Independent suspension chassis damping system

Abstract

The independent suspension chassis damping system comprises a vehicle body, a bearing vehicle frame is arranged at the bottom of the vehicle body, a motor driving module is fixedly installed at the tail of the bearing vehicle frame, and the output end of the motor driving module is in driving connection with a rear wheel shaft of a rear wheel through a transmission structure; a rear wheel shaft of the rear wheel is rotationally mounted on the jumping seat through a bearing; the lower end of the telescopic structure is hinged to the jumping seat through a spherical hinge; the upper end of the telescopic structure is fixedly connected with a hinge seat, and one side of the hinge seat is rotationally matched with a bearing frame through a hinge shaft; the swing arm structure is adopted, so that the upward jumping stroke of the rear wheels is larger than the stroke of a traditional plate spring suspension, the jolting feeling of personnel and goods on a vehicle body is reduced, and the rear wheel suspension can be matched with an electric tricycle, a four-wheeler or an automobile chassis.

Description

Technical Field

[0001] The present invention belongs to the field of electric vehicle chassis. Background Art

[0002] Many traditional chassis of electric tricycles, small four-wheel utility vehicles or some automobiles adopt non-independent leaf spring suspensions. The leaf springs have strong rigidity, poor shock absorption effect, weak buffering ability for road bumps, and the ride comfort is poor. The internal goods are prone to jolting and damage. At the same time, the superposition of multiple steel plates results in a heavier suspension system, increasing the weight of the whole vehicle and affecting economy and handling flexibility. The leaf spring suspension is an integral bridge type (non-independent suspension), and the movement of the left and right wheels interferes with each other, and the vehicle body stability is poor during cornering or bumping. The friction between the steel plates may generate noise, and regular lubrication and maintenance are required after long-term use. Summary of the Invention

[0003] Object of the Invention: In order to overcome the deficiencies in the prior art, the present invention provides an independent suspension chassis shock absorption system. The swing arm structure makes the upward jump stroke of the rear wheels larger than that of the traditional leaf spring suspension, thereby reducing the jolting feeling of the personnel and goods on the vehicle body.

[0004] Technical Solution: To achieve the above object, an independent suspension chassis shock absorption system of the present invention includes a vehicle body. A carrying frame is arranged at the bottom of the vehicle body. A motor drive module is fixedly installed at the tail of the carrying frame. The output end of the motor drive module is drivingly connected to the rear wheel axle of the rear wheels through a transmission structure.

[0005] The rear wheel axle of the rear wheels is rotatably installed on a jumping seat through bearings. There is a telescopic structure above the jumping seat. The lower end of the telescopic structure is hinged to the jumping seat through a ball joint. The upper end of the telescopic structure is fixedly connected to a hinge seat. One side of the hinge seat is rotationally matched with the carrying frame through a hinge shaft.

[0006] A transverse rotating shaft is arranged on the front side of the jumping seat. The transverse rotating shaft can rotate around its own axis. The transverse rotating shaft is fixedly connected to the front side of the jumping seat through a swing arm extending in the front-rear direction, so that the jumping seat can jump up and down around the axis of the transverse rotating shaft.

[0007] Further, the transmission structure includes a transmission shaft and a universal joint. The two ends of the transmission shaft are respectively drivingly connected to the rear wheel axle and the output end of the motor drive module through universal joints.

[0008] Further, the hinge shaft is parallel to the transverse rotating shaft.

[0009] Further, a fixed shaft is arranged in parallel above the transverse rotating shaft. The fixed shaft is fixed on the carrying frame. The transverse rotating shaft is connected to the upper fixed shaft through at least two parallel connecting arms.

[0010] Further, the telescopic structure is a spring shock absorber telescopic device; the transverse rotating shaft rotatably connects the lower ends of the two connecting arms through bearings, and the upper ends of the two connecting arms are fixedly connected to the fixed shaft.

[0011] Further, the telescopic structure is a free guiding telescopic device that can freely telescopic along its own length direction; the transverse rotating shaft rotatably connects the lower ends of the two connecting arms through bearings, and the upper ends of the two connecting arms are rotatably fitted with the outer wall of the fixed shaft through bearings; a fixed gear is coaxially fixedly installed on the fixed shaft, a planetary gear is coaxially fixedly installed on the transverse rotating shaft, and the planetary gear meshes with the lower side of the fixed gear; a sleeve is rotatably sleeved on one end of the transverse rotating shaft through a bearing, and a shock-absorbing spring connecting seat is integrally and horizontally arranged on the front side of the sleeve; a fixed arm is arranged in parallel with the front side of the sleeve, and the fixed arm is fixed to the fixed shaft or the carrying vehicle frame through a connecting member; the shock-absorbing spring connecting seat and the fixed arm are connected through a plurality of shock-absorbing springs arranged in parallel and extending in the front-rear direction.

