pin, and the ninth round pin and the tenth round pin are respectively matched with third anti-wear pads between the first swing rod and the second swing rod.

10. The electric vehicle rear wheel shock absorption and steering integrated mechanical structure according to claim 9, characterized in that: The bracket is provided with a first fixed shaft and a second fixed shaft, and the first fixed shaft and the second fixed shaft are respectively rotatably provided with a first sleeve and a second sleeve, the first sleeve is provided with a third gear and a second gear meshing with the first gear on the motor output shaft, the output shaft of the motor is rotatably provided in a second shaft seat outside the shock absorber cylinder, and the second sleeve is provided with a fifth gear meshing with the sixth gear on the worm and a fourth gear meshing with the third gear.

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