An independent suspension chassis damping system

Abstract

The application discloses an independent suspension chassis damping system, which comprises a vehicle body, a bearing frame arranged at the bottom of the vehicle body, a motor driving module fixedly installed at the tail of the bearing frame, a rear wheel shaft of a rear wheel driven and connected to the output end of the motor driving module through a transmission structure, the rear wheel shaft of the rear wheel being rotatably installed on a jumping seat through a bearing, an extension structure being arranged on the upside of the jumping seat, the lower end of the extension structure being hingedly connected to the jumping seat through a spherical hinge, the upper end of the extension structure being fixedly connected to a hinged seat, and the hinged seat being rotatably matched with the bearing frame through a hinge shaft. The application adopts a swing arm structure to make the upward jumping stroke of the rear wheel larger than the stroke of a traditional leaf spring suspension, thereby reducing the bumping feeling of the personnel and goods on the vehicle body, and being applicable to electric tricycles, four-wheel vehicles or automobile chassis.

Description

TECHNICAL FIELD

[0001] The present application belongs to the field of electric vehicle chassis. BACKGROUND

[0002] The traditional chassis of electric tricycles, small four-wheel tool vehicles or part of automobiles mostly adopts non-independent leaf spring suspension. The rigidity of the leaf spring is strong, the shock absorption effect is poor, the cushioning ability to road bumps is weak, the ride comfort and the internal goods are prone to be damaged by bumps; meanwhile, the multi-layer steel plate stacking leads to a heavy suspension system, increases the overall vehicle weight, and affects the economy and maneuvering flexibility; the leaf spring suspension is an integral bridge type (non-independent suspension), the left and right wheel movements interfere with each other, the vehicle body stability is poor when turning or bumping; the interlayer friction of the steel plate may generate noise, and regular lubrication and maintenance are required after long-term use. SUMMARY

[0003] The present application provides an independent suspension chassis damping system, the swing arm structure makes the upward jumping stroke of the rear wheel larger than that of the traditional leaf spring suspension, thereby reducing the bumping feeling of the personnel and goods on the vehicle body.

[0004] Technical scheme: To achieve the above-mentioned purpose, an independent suspension chassis damping system of the present application comprises a vehicle body, a load-bearing frame is arranged at the bottom of the vehicle body, a motor drive module is fixedly installed at the tail of the load-bearing frame, and the output end of the motor drive module is drivingly connected to the rear wheel shaft of the rear wheel through a transmission structure;

[0005] The rear wheel shaft of the rear wheel is rotatably installed on the jumping seat through a bearing; the upper side of the jumping seat has an extension structure, the lower end of the extension structure is hingedly connected to the jumping seat through a ball hinge; the upper end of the extension structure is fixedly connected to a hinged seat, and one side of the hinged seat is rotatably matched with the load-bearing frame through a hinge shaft;

[0006] The front side of the jumping seat is provided with a horizontal rotating shaft, the horizontal rotating shaft can rotate around its own axis, and the horizontal 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 horizontal rotating shaft.

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

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

[0009] Further, a fixed shaft is arranged in parallel on the upper side of the horizontal rotating shaft, and the fixed shaft is fixed on the load-bearing frame; the horizontal rotating shaft is connected to the fixed shaft on the upper side through at least two parallel connecting arms.

[0010] Furthermore, the telescopic structure is a spring-dampened telescopic device; the lateral rotating shaft is rotatably connected to the lower ends of the two connecting arms through bearings, and the upper ends of the two connecting arms are fixedly connected to a fixed shaft.

[0011] Furthermore, the telescopic structure is a free-guided telescopic device that can freely extend and retract along its own length; the lateral rotating shaft is rotatably connected to the lower ends of the two connecting arms through bearings, and the upper ends of the two connecting arms are rotatably fitted to the outer wall of the fixed shaft through bearings; a fixed gear is coaxially fixedly installed on the fixed shaft, and a planetary gear is coaxially fixedly installed on the lateral rotating shaft, with the planetary gear meshing with the lower side of the fixed gear; a sleeve is rotatably sleeved on one end of the lateral rotating shaft through a bearing, and a shock-absorbing spring connecting seat is integrally arranged laterally on the front side of the sleeve; a fixed arm is arranged parallel to the front side of the sleeve, and the fixed arm is fixed to the fixed shaft or the load-bearing frame through a connector; the shock-absorbing spring connecting seat and the fixed arm are connected by several parallel shock-absorbing springs extending in the front-rear direction.