[0012] Further, the tooth number ratio of the fixed gear to the planetary gear is 1:2.

[0013] Beneficial effects: The present invention adopts a swing arm structure to make the rebound force during the upward jump of the rear wheel more linear compared with the traditional leaf spring suspension, thereby reducing the bumping feeling of the personnel and goods on the electric vehicle. At the same time, the structure of this patent is simpler and the cost is lower than the independent suspension of traditional expensive automobiles. Description of the Drawings

[0014] Figure 1 It is a schematic diagram of the overall structure of the electric vehicle of this solution;

[0015] Figure 2 It is the overall bottom view of the first embodiment of the electric vehicle of this solution;

[0016] Figure 3 It is a schematic diagram of the partial structure of the suspension under the first embodiment;

[0017] Figure 4 It is a schematic diagram of the partial structure of the suspension under the second embodiment;

[0018] Figure 5 It is Figure 4 the disassembly diagram of. Detailed Embodiments

[0019] The present invention will be further described below with reference to the accompanying drawings.

[0020] As shown in the attached Figures 1 to 5 An independent suspension chassis shock absorption system shown, this case is not only applicable to electric tricycles, four-wheel vehicles or automobile chassis, but also suitable. It includes a vehicle body 1, a carrying vehicle frame 4 is arranged at the bottom of the vehicle body 1, a motor drive module 5 is fixedly installed at the tail of the carrying vehicle frame 4, and the output end of the motor drive module 5 is drivingly connected to the rear wheel shaft 61 of the rear wheel 2 through a transmission structure.

[0021] The rear axle 61 of the rear wheel 2 is rotatably mounted on the bouncing seat 14 through bearings; a telescopic structure 8 is arranged on the upper side of the bouncing seat 14, and the lower end of the telescopic structure 8 is hinged to the upper end of the bouncing seat 14 through a ball hinge 60; the upper end of the telescopic structure 8 is fixedly connected to the hinge seat 7, and one side of the hinge seat 7 is rotatably matched with the bearing frame 4 through a hinge shaft 30; a transverse rotating shaft 10 is arranged on the front side of the bouncing seat 14, and the transverse rotating shaft 10 can rotate around its own axis. The hinge shaft 30 is parallel to the transverse rotating shaft 10, and the transverse rotating shaft 10 is fixedly connected to the front side of the bouncing seat 14 through a swing arm 3 extending in the front-rear direction, so that the bouncing seat 14 can bounce up and down around the axis of the transverse rotating shaft 10; when the rear wheel 2 encounters an up-and-down bumpy section, the bouncing seat 14 will follow the rear wheel 2 and bounce up and down around the axis of the transverse rotating shaft 10, so that the telescopic structure 8 can telescopically adapt; as Figure 2 shown, the transmission structure includes a transmission shaft 6 and a universal joint 12; both ends of the transmission shaft 6 are respectively connected to the rear axle 61 and the output end of the motor drive module 5 through universal joints 12.

[0022] A fixed shaft 11 is arranged in parallel on the upper side of the transverse rotating shaft 10, and the fixed shaft 11 is fixed on the bearing frame 4; the transverse rotating shaft 10 is connected to the upper fixed shaft 11 through at least two parallel connecting arms 9.

[0023] Based on the above basic structure, the following two embodiments are derived from this solution:

[0024] The first embodiment:

[0025] As Figure 2 and 3 shown, the telescopic structure 8 is a spring shock absorber telescopic device; both ends of the transverse rotating shaft 10 are rotatably connected to the lower ends of the two connecting arms 9 through bearings, and the upper ends of the two connecting arms 9 are fixedly connected to the fixed shaft 11.

[0026] In this structure, when the rear wheel 2 bounces upward relative to the bearing frame 4 due to bumps, the rear wheel 2 bounces upward around the axis of the transverse rotating shaft 10 under the constraint of the swing arm 3, so that the telescopic structure 8 as a spring shock absorber telescopic device is adaptively compressed and buffered, thereby suppressing the further upward movement of the rear wheel 2. This structure uses the swing arm 3 structure to make the upward movement stroke of the rear wheel 2 larger than that of the traditional leaf spring suspension, and the rebound force is more linear, thereby reducing the bumping feeling of the personnel and goods on the vehicle body 1.

[0027] In addition to the above advantages, the "first embodiment" also has the following disadvantages:

[0028] Disadvantage one: The stroke of the telescopic structure 8 as a spring shock absorber telescopic device is too large, so that the spring on the telescopic structure 8 as a spring shock absorber telescopic device will undergo metal fatigue due to the compression of the high stroke for protection.

