High-performance waterproof rear axle and rear axle performance detection equipment

Abstract

The invention relates to the technical field of automobile rear axles, in particular to a high-performance waterproof rear axle which comprises a liquid expansion axle housing and a rear axle body. The rear axle body is arranged in the liquid expansion axle housing; the liquid expansion axle housing comprises an axle housing body, a blocking piece and a reinforcing ring. The separation blade and the reinforcing ring are fixedly connected with the axle housing main body in a welding manner; the axle housing main body is of an integrated structure and is formed through a hydraulic bulging process; the axle housing main body comprises a high-stress area and a low-stress area; the wall thickness of the high-stress area is greater than that of the low-stress area; the high-stress area comprises an end shaft head welding area and a plate spring corresponding connecting area. The low-stress area comprises a middle round shell area; the thickness of the middle round shell area is gradually increased from the center to the two side walls. The waterproof rear axle has waterproof, oil-proof and dust-proof functions and has the advantages of being light in weight and saving manufacturing materials.

Description

Technical Field

[0001] The present application relates to the technical field of automobile rear axles, and in particular to a high-performance waterproof rear axle and rear axle performance testing equipment. Background Art

[0002] With the rapid development of the automotive industry, global automotive market demand continues to grow. Whether it is daily commuting in urban areas or transporting goods under complex road conditions, the use of vehicles in an increasingly diverse range of scenarios. In this context, the performance requirements of core vehicle components are also constantly increasing, and the performance of the rear axle is particularly critical.

[0003] Currently, a significant number of vehicles on the market face serious issues with rear axle waterproofing when navigating complex road conditions, particularly flooded roads. When the rear axle traverses flooded roads, critical components such as gears and bearings are susceptible to rust. Water rapidly triggers an electrochemical reaction on metal components, causing a layer of rust to form on the surface. This rust not only impairs the precision and surface finish of the components but also degrades their mechanical properties. For example, rust can roughen gear teeth, generating additional vibration and noise during operation and reducing transmission efficiency. Bearing corrosion can also affect rotational flexibility, increase frictional resistance, and in severe cases, even cause the bearings to seize, impacting the vehicle's operation.

[0004] At the same time, with increasingly stringent environmental regulations and consumers' pursuit of fuel efficiency and improved handling, lightweighting has become a key industry trend. As a crucial component of the vehicle, the rear axle is also facing urgent challenges in achieving lightweighting. However, existing rear axle design and manufacturing technologies often struggle to achieve both waterproofing and performance. While the use of some lightweight materials reduces rear axle weight, the inherent properties of the materials or limitations of the manufacturing process significantly reduce their waterproofing and corrosion resistance.

[0005] Furthermore, existing rear axle waterproofing measures often have limitations. Traditional sealing methods, such as rubber seals, are prone to aging and deformation after long-term use, resulting in a decrease in sealing performance and an inability to effectively block water intrusion. Furthermore, these sealing measures are even less effective in extreme situations such as high-pressure water impact or prolonged immersion.

[0006] In summary, the existing rear axle technology has obvious problems and shortcomings in terms of waterproofing and lightweighting. There is an urgent need for a high-performance waterproof bridge technology that can not only effectively solve the rust problem of the rear axle after wading through water, but also meet the development needs of lightweight automobiles, thereby improving the overall performance and reliability of the vehicle. Summary of the Invention

[0007] The purpose of this application is to provide a high-performance waterproof rear axle to solve at least one technical problem existing in the prior art.

[0008] In order to solve the above technical problems, the present application provides a high-performance waterproof rear axle, comprising a hydraulic expansion axle housing and a rear axle body; The rear axle body is arranged in the hydraulic axle housing; The hydraulic expansion axle housing includes an axle housing body, a baffle and a reinforcement ring; The baffle and the reinforcement ring are fixedly connected to the axle housing body by welding; The axle housing body is an integrated structure formed by a hydraulic bulging process; The axle housing body includes a high stress area and a low stress area; The wall thickness of the high stress area is greater than the wall thickness of the low stress area; The high stress area includes the end shaft head welding area and the corresponding connection area of ​​the leaf spring; The low stress area includes the middle circular shell area; The wall thickness of the central circular shell area increases gradually from the center to both sides.

[0009] The existing axle housing welding process involves welding the axle housing upper plate, axle housing upper plate, large and small triangular plates, rear housing cover, reinforcement ring, and axle shaft sleeves. The existing axle housing full welding process involves welding the axle housing straight seam and trident, circumferentially welding the rear housing cover, circumferentially welding and removing the reinforcement ring, and circumferentially welding the axle shaft sleeves. Compared to the existing technology, the axle housing body of this application is formed in one piece, requiring only the baffle and reinforcement ring to be welded. However, the existing technology involves welding components such as the rear housing cover, resulting in limited sealing performance due to weld seams. Compared to the existing technology, this application utilizes a single-step liquid expansion process, eliminating weld seams. This solves the problems of low longitudinal weld penetration and high stress in the rear housing weld, which can easily leak oil. Furthermore, the product's appearance and quality are improved.

