Axle housing and vehicle

Abstract

The invention relates to the technical field of vehicle production and manufacturing, in particular to an axle housing and a vehicle. The axle housing body comprises two first limiting plates which are arranged at an interval; the first screw rod is connected with a driving motor; the driving motor is used for driving the first screw rod to rotate; the first damper is connected between the first sliding block and the second sliding block in an abutting mode, the first sliding block is located between the two first limiting plates and connected with the first lead screw, and the second sliding block is located between the two first limiting plates and connected with the first connecting rod; the first lead screw rotates to drive the first sliding block to be close to or away from the second sliding block so as to adjust the pre-compression force of the first damper, and the first connecting rod is used for applying external force towards the direction of the first sliding block to the second sliding block. The pre-compression force of the first damper is controlled by controlling the first sliding block, so that the buffering effect of the vehicle is optimized. Due to the design of the axle housing, the buffering performance of the damper can be adjusted according to actual requirements to adapt to driving habits of different drivers and different road conditions.

Description

Technical Field

[0001] This application relates to the technical field of vehicle production and manufacturing, and particularly relates to a bridge housing and a vehicle. Background Art

[0002] During the use of an automobile, different drivers have different driving habits. For existing automobiles with a bridge housing structure, their bridge housing structures all adopt dampers with a fixed elastic force to adjust the buffering force of the vehicle, such that the elastic force of the damper cannot adapt to different road conditions, and the driving experience cannot meet the existing requirements. Summary of the Invention

[0003] The purpose of this application is to provide a bridge housing and a vehicle.

[0004] This application provides a bridge housing, which includes: a bridge housing body, including two first limiting plates arranged at intervals; a driving assembly, including a driving motor and a first lead screw, the first lead screw is connected to the driving motor, and the driving motor is used to drive the first lead screw to rotate; a damper assembly, including a first damper, a first slider, a second slider, and a first connecting rod, the first damper abuts between the first slider and the second slider, the first slider is located between the two first limiting plates and is connected to the first lead screw, and the second slider is located between the two first limiting plates and is connected to the first connecting rod; wherein, the rotation of the first lead screw is used to drive the first slider to approach or move away from the second slider to adjust the pre-compression force of the first damper, and the first connecting rod is used to apply an external force to the second slider in the direction towards the first slider.

[0005] In an exemplary embodiment of this application, the bridge housing further includes two second limiting plates arranged at intervals, the two second limiting plates are arranged between the two first limiting plates, the two first limiting plates and the two second limiting plates form two limiting regions, and the limiting regions include a first limiting region and a second limiting region; the first slider and the second slider are located in the first limiting region; the damper assembly further includes a second damper, a third slider, a fourth slider, and a second connecting rod, the second damper abuts between the third slider and the fourth slider, the third slider and the fourth slider are located in the second limiting region, the first lead screw is connected to the fourth slider, the second connecting rod is connected to the third slider, and the second connecting rod is used to apply an external force to the third slider in the direction towards the fourth slider; wherein, the first lead screw simultaneously drives the first slider and the fourth slider, to drive the first slider to approach or move away from the second slider to adjust the pre-compression force of the first damper, and drive the fourth slider to approach or move away from the third slider to adjust the pre-compression force of the second damper.

[0006] In an exemplary embodiment of the present application, the second slider is disposed on a side of the first slider close to the second limiting region, the third slider is disposed on a side of the fourth slider close to the first limiting region, one end of the first connecting rod away from the second slider is connected to one end of the second connecting rod away from the third slider, the first connecting rod is obliquely connected to the second slider so that the first connecting rod conducts force to the second slider, and the second connecting rod is obliquely connected to the third slider so that the second connecting rod conducts force to the third slider.

[0007] In an exemplary embodiment of the present application, the axle housing includes a guide rail disposed between the two first limiting plates. The first slider, the second slider, the third slider, and the fourth slider are respectively slidably disposed on the guide rail. The first lead screw passes through the guide rail and is rotatably connected to both the first slider and the fourth slider, and is spaced from both the second slider and the third slider.

[0008] In an exemplary embodiment of the present application, the guide rail protrudes to form a sliding connection portion, and the first slider, the second slider, the third slider, and the fourth slider all form clamping grooves, and the clamping grooves are slidably connected to the sliding connection portion.

[0009] In an exemplary embodiment of the present application, a first notch is formed on a side of the second slider facing away from the axle housing body. The damper assembly includes a first rotating shaft disposed in the first notch, and one end of the first connecting rod extends into the first notch and is rotatably connected to the first rotating shaft; a second notch is formed on a side of the third slider facing away from the axle housing body. The damper assembly includes a second rotating shaft disposed in the second notch, and one end of the second connecting rod extends into the second notch and is rotatably connected to the second rotating shaft.

[0010] In an exemplary embodiment of the present application, the axle housing includes a connection seat provided with a third rotating shaft. The connection seat is used for connecting to the vehicle body. Two spaced ears are formed on a side of the connection seat facing away from the vehicle body. The third rotating shaft connects the two ears, and the ends of the first connecting rod and the second connecting rod are located between the two ears and are rotatably connected to the third rotating shaft.

[0011] In an exemplary embodiment of the present application, the first lead screw includes a first threaded portion and a second threaded portion, the first threaded portion and the second threaded portion are reversely threaded, the first threaded portion is rotatably connected to the first slider, and the second threaded portion is rotatably connected to the fourth slider.