[0029] Disadvantage 2: During the process that the rear wheel 2 jumps upward around the axis of the transverse rotating shaft 10 under the constraint of the swing arm 3, the originally horizontal swing arm 3 will become inclined. Since the relative position of the transverse rotating shaft 10 of the "first embodiment" and the load-bearing vehicle frame 4 is fixed, after the swing arm 3 swings upward and becomes inclined, in addition to moving upward relative to the load-bearing vehicle frame 4, the rear wheel 2 will also move forward relative to the load-bearing vehicle frame 4; during the bumpy process, when the rear wheel 2 moves upward relative to the load-bearing vehicle frame 4 and also moves forward relative to the load-bearing vehicle frame 4, it will dynamically change the alignment parameters such as camber angle and toe angle, resulting in uneven tire contact ground, aggravating uneven wear (such as serrated wear), and further leading to increased tire wear, stability problems during braking and acceleration. The relative forward movement of the wheel may also affect the traction control during acceleration; during the process that the rear wheel 2 moves upward relative to the load-bearing vehicle frame 4 and also moves forward relative to the load-bearing vehicle frame 4, the contact pressure between the tire tread and the ground changes, affecting the consistency of the grip; it will also cause the change of the geometric center of the wheel, affecting the accurate feedback of the steering input, manifested as "steering play" or delay in the correction of the vehicle body posture, and may also cause insufficient lateral support of the suspension, aggravating the vehicle body roll during cornering; during rapid acceleration, the forward movement of the rear wheel may shorten the effective length of the drive shaft, causing torque steer or vibration of the drive train; on a low-adhesion road surface (such as a wet and slippery road surface), the forward movement may cause misjudgment of the wheel speed sensor; to accommodate the stroke of the forward and backward movement, the suspension requires a larger longitudinal space, which may compress the rear seat or the trunk volume; in short, during the process that the rear wheel 2 jumps upward around the axis of the transverse rotating shaft 10 under the constraint of the swing arm 3, if the rear wheel 2 has too large relative forward and backward displacement, it will bring many disadvantages; for this reason, the second embodiment below is designed.

[0030] Second embodiment:

[0031] As Figure 4 and 5 shown, the telescopic structure 8 is a free-guided telescopic device 8a that can freely expand and contract along its own length direction; the transverse rotating shaft 10 is rotatably connected to the lower ends of the two connecting arms 9 through bearings, and the upper ends of the two connecting arms 9 are rotatably fitted to the outer wall of the fixed shaft 11 through bearings; a fixed gear 17 is coaxially fixedly installed on the fixed shaft 11, a planetary gear 16 is coaxially fixedly installed on the transverse rotating shaft 10, the planetary gear 16 meshes with the lower side of the fixed gear 17, and the tooth number ratio of the fixed gear 17 to the planetary gear 16 is 1:2; a sleeve 19 is rotatably sleeved on the outer side of one end of the transverse rotating shaft 10, and a shock-absorbing spring connecting seat 18 is integrally and horizontally arranged on the front side of the sleeve 19; a fixed arm 20 is arranged in parallel on the front side of the sleeve 19, and the fixed arm 20 is fixed to the fixed shaft 11 or the load-bearing vehicle frame 4 through a connecting member; a plurality of shock-absorbing springs 21 arranged in parallel and extending in the front-back direction are connected between the shock-absorbing spring connecting seat 18 and the fixed arm 20.

[0032] Working principle of the second embodiment:

[0033] In the "second embodiment", when the rear wheel 2 bounces upward relative to the load-bearing frame 4 due to a bump, the rear wheel 2 still bounces upward around the axis of the transverse rotating shaft 10 under the constraint of the swing arm 3 as in the "first embodiment", and the free guiding telescopic device 8a contracts adaptively. At the same time, since the originally horizontal swing arm 3 will become inclined, the rear wheel 2 will still have a forward displacement relative to the load-bearing frame 4 as in the "first embodiment"; but in the "second embodiment", from Figure 5 the perspective of Figure 5 , during the upward swing of the swing arm 3 around the axis of the transverse rotating shaft 10, the planetary gear 16 will also swing clockwise around its own axis. Since the planetary gear 16 meshes with the upper fixed gear 17, when the planetary gear 16 rotates clockwise around its own axis, the whole planetary gear 16 will rotate circumferentially around the axis of the fixed gear 17 by a certain angle (less than 90°), so that the lower ends of the two connecting arms 9 swing backward around the axis of the fixed shaft 11 by a certain distance, and then the whole swing arm 3 moves backward, thus forming a "motion compensation or motion counteraction" for the forward displacement of the rear wheel 2 relative to the load-bearing frame 4 after the swing arm 3 swings upward and becomes inclined in the "first embodiment", so that while the rear wheel 2 moves upward relative to the load-bearing frame 4, the forward displacement of the rear wheel 2 relative to the load-bearing frame 4 is reduced or eliminated.