[0010] In addition, the present application adopts a hydraulic expansion process to make the wall thickness of various parts of the bridge housing body controllable, thereby increasing the end shaft head welding area and the wall thickness of the leaf spring position, improving the strength of this area, and improving the overall performance. At the same time, the wall thickness of the middle circular shell area is appropriately reduced. This area has a large cross-section and low stress. Reducing the wall thickness can reduce the overall weight and material usage. According to the comparison of test data, the liquid expansion bridge housing of the present application is 5%-10% lighter than the punched and welded bridge housing of the prior art, and the material utilization rate is as high as 90%, which saves about 25% of material compared to punching and welding.

[0011] Furthermore, the rear axle body includes a half-axle and a half-axle sleeve; A half-shaft oil seal unit is provided between the half-shaft and the half-shaft sleeve, for preventing the gear oil in the device from leaking from the gap between the half-shaft and the half-shaft sleeve; The end surface of the half shaft is coated with sealant to prevent external water and impurities from invading the joint area between the half shaft and other components.

[0012] Furthermore, the rear axle body further includes a wheel hub unit; The hub unit includes a bearing unit and a hub; The wheel hub is rotatably connected to the bearing unit; The wheel hub is a petal structure, which is used for flange connection with other structures. Gaps are provided between the petals of the petal structure to reduce material usage and lower the overall weight.

[0013] Further, the bearing unit includes an outer bearing and an inner bearing; The outer bearing and the inner bearing are both tapered roller bearings and are symmetrically arranged.

[0014] Furthermore, an outer oil seal unit is provided at the outer end of the outer bearing; An inner oil seal unit is provided at the inner end of the inner bearing.

[0015] Furthermore, the outer oil seal unit is a double-lip oil seal, comprising a first oil guide lip and a first main lip; The first oil guide lip is used to guide the lubricating oil into the oil seal and scrape off excess oil; The first main lip is used to seal the outer space of the outer bearing.

[0016] Preferably, the outer oil seal unit is made of fluororubber.

[0017] Furthermore, the inner oil seal unit is a multi-lip oil seal including a second main lip, an auxiliary lip and a second oil guide lip; The second main lip is used to prevent leakage of oil and water; The second oil guide lip is used to guide the flow of liquid and prevent external impurities from entering the interior of the device; The auxiliary lip is used to prevent external impurities such as water, mud and sand from entering the interior of the device.

[0018] Furthermore, an O-ring is provided between the inner end surface of the wheel hub and the end surface of the half-axle sleeve to prevent water and oil from penetrating into the wheel hub.

[0019] Furthermore, the rear axle body includes a final reducer, and the final reducer is provided with a final reducer oil seal and a dust cover for preventing water, oil or particulate matter from entering the final reducer.

[0020] Furthermore, the main oil seal includes a rubber part, a skeleton, a spring and lubricating grease; The frame is L-shaped, with a horizontal portion and a vertical portion; The vertical portion abuts against the outer inner wall of the main reducer; The rubber part is arranged on the frame; The area where the rubber part overlaps the horizontal part of the frame is provided with an auxiliary lip; One end of the auxiliary lip away from the frame abuts against the lower end of the dust cover; One end of the rubber portion away from the vertical portion abuts against the inner wall of the final reducer via a spring and is provided with a main lip; The final reducer is provided with a flange, and the upper end of the dust cover abuts against the flange, so that the dust cover is arranged between the flange and the auxiliary lip, and the auxiliary lip tends to force the dust cover to abut against the flange.

[0021] Preferably, there are at least one main lip and at least one auxiliary lip.

[0022] On the other hand, the present application also discloses a rear axle performance testing device. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] In order to more clearly illustrate the specific implementation methods of the present application or the technical solutions in the prior art, the following is a brief introduction to the drawings required for use in the specific implementation methods or the description of the prior art. Obviously, the drawings described below are some implementation methods of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0024] Figure 1 This is a schematic diagram of the three-dimensional structure of the liquid expansion axle housing disclosed in this application; Figure 2 This is a picture of the liquid expansion axle housing disclosed in this application; Figure 3 A schematic diagram of the change in cross-sectional thickness at the center of the liquid expansion bridge housing disclosed in this application; Figure 4 This is a schematic diagram of the three-dimensional structure of the hydraulic expansion axle housing installation baffle disclosed in this application; Figure 5 This is a schematic diagram of the three-dimensional structure of the hydraulic expansion axle housing installation reinforcement ring disclosed in this application; Figure 6 A partial cross-sectional view of the rear axle body disclosed in this application from a front perspective; Figure 7 for Figure 6 A partial enlarged view of the middle section; Figure 8 It is a structural diagram of where the sealant is set; Figure 9 A partial cross-sectional view of the hub unit disclosed in this application; Figure 10 This is a front view of the hub unit disclosed in this application; Figure 11 A side sectional view of the hub unit disclosed in this application; Figure 12 Schematic diagram of the planar structure of the external oil seal unit; Figure 13 Schematic diagram of the planar structure of the inner oil seal unit; Figure 14 is a partial cross-sectional view of the main reducer; Figure 15 This is a schematic diagram of the planar structure of the main oil seal disclosed in this application; Figure 16 This is a flow chart of the prior art axle housing body welding process; Figure 17 This is a schematic diagram of the three-dimensional structure of the rear axle performance testing equipment from the first perspective; Figure 18 This is a schematic diagram of the three-dimensional structure of the rear axle performance testing equipment from a second perspective; Figure 19 for Figure 17 A partial enlarged view of point A in the middle; Figure 20 for Figure 18 A partial enlarged view of point B in the middle; Figure 21 This is a schematic diagram of the three-dimensional structure of the hydraulic expansion bridge housing installed on the middle clamping mechanism.