[0012] Furthermore, the ratio of the number of teeth between the fixed gear and the planetary gear is 1:2.

[0013] Beneficial effects: The swing arm structure of this invention makes the rebound force of the rear wheel during the upward bounce more linear than that of the traditional leaf spring suspension, thereby reducing the bumpy feeling of people and goods on the electric vehicle. At the same time, this patent is simpler in structure and lower in cost than the independent suspension of traditional expensive cars. Attached Figure Description

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

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

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

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

[0018] Figure 5 for Figure 4 Disassembly diagram. Detailed Implementation

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

[0020] As attached Figures 1 to 5 The independent suspension chassis damping system shown is applicable not only to electric tricycles, four-wheeled vehicles or automobile chassis but also to automobile chassis. It includes a vehicle body 1, a load-bearing frame 4 at the bottom of the vehicle body 1, a motor drive module 5 fixedly installed at the rear of the load-bearing frame 4, and the output end of the motor drive module 5 drives the rear wheel axle 61 of the rear wheel 2 through a transmission structure.

[0021] The rear wheel shaft 61 of the rear wheel 2 is rotatably mounted on the jumping seat 14 through a bearing; the upper side of the jumping seat 14 is provided with an extension structure 8, the lower end of the extension structure 8 is hingedly connected to the upper end of the jumping seat 14 through a spherical hinge 60; the upper end of the extension structure 8 is fixedly connected to the hinged seat 7, one side of the hinged seat 7 is rotatably connected to the bearing frame 4 through a hinged shaft 30; the front side of the jumping seat 14 is provided with a transverse rotating shaft 10, the transverse rotating shaft 10 can rotate around its axis, the hinged shaft 30 is parallel to the transverse rotating shaft 10, the transverse rotating shaft 10 is fixedly connected to the front side of the jumping seat 14 through the swing arm 3 extending in the front-rear direction, so that the jumping seat 14 can jump up and down around the axis of the transverse rotating shaft 10; when the rear wheel 2 encounters an up-and-down bumping section, the jumping seat 14 will follow the rear wheel 2 to jump up and down around the axis of the transverse rotating shaft 10, so that the extension structure 8 can adaptively extend and retract; as shown in Figure 2 The transmission structure includes a transmission shaft 6 and a universal joint 12; the two ends of the transmission shaft 6 are respectively connected to the rear wheel shaft 61 and the output end of the motor driving module 5 through the universal joint 12.

[0022] The upper side of the transverse rotating shaft 10 is provided with a fixed shaft 11 parallel to the transverse rotating shaft 10, the fixed shaft 11 is fixed on the bearing frame 4; the transverse rotating shaft 10 is connected to the upper side of the fixed shaft 11 through at least two parallel connecting arms 9.

[0023] On the basis of the above-mentioned basic structure, the following two embodiments are derived:

[0024] First embodiment:

[0025] As shown in Figure 2 and 3 , the extension structure 8 is a spring shock-absorbing extender; 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.

[0026] In the structure, when the rear wheel 2 is bumped upward relative to the bearing frame 4, the rear wheel 2 is constrained by the swing arm 3 to jump upward around the axis of the transverse rotating shaft 10, so that the extension structure 8 as a spring shock-absorbing extender is adaptively compressed and buffered, thereby inhibiting further upward jumping of the rear wheel 2; this structure uses the swing arm 3 structure to make the upward jumping 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 extension structure 8 as a spring shock-absorbing extender is too large, so that the spring on the extension structure 8 as a spring shock-absorbing extender will be compressed to prevent high stroke and cause metal fatigue.