[0012] In an exemplary embodiment of the present application, the axle housing body includes a first housing, a second housing, and a third housing. The second housing is used to arrange a differential. The first housing and the third housing are located on both sides of the second housing. The first housing is provided with the damper assembly, the first lead screw, and two first limiting plates. The third housing is correspondingly provided with the damper assembly and two first limiting plates. The driving assembly includes a second lead screw arranged on the third housing. The driving motor is arranged between the first housing and the third housing, and the driving motor drives the first lead screw and the second lead screw to rotate simultaneously.

[0013] In an exemplary embodiment of the present application, the axle housing further includes a guiding assembly. The guiding assembly is arranged on the second housing. The guiding assembly includes a guiding rod, a guiding tube, and two connecting plates. The two connecting plates are arranged at intervals. One of the connecting plates is connected to the second housing, and the other connecting plate is used to be connected to the vehicle body. One end of the guiding rod is connected to one of the connecting plates, and one end of the guiding tube is connected to the other connecting plate. The side of the guiding rod facing away from the connecting plate is movably inserted into the guiding tube.

[0014] In an exemplary embodiment of the present application, the axle housing body forms a first reinforcing rib and a second reinforcing rib, and the first reinforcing rib and the second reinforcing rib are arranged in a cross shape.

[0015] In an exemplary embodiment of the present application, the driving assembly further includes a driving gear set. The driving gear set includes a first gear and a second gear. The first gear is connected to the driving motor, the second gear is connected to the first lead screw, the first gear and the second gear are rotatably connected, and the diameter of the first gear is larger than the diameter of the second gear.

[0016] The present application also provides a vehicle, including the axle housing described above.

[0017] A bridge housing and a vehicle according to the solution of the present application have the following beneficial effects: The bridge housing body includes two first limiting plates arranged at intervals; the driving assembly includes a driving motor and a first lead screw, the first lead screw is connected to the driving motor, and the driving motor is used to drive the first lead screw to rotate; the damper assembly includes a first damper, a first slider, a second slider and a first connecting rod, the first damper abuts between the first slider and the second slider, the first slider is located between the two first limiting plates and is connected to the first lead screw, and the second slider is located between the two first limiting plates and is connected to the first connecting rod; wherein, the rotation of the first lead screw is used to drive the first slider to approach or move away from the second slider to adjust the pre-compression force of the first damper, and the first connecting rod is used to apply an external force to the second slider in the direction towards the first slider. This bridge housing structure can connect the vehicle body and the second slider through the first connecting rod, and the force fluctuations generated by the gravity of the vehicle body and the bumps on the road surface will be transmitted to the second slider through the first connecting rod, so as to buffer the vehicle body through the elastic force of the first damper. At the same time, when driving the first lead screw to rotate to drive the first slider to approach the second slider, the spring can be compressed within a certain range, increasing the pre-compression force of the spring, reducing the filtering of the vehicle body bumps, and making the vehicle driving style more sporty. When driving the first lead screw to rotate to drive the first slider to move away from the second slider, the spring can be released within a certain range, reducing the pre-compression force of the spring, enhancing the filtering of the vehicle body bumps, and making the vehicle driving style more comfortable. Thus, by controlling the first slider, the pre-compression force of the first damper can be controlled, thereby optimizing the buffering effect of the vehicle. This bridge housing design enables the buffering performance of the damper to be adjusted according to actual needs, adapting to different driving habits of different drivers and different road conditions.

[0018] Other features and advantages of the present application will become apparent from the following detailed description, or will be learned in part through the practice of the present application.

[0019] It should be understood that the above general description and the following detailed description are only exemplary and explanatory, and cannot limit the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] The accompanying drawings herein are incorporated into the specification and form a part of the specification, showing embodiments consistent with the present application, and are used together with the specification to explain the principles of the present application. Obviously, the accompanying drawings in the following description are only some embodiments of the present application, and those of ordinary skill in the art can obtain other drawings based on these drawings without creative efforts.

[0021] Figure 1 is a schematic structural diagram of a bridge housing in an embodiment of the present invention; Figure 2 is an enlarged schematic diagram of a bridge housing in an embodiment of the present invention; Figure 3It is an assembly schematic diagram of the first lead screw, guide rail, first slider, second slider, third slider and fourth slider in the embodiment of the present invention; Figure 4 It is an assembly schematic diagram of the second slider, third slider, first connecting rod and second connecting rod in the embodiment of the present invention; Figure 5 It is a structural schematic diagram of the connecting seat in the embodiment of the present invention; Figure 6 It is an assembly schematic diagram of the lead screw, first slider and second slider in the embodiment of the present invention; Figure 7 It is a sectional schematic diagram of a bridge housing in the embodiment of the present invention; Figure 8 It is a structural schematic diagram of the guiding component in the embodiment of the present invention; Figure 9 It is a structural schematic diagram of the bridge housing body in the embodiment of the present invention; Figure 10 It is a structural schematic diagram of the driving component in the embodiment of the present invention.