[0025] Reference numerals: 1-Hydraulic expansion axle housing; 2-Rear axle body; 3-Axle housing body; 4-Baffle; 5-Reinforcement ring; 6-High stress area; 7-Low stress area; 8-Axle shaft; 9-Axle shaft sleeve; 10-Axle shaft oil seal unit; 11-Sealing compound; 12-Wheel hub unit; 13-Bearing unit; 14-Wheel hub; 15-Outer bearing; 16-Inner bearing; 17-Outer oil seal unit; 18-Inner oil seal unit; 19-First oil guide lip; 20-First main lip; 21-Second main lip; 22-Auxiliary lip; 23-Second oil guide lip; 24-O-ring; 25-Final reducer; 26-Final reducer oil seal; 27-Dustproof Cover; 28-rubber part; 29-skeleton; 30-spring; 31-grease; 32-horizontal part; 33-vertical part; 34-auxiliary lip; 35-main lip; 36-flange; 41-mounting platform; 42-supporting and fixing mechanism; 421-bottom support rod; 422-fixed bottom rod; 423-mounting slot; 424-anchor bolt; 43-limiting slide rod mechanism; 431-slide rod; 432-slide rod fixing plate; 44-deflection pressure rod mechanism; 441-first deflection seat; 442-deflection rod; 443-deflection slide groove; 444-deflection pressure block; 445-first rotating shaft; 44 6-rotating shaft; 447-second rotating shaft; 45-telescopic detection mechanism; 451-position adjustment seat; 452-adjusting motor; 453-first threaded rod; 454-support adjustment block; 455-second deflection seat; 456-hydraulic telescopic rod; 457-third deflection seat; 46-position adjustment mechanism; 461-lifting round block; 462-third rotating shaft; 463-adjusting frame; 464-positioning motor; 465-worm; 466-block; 467-rotating rod; 468-moving motor; 469-second threaded rod; 4610-moving block; 4611-hinged seat; 46 12-hinged rod; 47-edge clamping mechanism; 471-edge fixing frame; 472-third threaded rod; 473-first rotating handle; 474-edge clamping plate; 48-positioning pressure rod mechanism; 481-pressure rod; 482-pressing frame; 49-synchronous placement mechanism; 491-placement frame; 492-synchronous motor; 493-synchronous gear; 494-synchronous rack; 495-synchronous frame; 51-middle clamping mechanism; 511-middle fixing frame; 512-fourth threaded rod; 513-second rotating handle; 514-middle pressure plate; 515-arc-shaped slot; 52-detection pressure platform. DETAILED DESCRIPTION

[0026] The following will clearly and completely describe the technical solution of this application in conjunction with the accompanying drawings. Obviously, the embodiments described are only part of the embodiments of this application, not all of them. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making any creative efforts are within the scope of protection of this application.

[0027] In the description of this application, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings and are intended solely to facilitate the description of this application and simplify the description. They do not indicate or imply that the devices or components referred to must have a specific orientation, be constructed, or operate in a specific orientation. Therefore, they should not be construed as limitations on this application. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0028] In the description of this application, it should be noted that, unless otherwise expressly specified or limited, the terms "mounted," "connected," and "connected" should be understood in a broad sense. For example, they can refer to fixed connections, detachable connections, or integral connections; mechanical connections or electrical connections; direct connections or indirect connections through an intermediate medium; and internal connections between two components. Those skilled in the art will understand the specific meanings of the above terms in this application based on the specific circumstances.

[0029] It should also be noted that the following specific embodiments or specific implementation methods are a series of optimized settings listed in this application to further explain the specific application content, and these settings can be combined or used in association with each other.

[0030] The present application will be further explained below in conjunction with specific implementation methods.