[0029] The second drawback is that during the upward bouncing of the rear wheel 2 around the axis of the lateral pivot 10 under the constraint of the swing arm 3, the originally horizontal swing arm 3 will become tilted. Since the relative position of the lateral pivot 10 and the carrier frame 4 in the "first embodiment" is fixed, after the swing arm 3 swings upward and becomes tilted, the rear wheel 2 will not only move upward relative to the carrier frame 4, but also move forward relative to the carrier frame 4. During the bumpy process, the upward and forward displacement of the rear wheel 2 relative to the carrier frame 4 will dynamically change the positioning parameters such as camber and toe angle, resulting in uneven tire contact surface, aggravating uneven wear (such as sawtooth wear), and thus leading to accelerated tire wear, stability problems during braking and acceleration. The relative forward movement of the wheel may also affect the traction control during acceleration. The upward and forward displacement of the rear wheel 2 relative to the carrier frame 4 will also affect the stability of the vehicle. 4. During the forward displacement, the pressure of the tire tread on the ground changes, affecting the consistency of grip; it also causes changes in the geometric center of the wheel, affecting the accurate feedback of steering input, manifesting as "steering play" or delayed body posture correction, and may also cause insufficient lateral support of the suspension, resulting in increased body roll when cornering; during rapid acceleration, the forward movement of the rear wheels may shorten the effective length of the drive shaft, causing torque steer or vibration of the transmission system; on low-traction surfaces (such as wet and slippery surfaces), the forward displacement may cause wheel speed sensors to misjudge; to accommodate the travel of the front and rear displacements, the suspension needs more longitudinal space, which may compress the volume of the rear seats or trunk; in short, if the rear wheel 2 experiences excessive front and rear relative displacement during the upward jumping of the rear wheel 2 around the axis of the lateral pivot 10 under the constraint of the swing arm 3, it will bring many disadvantages; therefore, the second embodiment described below was designed.

[0030] Second embodiment:

[0031] like Figure 4 and 5 As shown, the telescopic structure 8 is a free-guided telescopic device 8a that can freely extend and retract 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 engaged with the outer wall of the fixed shaft 11 through bearings; a fixed gear 17 is coaxially fixedly installed on the fixed shaft 11, and 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 gear ratio of the fixed gear 17 to the planetary gear 16 is 1:2; a sleeve 19 is rotatably sleeved on one end of the transverse rotating shaft 10 through a bearing, and a shock-absorbing spring connecting seat 18 is integrally arranged transversely on the front side of the sleeve 19; a fixed arm 20 is arranged parallel to the front side of the sleeve 19, and the fixed arm 20 is fixed to the fixed shaft 11 or the load-bearing frame 4 through a connecting piece; the shock-absorbing spring connecting seat 18 and the fixed arm 20 are connected by several parallel shock-absorbing springs 21 extending in the front-rear direction.

[0032] Working principle of the second embodiment:

[0033] In the "second embodiment," when the rear wheel 2 is subjected to bumps and bounces upward relative to the load-bearing frame 4, the rear wheel 2, constrained by the swing arm 3, still bounces upward around the axis of the transverse pivot 10 as in the "first embodiment." The free-guide telescopic device 8a adaptively retracts. At the same time, because the originally horizontal swing arm 3 becomes tilted, the rear wheel 2 still displaces forward relative to the load-bearing frame 4 as in the "first embodiment." However, in the "second embodiment," from... Figure 5 From the perspective of the first embodiment, during the upward swing of the swing arm 3 around the axis of the transverse pivot 10, the planetary gear 16 will also swing clockwise around its own axis. Since the planetary gear 16 meshes with the fixed gear 17 above, while the planetary gear 16 rotates clockwise around its own axis, the planetary gear 16 as a whole will rotate around the axis of the fixed gear 17 by a certain angle (less than 90°), thereby causing the lower ends of the two connecting arms 9 to swing backward a certain distance around the axis of the fixed shaft 11, and thus causing the swing arm 3 as a whole to shift backward. This forms a "motion compensation or motion counteraction" for the forward displacement of the rear wheel 2 relative to the carrier frame 4 after the swing arm 3 swings upward and becomes oblique in the first embodiment. While the rear wheel 2 moves upward relative to the carrier frame 4, the forward displacement of the rear wheel 2 relative to the carrier frame 4 is reduced or eliminated.