[0022] Explanation of reference numerals: 100, bridge housing body; 101, first housing; 102, second housing; 1021, first reinforcing rib; 1022, second reinforcing rib; 103, third housing; 110, first limiting plate; 120, second limiting plate; 130, limiting area; 131, first limiting area; 132, second limiting area; 200, driving component; 210, driving motor; 220, first lead screw; 221, first thread part; 222, second thread part; 230, second lead screw; 240, driving gear set; 241, first gear; 242, second gear; 300, damper component; 310, first damper; 320, first slider; 330, second slider; 331, first notch; 332, first rotating shaft; 340, first connecting rod; 350, second damper; 360, third slider; 361, second notch; 362, second rotating shaft; 370, fourth slider; 380, second connecting rod; 400, guide rail; 410, sliding connection part; 420, card slot; 510, connecting seat; 520, third rotating shaft; 521, ear part; 600, guiding component; 610, guiding rod; 620, guiding tube; 630, connecting plate. Detailed implementation manners

[0023] Next, the technical solutions in the embodiments of the present application will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present application.

[0024] The terms "first", "second", and "third" in the embodiments of the present application are only used for descriptive purposes and cannot be construed as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, features defined with "first", "second", and "third" may explicitly or implicitly include at least one of such features. In the description of the present application, the meaning of "a plurality of" is at least two, such as two, three, etc., unless otherwise specifically defined. In addition, the terms "comprising" and "having" and any variations thereof are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or device that includes a series of steps or units is not limited to the listed steps or units, but optionally further includes steps or units not listed, or optionally further includes other steps or units inherent to these processes, methods, products, or devices.

[0025] Referring to "embodiments" herein means that specific features, structures, or characteristics described in connection with the embodiments may be included in at least one embodiment of the present application. The phrase appearing at various positions in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment mutually exclusive with other embodiments. Those skilled in the art will explicitly and implicitly understand that the embodiments described herein may be combined with other embodiments.

[0026] During the use of an automobile, different drivers have different driving habits. In existing automobiles with a bridge housing structure, the bridge housing structure uses dampers with fixed elastic forces to adjust the buffering force of the vehicle, such that the elastic force of the damper cannot adapt to different road conditions, and the driving experience cannot meet the existing requirements.

[0027] To solve the above technical problems, the present application provides a bridge housing, referring to Figure 1As shown, it includes a bridge housing body 100, a driving component 200, and a damper component 300; the bridge housing body 100 includes two first limiting plates 110 arranged at intervals; the driving component 200 includes a driving motor 210 and a first lead screw 220, the first lead screw 220 is connected to the driving motor 210, and the driving motor 210 is used to drive the first lead screw 220 to rotate; the damper component 300 includes a first damper 310, a first slider 320, a second slider 330, and a first connecting rod 340, the first damper 310 abuts between the first slider 320 and the second slider 330, the first slider 320 is located between the two first limiting plates 110 and is connected to the first lead screw 220, and the second slider 330 is located between the two first limiting plates 110 and is connected to the first connecting rod 340; wherein, the rotation of the first lead screw 220 is used to drive the first slider 320 to approach or move away from the second slider 330 to adjust the pre-compression force of the first damper 310, and the first connecting rod 340 is used to apply an external force to the second slider 330 in the direction towards the first slider 320. This bridge housing structure can connect the vehicle body and the second slider 330 through the first connecting rod 340, and the force fluctuations generated by the gravity of the vehicle body and the bumps on the road surface will be transmitted to the second slider 330 through the first connecting rod 340, so as to buffer the vehicle body through the elastic force of the first damper 310. At the same time, when driving the first lead screw 220 to rotate to drive the first slider 320 to approach the second slider 330, the spring can be compressed within a certain range, increasing the pre-compression force of the spring, reducing the filtering of the vehicle body bumps, and making the vehicle driving style more sporty. When driving the first lead screw 220 to rotate to drive the first slider 320 to move away from the second slider 330, the spring can be released within a certain range, reducing the pre-compression force of the spring, enhancing the filtering of the vehicle body bumps, and making the vehicle driving style more comfortable. Thus, by controlling the first slider 320, the pre-compression force of the first damper 310 can be controlled, thereby optimizing the buffering effect of the vehicle. This bridge housing design enables the buffering performance of the damper to be adjusted according to actual needs, adapting to different driving habits of different drivers and different road conditions.

[0028] In some embodiments, referring to Figure 1 As shown, the bridge housing body 100 includes two first limiting plates 110 arranged at intervals, which are used to limit the displacement distance of the first slider 320 and the second slider 330, so as to prevent the damper from exceeding the limit stroke and causing its function to fail. The driving component 200 is composed of a driving motor 210 and a first lead screw 220. The driving motor 210 drives the first lead screw 220 to rotate through power transmission. The driving motor 210 can be directly connected to the first lead screw 220, or various transmission components can be arranged between the driving motor 210 and the first lead screw 220 for transmission, such as a gear transmission component, a chain, a belt, or magnetic transmission, etc.

[0029] In some embodiments, referring to Figure 1As shown, the first damper 310 is located between the first slider 320 and the second slider 330, playing a buffering role; the first slider 320 is located between two first limit plates 110 and is connected to the first lead screw 220, and can move along with the rotation of the first lead screw 220; by adjusting the rotation of the first lead screw 220, the distance between the first slider 320 and the second slider 330 can be controlled, and thus the pre-compression force of the first damper 310 can be adjusted. The second slider 330 is also located between two first limit plates 110 and is connected by a first connecting rod 340, which is used to transmit the force fluctuations generated by the gravity of the vehicle body and the bumps on the road surface. Thus, the vehicle body can achieve buffering through the first damper 310. When the pre-compression force can be adjusted, the buffering force on the vehicle body can be changed, and then the road bump filtering ability can be changed, so as to realize the switching of the vehicle driving style.