[0031] Example 1 like Figure 1-5 As shown, this embodiment provides a high-performance waterproof rear axle, comprising a hydraulic expansion axle housing 1 and a rear axle body 2; The rear axle body 2 is arranged in the hydraulic axle housing 1; The hydraulic axle housing 1 includes an axle housing body 3, a baffle 4 and a reinforcement ring 5; The baffle 4 and the reinforcement ring 5 are fixedly connected to the axle housing body 3 by welding; The axle housing body 3 is an integrated structure formed by a hydraulic bulging process; The axle housing body 3 includes a high stress area 6 and a low stress area 7; The wall thickness of the high stress area 6 is greater than the wall thickness of the low stress area 7; The high stress area 6 includes the end shaft head welding area and the corresponding connection area of ​​the leaf spring; The low stress area 7 includes a central circular shell area; The wall thickness of the central circular shell area increases gradually from the center to both sides.

[0032] The existing axle housing welding process involves welding the axle housing upper plate, axle housing upper plate, large and small triangular plates, rear cover, reinforcement ring 5, and axle shaft sleeve 9. The existing axle housing full welding process involves welding the axle housing straight seam and triangular joints, circumferentially welding the rear cover, circumferentially welding and removing the reinforcement ring, and circumferentially welding the axle shaft sleeve 9. Compared to the existing technology, the axle housing body 3 of the present application is formed in one piece, requiring only the retaining plate 4 and reinforcement ring 5 to be welded after forming. However, the existing technology involves welding components such as the rear cover, resulting in limited sealing performance due to weld seams. Compared to the existing technology, the present application utilizes a single-step liquid expansion process, eliminating weld seams. This solves the problems of low longitudinal weld penetration and high stress in the rear cover weld, which can easily leak oil. Furthermore, the product's appearance and quality are improved.

[0033] In addition, the present application adopts a hydraulic expansion process to make the wall thickness of each part of the bridge housing body 3 controllable, thereby increasing the end shaft head welding area and increasing the wall thickness of the leaf spring position, improving the strength of this area, and improving the overall performance. At the same time, the wall thickness of the middle circular shell area is appropriately reduced. This area has a large cross-section and low stress. Reducing the wall thickness can reduce the overall weight and material usage. According to the comparison of test data, the liquid expansion bridge housing of the present application is 5%-10% lighter than the punched and welded bridge housing of the prior art, and the material utilization rate is as high as 90%, which saves about 25% of material compared to punching and welding.

[0034] In order to achieve the overall lightweight design of the time structure, the material of the liquid expansion bridge shell 1 is Q345, and the forming method is liquid expansion forming. The inner cavity and wall thickness of the bridge shell are finally determined by finite element software and a large amount of experimental data. The formed product has variable cross-section, variable wall thickness, and approaches equal strength beam. The end shaft head welding area and the wall thickness at the leaf spring position are increased to reduce the stress in this area, improve the overall performance, and appropriately reduce the middle wall thickness. This area has a large cross-section and low stress. Reducing the wall thickness can reduce weight. According to test data, it is 5%-10% lighter than the punched and welded bridge shell, and the material utilization rate is as high as 90%, which saves about 25% of material compared to punching and welding.

[0035] In the prior art, the bridge housing requires a multi-step welding process, such as the process (e.g. Figure 16 As shown in the figure): Assemble and weld the bridge housing upper piece, the bridge housing upper piece, the large and small triangular plates, the rear shell cover, the reinforcement ring 5, the half shaft sleeve 9, etc. Compared with the prior art, this application only needs to weld the baffle 4, the reinforcement ring 5 (as shown in the figure) Figure 4-5 As shown) and the shaft head, there are fewer welding processes, which can effectively improve the production quality. In addition, the integrated liquid expansion bridge housing 1 and the rear shell cover have no welds, which can solve the problems of low longitudinal weld penetration and high stress and easy oil leakage in the rear cover weld.

[0036] like Figure 6-7 As shown, as a further implementation of this embodiment, the rear axle body 2 includes a half-shaft 8 and a half-shaft sleeve 9; A half-shaft oil seal unit 10 is provided between the half-shaft 8 and the half-shaft sleeve 9 to prevent the gear oil in the device from leaking from the gap between the half-shaft 8 and the half-shaft sleeve 9; The end surface of the half shaft 8 is coated with a sealant 11 to prevent external water and impurities from invading the joint area between the half shaft 8 and other components.

[0037] To prevent gear oil leakage, an axle shaft 8 oil seal is added between the axle shaft sleeve 9 and the axle shaft 8, providing a good seal. The axle shaft oil seal unit 10 utilizes existing oil sealing technology to prevent gear oil from leaking through the gap between the axle shaft 8 and the axle shaft sleeve 9, thereby reducing the risk of gear oil seeping from the interface between the axle shaft 8 and the wheel hub 14. Oil leakage is a common problem in axles commonly used in the field, so this application incorporates an axle shaft 8 oil seal.

[0038] Applying 5900 silicone sealant 11 to the end faces of the outer half-shaft 8 and the wheel hub 14 can form an effective barrier to prevent external water and impurities from invading the joint between the half-shaft 8 and the wheel hub 14. The entry of water and impurities may cause parts to rust and wear, affecting the normal operation of the entire transmission system. The sealant 11 can fit tightly to the surfaces of the two components, preventing the invasion of adverse external factors. On the other hand, the sealant 11 also helps prevent internal leakage. Even if a small amount of gear oil tries to seep out from the joint surface, the sealant 11 can play a certain blocking role, increasing the airtightness of the entire system. This ensures that the gear oil flows within the specified area, maintains a good lubrication effect, and improves transmission efficiency and system reliability.