[0034] Meanwhile, during the above process, the shock absorber spring 21 is adaptively stretched, thereby suppressing the two connecting arms 9 from continuing to swing backward, and further suppressing the rear wheel 2 from jumping upward, thereby reducing the bumpy feeling of the people and goods on the vehicle body 1. Structurally, the stretching stroke of the shock absorber spring 21 in "Comparative Document 2" is significantly smaller than the stroke of the spring shock absorber telescopic structure 8 in "First Embodiment", so that the shock absorber spring 21 will not suffer metal fatigue due to the elastic deformation of the high stroke.

[0035] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. An independent suspension chassis damping system characterized by: The application relates to a vehicle body (1), the bottom of the vehicle body (1) is provided with a bearing frame (4), the tail of the bearing frame (4) is fixedly provided with a motor driving module (5), the output end of the motor driving module (5) is connected with the rear wheel shaft (61) of a rear wheel (2) through a transmission structure; The rear wheel shaft (61) of the rear wheel (2) is rotatably arranged on a jumping base (14) through a bearing; the upper side of the jumping base (14) is provided with an extension structure (8), the lower end of the extension structure (8) is hingedly connected with the jumping base (14) through a spherical hinge (60); the upper end of the extension structure (8) is fixedly connected with a hinged base (7), one side of the hinged base (7) is rotatably matched with the bearing frame (4) through a hinge shaft (30); The front side of the jumping base (14) is provided with a horizontal rotating shaft (10), the horizontal rotating shaft (10) can rotate around its axis, the horizontal rotating shaft (10) is fixedly connected with the front side of the jumping base (14) through a swing arm (3) extending in the front-rear direction, so that the jumping base (14) can jump up and down around the axis of the horizontal rotating shaft (10); The upper side of the horizontal rotating shaft (10) is provided with a fixed shaft (11) in parallel, the fixed shaft (11) is fixed on the bearing frame (4); the horizontal rotating shaft (10) is connected with the upper side fixed shaft (11) through at least two parallel connecting arms (9); The extension structure (8) is a free guide extender (8a) which can freely extend along the length direction; the lower end of the horizontal rotating shaft (10) is rotatably connected with the two connecting arms (9) through a bearing, and the upper end of the two connecting arms (9) is rotatably matched with the outer wall of the fixed shaft (11) through a bearing; a fixed gear (17) is fixedly arranged on the coaxial center of the fixed shaft (11), a planetary gear (16) is fixedly arranged on the coaxial center of the horizontal rotating shaft (10), and the planetary gear (16) is engaged with the lower side of the fixed gear (17); one end of the horizontal rotating shaft (10) is rotatably sleeved with a sleeve (19) through a bearing, and the front side of the sleeve (19) is integrally provided with a damping spring connecting base (18) in the transverse direction; the front side of the sleeve (19) is provided with a fixed arm (20) in parallel, the fixed arm (20) is fixed with the fixed shaft (11) or the bearing frame (4) through a connecting piece; the damping spring connecting base (18) and the fixed arm (20) are connected through a plurality of damping springs (21) which are arranged in parallel and extend in the front-rear direction.

2. An independent suspension chassis damping system according to claim 1 wherein: The transmission structure comprises a transmission shaft (6) and a universal joint (12); the two ends of the transmission shaft (6) are respectively connected with the rear wheel shaft (61) and the output end of the motor driving module (5) through the universal joint (12).

3. An independent suspension chassis damping system according to claim 1, wherein: The hinge shaft (30) is parallel to the horizontal rotating shaft (10).

4. An independent suspension chassis damping system according to claim 1, wherein: The extension structure (8) is a spring damping extender; the lower end of the horizontal rotating shaft (10) is rotatably connected with the lower end of the two connecting arms (9) through a bearing, and the upper end of the two connecting arms (9) is fixedly connected with the fixed shaft (11).

5. An independent suspension chassis damping system according to claim 1, wherein: The gear number ratio of the fixed gear (17) to the planetary gear (16) is 1:2.

Images