[0030] In some embodiments, the damper includes at least one of a spring, a hydraulic damper, and a shrapnel, and its pre-compression force refers to the force it receives in the initial compression state. It can be understood that the force received by the spring when the vehicle is stationary is a manifestation of the pre-compression force. Of course, the pre-compression force can also be adjusted and changed when the vehicle is driving.

[0031] In some embodiments, the axle housing can be connected to the vehicle body. The axle housing is used to install the differential and two half-axles. The differential is located between the two half-axles, and the two half-axles are respectively connected with wheel hub structures. The axle housing structure wraps the differential, half-axles and other mechanisms inside to ensure the normal operation of the differential and half-axles.

[0032] In some embodiments, in combination Figure 1 and Figure 2As shown, the axle housing further includes two second limiting plates 120 which are spaced apart. The two second limiting plates 120 are disposed between the two first limiting plates 110. The two first limiting plates 110 and the two second limiting plates 120 form two limiting regions 130. The limiting region 130 includes a first limiting region 131 and a second limiting region 132. The first slider 320 and the second slider 330 are located in the first limiting region 131. The damper assembly 300 further includes a second damper 350, a third slider 360, a fourth slider 370, and a second connecting rod 380. The second damper 350 abuts between the third slider 360 and the fourth slider 370. The third slider 360 and the fourth slider 370 are located in the second limiting region 132. By providing two sets of independent limiting regions 130 and slider structures, the pre-compression forces of the first damper 310 and the second damper 350 can be adjusted precisely at the same time. Compared with setting only one set of sliders between two limiting plates, setting two sets of sliders can reduce the length of the spring, so that the manufacture and selection of the spring are simpler, and the pre-compression forces of the first damper 310 and the second damper 350 can also be adjusted respectively by the two sets of sliders. This design enables the axle housing to better adapt to different usage conditions and provide more stable mechanical performance. The double-limiting plate structure ensures the stability of each slider during movement and reduces the influence of vibration and impact on the overall structure.

[0033] In some embodiments, referring to Figure 2 As shown, the first lead screw 220 is connected to the fourth slider 370, and the second connecting rod 380 is connected to the third slider 360. The second connecting rod 380 is used to apply an external force to the third slider 360 in the direction towards the fourth slider 370. Among them, the first lead screw 220 drives the first slider 320 and the fourth slider 370 at the same time to drive the first slider 320 to approach or move away from the second slider 330 to adjust the pre-compression force of the first damper 310, and drive the fourth slider 370 to approach or move away from the third slider 360 to adjust the pre-compression force of the second damper 350. By driving two sliders at the same time by the first lead screw 220, the control mechanism is simplified. The first lead screw 220 can make the displacement distances of the first slider 320 and the fourth slider 370 the same, so that the adjustment amounts of the pre-compression forces of the two dampers are kept as the same as possible to improve the coordination of the axle housing structure for vibration and impact treatment, and further enhance the stability of the axle housing structure. The design of the second connecting rod 380 further enhances the independence of the second damper system, making the adjustment of the pre-compression force more flexible and precise. This structural design can effectively improve the overall rigidity and durability of the axle housing, reduce the maintenance frequency, and improve the user experience.

[0034] In some embodiments, referring to Figure 2As shown, the axle housing includes a plurality of limiting plates and slider structures, and the second limiting plate 120 further divides into two independent limiting regions 130. The first slider 320 and the second slider 330 are located within the first limiting region 131 and are responsible for adjusting the pre-compression force of the first damper 310. The third slider 360 and the fourth slider 370 are arranged in the second limiting region 132 and are used in conjunction with the second damper 350 to form a second independent damping system. The first lead screw 220 is simultaneously connected to the first slider 320 and the fourth slider 370 and can drive the movement of these two sliders simultaneously, so as to adjust the pre-compression forces of the two dampers. The second connecting rod 380 is connected to the third slider 360 and conducts the impact force caused by the gravity and bumps of the vehicle body, so that both the first damper 310 and the second damper 350 can buffer the impact force caused by the gravity and bumps of the vehicle body, thereby sharing the pressure received by a single damper, reducing the selection standard of the damper and increasing the service life of the damper.

[0035] In some embodiments, referring to Figure 2 As shown, the second slider 330 is arranged on the side of the first slider 320 close to the second limiting region 132, the third slider 360 is arranged on the side of the fourth slider 370 close to the first limiting region 131, one end of the first connecting rod 340 far from the second slider 330 and one end of the second connecting rod 380 far from the third slider 360 are connected. The first connecting rod 340 is obliquely connected to the second slider 330 so that the first connecting rod 340 conducts the force to the second slider 330, and the second connecting rod 380 is obliquely connected to the third slider 360 so that the second connecting rod 380 conducts the force to the third slider 360. Through such a design, the oblique connection mode of the first connecting rod 340 and the second connecting rod 380 can more effectively conduct the force to the corresponding slider, thereby improving the overall structural strength and stability of the axle housing. This optimization of the force conduction path enables the force to be reasonably dispersed when stressed, reduces stress concentration, and improves the durability and reliability of the first connecting rod 340 and the second connecting rod 380. In addition, such a design can also adapt to different load conditions and provide better mechanical properties.