[0034] At the same time, during the above process, the shock-absorbing spring 21 is stretched adaptively, so as to inhibit the further backward swing of the two connecting arms 9, and further inhibit the further upward bounce of the rear wheel 2, thereby reducing the bumping feeling of the personnel and goods on the vehicle body 1. From a structural point of view, the stretching stroke of the shock-absorbing spring 21 in the "comparative document 2" is significantly smaller than the stroke of the spring shock-absorbing telescopic structure 8 in the "first embodiment", so that the shock-absorbing spring 21 will not undergo metal fatigue due to high-stroke elastic deformation.

[0035] The above are only the preferred embodiments of the present invention. It should be noted that for those of ordinary skill in the art, without departing from the principle of the present invention, several improvements and refinements can be made, and these improvements and refinements should also be regarded as the protection scope of the present invention.

Claims

1. An independent suspension chassis shock absorption system, characterized in that: It includes a vehicle body (1). A load-bearing frame (4) is provided at the bottom of the vehicle body (1). An electric motor drive module (5) is fixedly installed at the tail of the load-bearing frame (4). The output end of the electric motor drive module (5) is drivingly connected to the rear wheel axle (61) of the rear wheel (2) through a transmission structure. The rear wheel axle (61) of the rear wheel (2) is rotatably installed on a bouncing seat (14) through bearings. There is a telescopic structure (8) above the bouncing seat (14). The lower end of the telescopic structure (8) is hinged to the bouncing seat (14) through a spherical hinge (60). The upper end of the telescopic structure (8) is fixedly connected to a hinge seat (7). One side of the hinge seat (7) is rotationally fitted with the load-bearing frame (4) through a hinge shaft (30). A transverse rotating shaft (10) is provided on the front side of the bouncing seat (14). The transverse rotating shaft (10) can rotate around its own axis. The transverse rotating shaft (10) is fixedly connected to the front side of the bouncing seat (14) through a swing arm (3) extending in the front-rear direction, so that the bouncing seat (14) can bounce up and down around the axis of the transverse rotating shaft (10).

2. An independent suspension chassis shock absorption system according to claim 1, characterized in that: The transmission structure includes a transmission shaft (6) and a universal joint (12). The two ends of the transmission shaft (6) are respectively transmission-connected to the rear wheel axle (61) and the output end of the electric motor drive module (5) through the universal joint (12).

3. An independent suspension chassis shock absorption system according to claim 1, characterized in that: The hinge shaft (30) is parallel to the transverse rotating shaft (10).

4. An independent suspension chassis shock absorption system according to claim 1, characterized in that: A fixed shaft (11) is arranged in parallel above the transverse rotating shaft (10). The fixed shaft (11) is fixed on the load-bearing frame (4). The transverse rotating shaft (10) is connected to the upper fixed shaft (11) through at least two parallel connecting arms (9).

5. An independent suspension chassis shock absorption system according to claim 4, characterized in that: The telescopic structure (8) is a spring shock absorber telescopic device. The two ends of the transverse rotating shaft (10) are rotatably connected to the lower ends of the two connecting arms (9) through bearings, and the upper ends of the two connecting arms (9) are fixedly connected to the fixed shaft (11).

6. An independent suspension chassis shock absorption system according to claim 4, characterized in that: The telescopic structure (8) is a free guiding telescopic device (8a) that can freely expand and contract along its own length direction. The transverse rotating shaft (10) is rotatably connected to the lower ends of the two connecting arms (9) through bearings, and the upper ends of the two connecting arms (9) are both rotatably fitted with the outer wall of the fixed shaft (11) through bearings. A fixed gear (17) is coaxially fixedly installed on the fixed shaft (11). A planetary gear (16) is coaxially fixedly installed on the transverse rotating shaft (10). The planetary gear (16) meshes with the lower side of the fixed gear (17). A sleeve (19) is rotatably sleeved outside one end of the transverse rotating shaft (10). A shock-absorbing spring connecting seat (18) is integrally and horizontally arranged on the front side of the sleeve (19). A fixed arm (20) is arranged in parallel on the front side of the sleeve (19). The fixed arm (20) is fixed to the fixed shaft (11) or the load-bearing frame (4) through a connecting member. A plurality of shock-absorbing springs (21) arranged in parallel and extending in the front-rear direction are connected between the shock-absorbing spring connecting seat (18) and the fixed arm (20).

7. An independent suspension chassis shock absorption system according to claim 6, characterized in that: The tooth number ratio of the fixed gear (17) to the planetary gear (16) is 1:2.

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