[0039] like Figure 9-11 As shown, as a further implementation of this embodiment, the rear axle body 2 further includes a wheel hub unit 12; The hub unit 12 includes a bearing unit 13 and a hub 14; The wheel hub 14 is rotatably connected to the bearing unit 13; The hub 14 is a petal structure, which is used for flange connection with other structures. Gaps are provided between the petals of the petal structure to reduce material usage and lower the overall weight.

[0040] As a further implementation of this embodiment, the bearing unit 13 includes an outer bearing 15 and an inner bearing 16; The outer bearing 15 and the inner bearing 16 are both tapered roller bearings and are symmetrically arranged.

[0041] As a further implementation of this embodiment, an outer end of the outer bearing 15 is provided with an outer oil seal unit 17; An inner oil seal unit 18 is provided at the inner end of the inner bearing 16 .

[0042] The wheel hub unit 12 adopts a compact design, which effectively reduces the boundary size and the size of related components. Its integrated design reduces the weight of the wheel hub 14, the shaft head and the half-axle sleeve 9. Specifically, first, the production process of the wheel hub 14 is changed from casting to forging, and then the weight of the assembly is reduced by opening the petals in the flange, and the bearing skin is eliminated, and the inner cavity of the wheel hub 14 is directly processed into the skin size of the existing technology. In this way, the inner wall space can be increased to increase the size of the roller, improve the load-bearing capacity, and better cope with more overload conditions. The bearing size is determined by theoretical calculation. Finally, after controlling the bearing clearance, selecting grease, and adjusting the amount of oil, a maintenance-free unit is finally obtained. This series of measures not only improves the performance of the wheel hub 14 assembly, but also brings users a more convenient and reliable use experience.

[0043] like Figure 12 As shown, as a further implementation of this embodiment, the outer oil seal unit 17 is a double-lip oil seal, including a first oil guide lip 19 and a first main lip 20; The first oil guide lip 19 is used to guide the lubricating oil into the oil seal and scrape off excess oil; The first main lip 20 is used to seal the outer space of the outer bearing 15 .

[0044] As a preferred implementation of this embodiment, the outer oil seal unit 17 is made of fluororubber.

[0045] Fluororubber was chosen as the oil seal material due to its excellent resistance to high temperatures, strong corrosive media, and strong oxidants. In view of the complexities of domestic vehicle conditions, a reinforced double-lip seal is used on the outside to greatly enhance the sealing effect of the flange outer end.

[0046] like Figure 13 As shown, as a further implementation of this embodiment, the inner oil seal unit 18 is a multi-lip oil seal, including a second main lip 21, an auxiliary lip 22 and a second oil guide lip 23; The second main lip 21 is used to prevent leakage of oil and water; The second oil guide lip 23 is used to guide the flow of liquid and prevent external impurities from entering the interior of the device; The auxiliary lip 22 is used to prevent external impurities such as water, mud and sand from entering the interior of the device.

[0047] To prevent the ingress of water, mud, and other impurities from the wheel end, the internal oil seal unit 18 utilizes multiple lips. This multi-lip design offers the following advantages: Multiple lips form a multi-layered protective barrier. When water, mud, and other impurities attempt to enter, the first lip acts as a barrier. Even if a small amount of impurity manages to penetrate this initial barrier, subsequent lips continue to function, significantly reducing the risk of water and mud intrusion. Furthermore, the lips can be tailored to actual conditions. For example, they can automatically adjust the sealing level to varying pressures and temperatures, ensuring excellent sealing performance in all environments. This design enhances the overall protection of the wheel end system and extends the service life of components.

[0048] As a further implementation of this embodiment, an O-ring 24 is provided between the inner end surface of the wheel hub 14 and the end surface of the half-shaft sleeve 9 to prevent water and oil from penetrating into the wheel hub 14 .

[0049] The inner end surface of the wheel hub 14 is designed with an O-ring 24, which has excellent elasticity and sealing properties. When installed on the inner end surface of the wheel hub 14, it is tightly squeezed against the end surface of the half-axle sleeve 9, forming a reliable sealing line of defense. As for water, the O-ring 24 can prevent it from penetrating into the interior of the wheel hub 14 through the gap, avoiding problems such as rust and corrosion of the internal parts of the wheel hub 14 caused by the entry of water. As for oil, whether it is gear oil or other lubricating oil, the sealing effect of the O-ring 24 can prevent it from leaking into the wheel hub 14, ensuring the cleanliness of the interior of the wheel hub 14 and a normal working environment. This design is simple and efficient, providing an important guarantee for the normal operation of the wheel hub 14.