[0036] In some embodiments, referring to Figure 2As shown, the axle housing includes a plurality of sliders and connecting rods. One end of the first connecting rod 340 away from the second slider 330 is connected to one end of the second connecting rod 380 away from the third slider 360. The first connecting rod 340 is connected to the second slider 330 in an inclined manner so that the first connecting rod 340 can transmit force to the second slider 330. Similarly, the second connecting rod 380 is connected to the third slider 360 in an inclined manner so that the second connecting rod 380 can transmit force to the third slider 360. The first connecting rod 340 and the second connecting rod 380 can be connected to the vehicle body through the same fulcrum, and the first connecting rod 340 and the second connecting rod 380 can evenly distribute the gravity and impact force of the vehicle body to a greater extent. Moreover, the first connecting rod 340 and the second connecting rod 380 can also support each other to make the structural stability better.

[0037] In some embodiments, referring to Figure 2 and Figure 3 As shown, the axle housing includes a guide rail 400. The guide rail 400 is arranged between two first limiting plates 110. The first slider 320, the second slider 330, the third slider 360 and the fourth slider 370 are respectively slidably arranged with the guide rail 400. The first lead screw 220 passes through the guide rail 400. The first lead screw 220 is rotatably connected to the first slider 320 and the fourth slider 370 at the same time. The first lead screw 220 is arranged at intervals with the second slider 330 and the third slider 360 at the same time. This structure makes the axle housing have higher stability and rigidity because the four sliders are all connected through the guide rail 400 and the lead screw system, ensuring the consistency and accuracy of movement. At the same time, by associating the first lead screw 220 with multiple sliders, the load-bearing capacity and anti-deformation ability of the overall structure are improved. This design not only simplifies the structure but also reduces the maintenance cost because all sliders and lead screws adopt standardized components, which are convenient for replacement and repair. In addition, the combination of the guide rail 400 and the lead screw system enables the axle housing to bear a greater load and has lower friction and higher efficiency during the movement process.

[0038] In some embodiments, the guide rail 400 in the axle housing is used to support and guide the movement of the sliders. The guide rail 400 is installed between two first limiting plates 110 to ensure that the sliders move within a limited area. The first slider 320, the second slider 330, the third slider 360 and the fourth slider 370 are all slidably connected to the guide rail 400, so that they can move freely on the guide rail 400. The first lead screw 220 passes through the guide rail 400 and is rotatably connected to the first slider 320 and the fourth slider 370 respectively, which means that the first lead screw 220 can drive the first slider 320 and the fourth slider 370 to move synchronously. At the same time, the second slider 330 and the third slider 360 are associated with the first lead screw 220 in an interval arrangement. This design allows them to move independently on the guide rail 400 without being controlled by the first lead screw 220, so as to absorb and buffer the gravity and impact force of the vehicle body.

[0039] In some embodiments, referring to Figure 3 As shown, the guide rail 400 protrudes to form a sliding connection portion 410. The first slider 320, the second slider 330, the third slider 360, and the fourth slider 370 all form a card slot 420, and the card slot 420 is slidably connected to the sliding connection portion 410. By protruding the guide rail 400 of the axle housing to form the sliding connection portion 410, and enabling the first slider 320, the second slider 330, the third slider 360, and the fourth slider 370 to all form the card slot 420, the sliding connection is achieved. This design makes the sliding direction controllable, and can reduce the risk of the slider falling off, improving the flexibility and reliability of the structure. This design can be achieved through a dovetail shape or other suitable structures to ensure the stability and reliability of the sliding connection. In specific implementation, the guide rail 400 and the slider can be made of metal materials, such as high-strength alloy steel or stainless steel, to ensure its durability.

[0040] In some embodiments, referring to Figure 4 As shown, the second slider 330 forms a first notch 331 on the side facing away from the axle housing body 100. The damper assembly 300 includes a first rotating shaft 332, and the first rotating shaft 332 is arranged in the first notch 331. One end of the first connecting rod 340 extends into the first notch 331 and is rotatably connected to the first rotating shaft 332; the third slider 360 forms a second notch 361 on the side facing away from the axle housing body 100. The damper assembly 300 includes a second rotating shaft 362, and the second rotating shaft 362 is arranged in the second notch 361. One end of the second connecting rod 380 extends into the second notch 361 and is rotatably connected to the second rotating shaft 362. By providing the first notch 331 and the second notch 361 on the second slider 330 and the third slider 360, and installing the first rotating shaft 332 and the second rotating shaft 362 therein, the first connecting rod 340 and the second connecting rod 380 can be rotatably connected to the damper assembly 300. This design not only enhances the adjustability of the axle housing, but also improves the flexibility and durability of the connection. In addition, through the rotational connection method, when the vehicle body exerts pressure and impact on the axle housing, the pushing stroke of the first connecting rod 340 and the second connecting rod 380 on the second slider 330 and the third slider 360 can be changed by rotation, which can better adapt to different usage environments and improve the stability and service life of the overall structure.

[0041] In some embodiments, referring to Figure 4As shown, on the side facing away from the axle housing body 100, the second slider 330 and the third slider 360 respectively form a first notch 331 and a second notch 361. These notches are used to accommodate the rotating shafts in the damper assembly 300 and allow the connecting rods to be rotatably connected thereto. The first rotating shaft 332 and the second rotating shaft 362 are respectively disposed in the first notch 331 and the second notch 361, so that the first connecting rod 340 and the second connecting rod 380 can be connected to the rotating shaft in a rotatable connection manner. This design enables the connecting rods to move flexibly within a certain range, thereby realizing the functions of supporting and adjusting the axle housing.

[0042] In some embodiments, in combination with Figure 4 and Figure 5 As shown, the axle housing includes a connecting seat 510. The connecting seat 510 is provided with a third rotating shaft 520. The connecting seat 510 is used for connecting to the vehicle body. On the side of the connecting seat 510 facing away from the vehicle body, two spaced ears 521 are formed. The third rotating shaft 520 connects the two ears 521. The ends of the first connecting rod 340 and the second connecting rod 380 are located between the two ears 521 and are rotatably connected to the third rotating shaft 520. This design makes the axle housing have higher strength and stability. Since the first connecting rod 340 and the second connecting rod 380 can rotate around the third rotating shaft 520, this helps the axle housing to better adapt to and absorb vibrations under different road conditions, thereby improving the driving comfort and safety.

[0043] In some embodiments, in combination with Figure 4 and Figure 5 As shown, the connecting seat 510 is used to fix the axle housing to other parts of the vehicle, such as the vehicle body, chassis or frame. On the side of the connecting seat 510 facing away from the vehicle body, two spaced ears 521 are designed. These two ears 521 provide a support point, so that the third rotating shaft 520 can connect them and be stably installed. The ends of the first connecting rod 340 and the second connecting rod 380 are located between these two ears 521, and their ends are respectively connected to the third rotating shaft 520, allowing the connecting rods to rotate around the third rotating shaft 520. This design can be achieved by selecting appropriate materials and structures. For example, high-strength steel or alloy can be used to ensure the durability and stability of the connecting seat 510. The third rotating shaft 520 can be manufactured by precision machining technology to ensure the smoothness and accuracy of its rotation. The first connecting rod 340 and the second connecting rod 380 can be selected with suitable lengths and shapes to be correctly installed between the two ears 521 and achieve the required movement range. This structure can also be implemented in various ways, such as using different shapes of the connecting seat 510, the spacing of the ears 521 or the type of the third rotating shaft 520, depending on the design requirements of the vehicle.

[0044] In some embodiments, with reference to Figure 6As shown, the first lead screw 220 includes a first thread portion 221 and a second thread portion 222. The first thread portion 221 and the second thread portion 222 have reverse helices. The first thread portion 221 is rotatably connected to the first slider 320, and the second thread portion 222 is rotatably connected to the fourth slider 370. Through the reverse helix design, the first lead screw 220 can drive two sliders to move in opposite or relative directions simultaneously, thereby realizing the adjustment of the spacing distance between adjacent sliders. The matching structure of the lead screw and the slider has better adaptability and stability under different working conditions, improving the strength and durability of the overall structure.

[0045] In some embodiments, referring to Figure 7 As shown, the axle housing body 100 includes a first housing 101, a second housing 102, and a third housing 103. The second housing 102 is used to arrange the differential. The first housing 101 and the third housing 103 are located on both sides of the second housing 102. The first housing 101 is provided with a damper assembly 300, a first lead screw 220, and two first limit plates 110. The third housing 103 is correspondingly provided with a damper assembly 300 and two first limit plates 110. The drive assembly 200 includes a second lead screw 230 provided on the third housing 103. The drive motor 210 is arranged between the first housing 101 and the third housing 103, and the drive motor 210 drives the first lead screw 220 and the second lead screw 230 to rotate simultaneously. The differential is located between the two half-axles, and the two half-axles are respectively connected with wheel hub structures. The speed difference between the two wheel hubs is realized through the differential. In order to enable both relative sides of the vehicle body to be buffered, corresponding damper assemblies 300, etc. are provided on both the first housing 101 and the third housing 103, making the axle housing structure more reasonable. At the same time, the corresponding damper assemblies 300 and limit plates on both sides provide stable support for the vehicle body.

[0046] In some embodiments, referring to Figure 7 and Figure 8As shown, the axle housing also includes a guide assembly 600, which is disposed within the second housing 102. The guide assembly 600 includes a guide rod 610, a guide tube 620, and two connecting plates 630. The two connecting plates 630 are spaced apart, one connecting plate 630 being connected to the second housing 102, and the other connecting plate 630 being connected to the vehicle body. One end of the guide rod 610 is connected to one connecting plate 630, while one end of the guide tube 620 is connected to the other connecting plate 630. The side of the guide rod 610 facing away from the connecting plate 630 is movably inserted into the guide tube 620. The guide assembly 600 cooperates with the connecting rod to provide support for the vehicle body. The addition of the guide assembly 600 guides the connecting plates 630 during sliding, preventing them from deflecting during sliding. This allows for smoother sliding, allowing the axle housing to better withstand vibration and impact forces generated during vehicle operation. This structure not only improves the stability of the axle housing but also enhances the stability of the connecting rod movement. Furthermore, the free movement of the guide rod 610 within the guide tube 620 allows the axle housing to adapt to different loading conditions, thereby improving overall durability and reliability.