[0050] like Figure 14 As shown, as a further implementation of this embodiment, the rear axle body 2 includes a final reducer 25 , and the final reducer 25 is provided with a final reducer oil seal 26 and a dust cover 27 for preventing water, oil or particulate matter from entering the final reducer 25 .

[0051] like Figure 15 As shown, as a further implementation of this embodiment, the main oil seal 26 includes a rubber portion 28 (preferably made of fluororubber), a skeleton 29 (preferably made of SPCC), a spring 30 (preferably made of 65Mn) and grease 31 (preferably lithium-based grease); The frame 29 is L-shaped and comprises a horizontal portion 32 and a vertical portion 33; The vertical portion 33 abuts against the outer inner wall of the final reducer 25; The rubber portion 28 is provided on the frame 29; The area where the rubber portion 28 overlaps the horizontal portion 32 of the frame 29 is provided with an auxiliary lip 34; One end of the auxiliary lip 34 away from the frame 29 abuts against the lower end of the dust cover 27; One end of the rubber portion 28 away from the vertical portion 33 abuts against the inner wall of the final reducer 25 via a spring 30 and is provided with a main lip 35 ; The final reducer 25 is provided with a flange 36 , and the upper end of the dust cover 27 abuts against the flange 36 , so that the dust cover 27 is arranged between the flange 36 and the auxiliary lip 34 , and the auxiliary lip 34 tends to force the dust cover 27 to abut against the flange 36 .

[0052] As a preferred implementation of this embodiment, at least one of the main lip 35 and the auxiliary lip 34 is provided.

[0053] The rear axle of the present application needs to consider complex usage scenarios during actual use, that is, it is necessary to consider taking more effective waterproof and anti-mud measures to reduce the risk of failure in adverse road conditions and waterlogging during the rainy season. Although the existing oil seals have certain waterproof properties, they may not be able to completely prevent the entry of water and mud when immersed for a long time, in poor road conditions, and when the wading depth reaches 50 centimeters. In particular, during the movement of the car, the impact of water flow and the entrainment of mud and sand will increase the possibility of oil seal failure. Once mud and sand enter the inside of the bearing, it will destroy the normal operating environment of the bearing. The presence of mud and sand will aggravate the wear of the bearing, resulting in increased friction and temperature, and then causing bearing ablation. When there is a problem with the bearing, it will affect the operation of the related main reducer 25, causing the operation of the active and passive gears to be disturbed. In severe cases, it may cause the main gear to hit the driven gear, affecting the transmission performance and driving safety of the vehicle.

[0054] First, changing the size of the bearing seat can better accommodate the new oil seal and dust cover 27, improving the sealing and stability of the overall structure. Optimizing the form of the dust cover 27 can enhance the barrier effect on external impurities and reduce the chances of dust, mud, and sand entering the main reducer 25. Secondly, the high-temperature resistance of the rubber part 28 made of fluororubber can ensure that the oil seal can maintain good performance in various harsh working environments and will not deform or fail due to high temperature. Its excellent resistance to highly corrosive media and strong oxidants can effectively resist the erosion of chemical substances in harsh external environments and extend the service life of the oil seal. Furthermore, the use of a multi-lip oil seal can form multiple protections, further hindering the entry of external impurities. Multiple lips cooperate with each other to increase the reliability of the seal, and can effectively protect the internal parts of the main reducer 25 from external impurities even under complex road conditions and harsh climatic conditions.

[0055] By adopting the above technical solution, this application has the following beneficial effects: (1) This application optimizes the structure of the main reducer 25 so that it can adapt to deep water roads and pass safely. On the other hand, changing the size of the bearing seat can better adapt to the new oil seal and dust cover 27, thereby improving the sealing and stability of the overall structure. The optimized dust cover 27 enhances the blocking effect on external impurities and reduces the chance of dust, mud and sand entering the main reducer 25. The use of a multi-lip oil seal can form multiple protections to further prevent the invasion of external impurities. The multiple lips cooperate with each other to increase the reliability of the seal, and can effectively protect the internal parts of the main reducer 25 from external impurities even under complex road conditions and harsh weather conditions.

[0056] (2) The wheel hub 14 adopts a maintenance-free wheel hub unit 12 structure. The compact design reduces the weight of the traditional rear axle by 10kg and reduces the vehicle's fuel consumption by 0.8%. The production process of the wheel hub 14 is changed from casting to forging. Secondly, the weight of the assembly is reduced by opening the flange in the form of petals, and the bearing skin is eliminated. The inner cavity of the wheel hub 14 is directly processed to the original skin size. In this way, the roller size can be increased, and the load-bearing capacity is increased by 20%-30% compared to the cast wheel hub 14. The oil seal adopts a multi-lip form to effectively improve the waterproof performance of the rear axle. The wheel hub unit 12 has passed the durability test, leakage test (high-speed straight driving), and mud durability test.