[0047] In some embodiments, reference Figure 7 and Figure 8 As shown, the axle housing has been enhanced with a guide assembly 600 to improve its functionality and stability. The guide assembly 600 consists of a guide rod 610, a guide tube 620, and two spaced-apart connecting plates 630. One connecting plate 630 is fixed to the second housing 102, while the other is used to connect to the vehicle body. One end of the guide rod 610 is connected to one connecting plate 630, while one end of the guide tube 620 is connected to the other connecting plate 630. This structure allows the guide rod 610 to move freely within the guide tube 620, providing the axle housing with a flexible range of motion. This design can be implemented in various ways, such as using a high-strength alloy to ensure durability, or using wear-resistant materials to extend the service life of the guide rod 610 and guide tube 620. Specifically, the connecting plate 630 is a square plate, and four guide rods 610 and guide tube 620 can be provided, one at each of the four corners of the connecting plate 630, further enhancing the stability of the guide assembly 600.

[0048] In some embodiments, reference Figure 9As shown, the axle housing body 100 forms a first reinforcing rib 1021 and a second reinforcing rib 1022, and the first reinforcing rib 1021 and the second reinforcing rib 1022 are arranged crosswise. By arranging the crosswise first reinforcing rib 1021 and second reinforcing rib 1022 on the axle housing body 100, the structural strength and rigidity of the axle housing can be significantly improved. Specifically, the first housing 101, the second housing 102, and the third housing 103 are all crosswise provided with the first reinforcing rib 1021 and the second reinforcing rib 1022. The first reinforcing rib 1021 extends horizontally, and the second reinforcing rib 1022 extends vertically. The first reinforcing rib 1021 and the second reinforcing rib 1022 are perpendicular to each other. This design helps to disperse stress, reduce the possibility of deformation of the housing when stressed, and at the same time enhance the protection ability for internal components. The crosswise arrangement can improve the overall load-bearing capacity and impact resistance, and extend the service life of the axle housing. In addition, such a structural design can also optimize the use of materials and achieve the goal of lightweight.

[0049] In some embodiments, referring to Figure 9 As shown, the axle housing includes one or more housing structures, and the multiple housing structures are arranged as an integral structure. The second housing 102 is one of the housing parts. Through processing techniques, such as stamping, die forging and other methods, the first reinforcing rib 1021 and the second reinforcing rib 1022 can be formed on the second housing 102. These reinforcing ribs can be made of metal materials and are connected to the main body structure of the housing. The first reinforcing rib 1021 and the second reinforcing rib 1022 are arranged in a crosswise manner, that is, they intersect in space but do not overlap, thus forming a mesh or grid-like reinforcing structure.

[0050] In some embodiments, referring to Figure 10 As shown, the drive assembly 200 further includes a drive gear set 240. The drive gear set 240 includes a first gear 241 and a second gear 242. The first gear 241 is connected to the drive motor 210, the second gear 242 is connected to the first lead screw 220, the first gear 241 and the second gear 242 are rotatably connected, and the diameter of the first gear 241 is larger than the diameter of the second gear 242. By setting the diameter of the first gear 241 to be larger than the diameter of the second gear 242, the torque of power transmission can be changed. This design helps to improve the efficiency and stability of the axle housing during driving, and at the same time enables the lead screw to operate with higher precision and lower energy consumption. In addition, the larger transmission ratio can also reduce the working load of the drive motor 210, thereby extending its service life and reducing energy consumption.

[0051] In some embodiments, referring to Figure 10As shown, the drive gear set 240 in the drive assembly 200 is used to transfer the driving force from the drive motor 210 to the lead screw. The first gear 241 is directly connected to the drive motor 210 and is responsible for receiving power; the second gear 242 is connected to the first lead screw 220 and is responsible for transferring the power to the first lead screw 220. The rotational connection relationship between the two enables the smooth transfer of power. By setting the diameter of the first gear 241 to be larger than that of the second gear 242, the amplification or deceleration effect of power can be achieved. For example, in mechanical transmission, gears with larger diameters are usually used at the driving end to provide greater torque; while gears with smaller diameters are used at the driven end to increase speed variation. This design can be achieved by changing the module, number of teeth, and installation position of the gears. In specific implementation, standard gear manufacturing processes such as forging, casting, or precision machining can be adopted, and materials suitable for the transmission requirements, such as alloy steel or high-strength plastics, can be selected. Among them, a corresponding drive gear set 240 can also be provided to drive the drive motor 210 and the second lead screw 230, which will not be elaborated here one by one.

[0052] The application also provides a vehicle, including the above-mentioned axle housing.

[0053] The above are only the embodiments of the present application, and do not limit the patent scope of the present application. Any equivalent structure or equivalent process transformation made by using the content of the specification and drawings of the present application, or directly or indirectly applied in other related technical fields, shall be equally included in the patent protection scope of the present application.

Claims

1. A bridge housing, characterized in that, The axle housing includes: The axle housing body includes two first limiting plates arranged at intervals; The driving assembly includes a driving motor and a first lead screw, the first lead screw is connected to the driving motor, and the driving motor is used to drive the first lead screw to rotate; The damper assembly includes a first damper, a first slider, a second slider and a first connecting rod. The first damper abuts between the first slider and the second slider. The first slider is located between the two first limiting plates and is connected to the first lead screw. The second slider is located between the two first limiting plates and is connected to the first connecting rod; Wherein, the rotation of the first lead screw is used to drive the first slider to approach or move away from the second slider to adjust the pre-compression force of the first damper, and the first connecting rod is used to apply an external force to the second slider in the direction towards the first slider.

2. The axle housing according to claim 1, wherein The axle housing further includes two second limiting plates arranged at intervals. The two second limiting plates are arranged between the two first limiting plates. The two first limiting plates and the two second limiting plates form two limiting regions, and the limiting regions include a first limiting region and a second limiting region; The first slider and the second slider are located in the first limiting region; The damper assembly further includes a second damper, a third slider, a fourth slider and a second connecting rod. The second damper abuts between the third slider and the fourth slider. The third slider and the fourth slider are located in the second limiting region. The first lead screw is connected to the fourth slider, and the second connecting rod is connected to the third slider. The second connecting rod is used to apply an external force to the third slider in the direction towards the fourth slider; Wherein, the first lead screw simultaneously drives the first slider and the fourth slider to drive the first slider to approach or move away from the second slider to adjust the pre-compression force of the first damper, and drive the fourth slider to approach or move away from the third slider to adjust the pre-compression force of the second damper.

3. The axle housing according to claim 2, wherein, The second slider is arranged on one side of the first slider close to the second limiting region, the third slider is arranged on one side of the fourth slider close to the first limiting region, one end of the first connecting rod far from the second slider and one end of the second connecting rod far from the third slider are connected, and the first connecting rod is obliquely connected to the second slider so that the first connecting rod conducts force to the second slider, and the second connecting rod is obliquely connected to the third slider so that the second connecting rod conducts force to the third slider.

4. The axle housing according to claim 2, characterized in that The axle housing includes a guide rail, the guide rail is arranged between the two first limiting plates, the first slider, the second slider, the third slider and the fourth slider are respectively slidably arranged on the guide rail, the first lead screw passes through the guide rail, the first lead screw is simultaneously rotationally connected to the first slider and the fourth slider, and the first lead screw is arranged at intervals with the second slider and the third slider.

5. The axle housing according to claim 4, characterized in that, The guide rail protrudes to form a sliding connection part, and the first slider, the second slider, the third slider, and the fourth slider all form clamping grooves, and the clamping grooves are slidably connected to the sliding connection part.

6. The axle housing according to claim 2, wherein a first notch is formed on one side of the second slider away from the axle housing body, the damper assembly includes a first rotating shaft, the first rotating shaft is arranged in the first notch, and one end of the first connecting rod extends into the first notch and is rotatably connected to the first rotating shaft; a second notch is formed on one side of the third slider away from the axle housing body, the damper assembly includes a second rotating shaft, the second rotating shaft is arranged in the second notch, and one end of the second connecting rod extends into the second notch and is rotatably connected to the second rotating shaft.

7. The axle housing according to claim 6, characterized in that, The axle housing includes a connecting seat, the connecting seat is provided with a third rotating shaft, the connecting seat is used for connecting with the vehicle body, two spaced ears are formed on one side of the connecting seat away from the vehicle body, the third rotating shaft connects the two ears, and the ends of the first connecting rod and the second connecting rod are located between the two ears and are rotatably connected to the third rotating shaft.

8. The axle housing according to claim 2, characterized in that, The first lead screw includes a first thread portion and a second thread portion, the first thread portion and the second thread portion are reversely threaded, the first thread portion is rotatably connected to the first slider, and the second thread portion is rotatably connected to the fourth slider.

9. The axle housing according to claim 1, wherein the axle housing body includes a first housing, a second housing, and a third housing, the second housing is used for arranging a differential, and the first housing and the third housing are located on both sides of the second housing; the first housing is provided with the damper assembly, the first lead screw, and two first limiting plates; the third housing is correspondingly provided with the damper assembly and two first limiting plates, the driving assembly includes a second lead screw arranged on the third housing, the driving motor is arranged between the first housing and the third housing, and the driving motor simultaneously drives the first lead screw and the second lead screw to rotate.

10. The axle housing according to claim 9, characterized in that, The axle housing further includes a guiding assembly, the guiding assembly is arranged on the second housing, the guiding assembly includes a guiding rod, a guiding tube, and two connecting plates, the two connecting plates are arranged at intervals, one of the connecting plates is connected to the second housing, and the other connecting plate is used for connecting with the vehicle body, one end of the guiding rod is connected to one of the connecting plates, one end of the guiding tube is connected to the other connecting plate, and the side of the guiding rod away from the connecting plate is movably inserted into the guiding tube.

11. The axle housing according to claim 9, characterized in that, The axle housing body forms a first reinforcing rib and a second reinforcing rib, and the first reinforcing rib and the second reinforcing rib are arranged crosswise.

12. The axle housing according to claim 1, characterized in that, The driving assembly further includes a driving gear set, the driving gear set includes a first gear and a second gear, the first gear is connected to the driving motor, the second gear is connected to the first lead screw, the first gear and the second gear are rotatably connected, and the diameter of the first gear is larger than the diameter of the second gear.

13. A vehicle, characterized in that, Including the axle housing according to any one of claims 1 to 12.

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