[0057] (3) The product formed by the bridge shell has a variable cross-section, variable wall thickness, and approaches an equal strength beam. The end shaft head welding area and the wall thickness at the leaf spring position are increased to reduce the stress in this area and improve the overall performance. The wall thickness in the middle is appropriately reduced. The cross-section in this area is large and the stress is low. Reducing the wall thickness can reduce the weight. According to test data, it is 5%-10% lighter than the punched and welded bridge shell, and the material utilization rate is as high as 90%, which saves about 25% of material compared with punching and welding.

[0058] Example 2 like Figure 17-21As shown, this embodiment discloses a rear axle performance testing device for testing the high-performance waterproof rear axle disclosed in Example 1, including a mounting and fixing platform 41, a supporting and fixing mechanism 42 is provided at the bottom of the mounting and fixing platform 41, the mounting and fixing platform 41 is fixedly connected to a limiting slide bar mechanism 43, a deflection pressure bar mechanism 44 and a telescopic detection mechanism 45 are provided on the limiting slide bar mechanism 43, two displacement adjustment mechanisms 46 are provided on the limiting slide bar mechanism 43, the displacement adjustment mechanism 46 is connected to the edge clamping mechanism 47, the deflection pressure bar mechanism 44 is connected to the positioning pressure bar mechanism 48, and the positioning pressure bar mechanism 48 is connected to the same The step placement mechanism 49 is connected to the synchronous placement mechanism 49 and the edge clamping mechanism 47. The synchronous placement mechanism 49 is provided with two middle clamping mechanisms 51. The installation and fixing platform 41 is provided with a detection pressure platform 52. The detection pressure platform 52 is provided with a pressure sensor. The supporting and fixing mechanism 42 is used to fix the installation and fixing platform 41. The telescopic detection mechanism 45 is used to adjust the state of the deflection pressure rod mechanism 44. The displacement adjustment mechanism 46 is used to adjust the state of the rear axle. The edge clamping mechanism 47 is used to clamp and fix the edge of the rear axle. The middle clamping mechanism 51 is used to clamp and fix the edge of the rear axle.

[0059] The limiting sliding rod mechanism 43 includes a sliding rod 431 fixed on the mounting and fixing platform 41 . There are two sliding rods 431 , and one end of the sliding rod 431 away from the mounting and fixing platform 41 is fixedly connected to a sliding rod fixing plate 432 .

[0060] The deflection pressure rod mechanism 44 includes a first deflection seat 441 fixed on the slide rod fixing plate 432, the first deflection seat 441 is rotatably connected to the deflection rod 442, the deflection slide groove 443 is provided on the deflection slide groove 443 is provided with a deflection pressure block 444, the deflection pressure block 444 and the deflection rod 442 are slidingly connected, the deflection pressure block 444 is rotatably connected to the first rotating shaft 445, the first rotating shaft 445 is fixedly connected to the rotating shaft rod 446, and the rotating shaft rod 446 is fixedly connected to the second rotating shaft 447. The telescopic detection mechanism 45 includes a position adjustment seat 451 fixed to the deflection rod 442. The position adjustment seat 451 is provided with an adjustment motor 452. The output shaft of the adjustment motor 452 is fixedly connected to a first threaded rod 453. The first threaded rod 453 is rotatably connected to the position adjustment seat 451. The first threaded rod 453 is threadedly connected to a support adjustment block 454. The support adjustment block 454 is slidably connected to the position adjustment seat 451. The support adjustment block 454 is fixedly connected to a second deflection seat 455. The second deflection seat 455 is rotatably connected to a hydraulic telescopic rod 456. The end of the hydraulic telescopic rod 456 away from the second deflection seat 455 is rotatably connected to a third deflection seat 457. The third deflection seat 457 is fixedly connected to the slide bar fixing plate 432. The positioning pressure rod mechanism 48 includes a pressure rod 481 rotatably connected to the second rotating shaft 447. The pressure rod 481 passes through the slide bar fixing plate 432 and is slidably connected to the slide bar fixing plate 432. The bottom of the pressure rod 481 is fixedly connected to the pressure frame 482.

[0061] Specifically, turning on the adjustment motor 452 can drive the first threaded rod 453 to rotate, and then drive the support adjustment block 454 to move, thereby controlling the position of the second deflection seat 455, thereby adjusting the end state of the hydraulic telescopic rod 456. At this time, turning on the hydraulic telescopic rod 456 can drive the deflection rod 442 to rotate around the first deflection seat 441, and then press the deflection pressure block 444, thereby driving the first rotating shaft 445, the rotating shaft rod 446 and the second rotating shaft 447, and then driving the pressure rod 481 and the pressure frame 482 to descend, so as to drive the rear axle to descend.

[0062] The displacement adjustment mechanism 46 includes a lifting block 461 that is slidably connected to the slide rod 431. The lifting block 461 is rotatably connected to the third rotating shaft 462. The third rotating shaft 462 is fixedly connected to the adjustment frame 463. The adjustment frame 463 is provided with a displacement motor 464. The output shaft of the displacement motor 464 is fixedly connected to the worm 465. The worm 465 is rotatably connected to the adjustment frame 463. A plurality of clamping blocks 466 are provided on the side of the lifting block 461. The clamping blocks 466 and the worm 465 are engaged with the third rotating shaft 462. The rotating rod 467 is fixedly connected, and a moving motor 468 is provided in the rotating rod 467. The output shaft of the moving motor 468 is fixedly connected to the second threaded rod 469. The second threaded rod 469 and the rotating rod 467 are rotatably connected. The second threaded rod 469 is threadedly connected to the moving block 4610. The moving block 4610 and the rotating rod 467 are slidingly connected. The moving block 4610 is fixedly connected to the articulated seat 4611. The articulated seat 4611 is articulated to the articulated rod 4612. A torque sensor is provided on the articulated rod 4612.

[0063] Specifically, turning on the shifting motor 464 can drive the worm 465 to rotate. Since the blocking block 466 and the worm 465 are engaged, the third rotating shaft 462 can be driven to rotate, and then the rotating rod 467 can be driven to rotate. Turning on the moving motor 468 can drive the second threaded rod 469 to rotate, and then the moving block 4610 can be driven to move, thereby driving the articulated seat 4611 and the articulated rod 4612 to move, so as to control the eccentric state of the articulated rod 4612.

[0064] The edge clamping mechanism 47 includes an edge fixing frame 471 fixedly connected to the hinged rod 4612, the edge fixing frame 471 is threadedly connected to the third threaded rod 472, two third threaded rods 472 are provided, and the two third threaded rods 472 are symmetrically arranged on the edge fixing frame 471, the third threaded rod 472 is fixedly connected to the first rotating handle 473, the third threaded rod 472 is rotatably connected to the edge clamping plate 474, and the edge clamping plate 474 and the edge fixing frame 471 are slidingly connected.

[0065] Specifically, rotating the first rotating handle 473 can drive the third threaded rod 472 to rotate, thereby driving the side clamping plate 474 to feed, so as to fix the wheels on the rear axle.

[0066] The synchronous placement mechanism 49 includes a placement frame 491 fixedly connected to the pressure frame 482, and a synchronous motor 492 is provided at the bottom of the placement frame 491. The output shaft of the synchronous motor 492 is fixedly connected to the synchronous gear 493, and the synchronous gear 493 is rotatably connected to the placement frame 491. The synchronous gear 493 engages with two synchronous racks 494, and the synchronous rack 494 is fixedly connected to the synchronous frame 495. The synchronous frame 495 and the placement frame 491 are slidably connected.

[0067] Specifically, turning on the synchronous motor 492 can drive the synchronous gear 493 to rotate, thereby driving the synchronous rack 494 to change position, and further driving the synchronous frame 495 to change position.

[0068] The central pressing mechanism 51 includes a central fixing frame 511 fixed on the placement frame 491, the central fixing frame 511 is threadedly connected to the fourth threaded rod 512, one end of the fourth threaded rod 512 located outside the central fixing frame 511 is fixedly connected to the second rotating handle 513, and the end of the fourth threaded rod 512 away from the second rotating handle 513 is rotatably connected to the central pressure plate 514, and the central pressure plate 514 and the central fixing frame 511 are slidably connected.

[0069] Specifically, rotating the second rotating handle 513 can drive the fourth threaded rod 512 to rotate, thereby driving the middle pressure plate 514 to feed, so as to press and fix the middle part of the rear axle.

[0070] like Figure 21 As shown, the connecting middle pressure plate 514 is provided with an arc-shaped groove 515 adapted to the shape of the hydraulic expansion bridge housing 1 , and the arc-shaped groove 515 is used to abut against the connection between the protruding shell and the flat shell of the hydraulic expansion bridge housing 1 .

[0071] In conventional axle housings, the housing and rear cover are connected by welding. Generally, during performance testing, abutment or snapping is avoided at this location to prevent damage to the weld. However, if the connecting middle pressure plate 514 is pressed at other locations, horizontal position limitation becomes difficult, requiring the installation of a horizontal position limiting mechanism. The hydraulic expansion axle housing 1 of this application is integrally formed and has thicker walls at the ends, resulting in excellent mechanical properties. This allows the connecting middle pressure plate to be pressed in this area, achieving horizontal position limitation.

[0072] The supporting and fixing mechanism 42 includes a bottom supporting rod 421 fixed on the mounting and fixing platform 41 . The bottom supporting rod 421 is fixedly connected to a fixing bottom rod 422 . The fixing bottom rod 422 is provided with a mounting groove 423 . The mounting groove 423 is provided with an anchor bolt 424 .

[0073] Specifically, the anchor bolts 424 are passed through the installation slots 423 , and then drilled into the ground to fix the installation fixing platform 41 .

[0074] During the implementation of the present invention, the mounting fixing platform 41 is first fixed at a specified position by the supporting fixing mechanism 42. At this time, the rear axle with the wheel installed is placed on the synchronous placement mechanism 49, and then the middle part of the rear axle is fixed by the middle clamping mechanism 51. At this time, the state of the rear axle is adjusted by the displacement adjustment mechanism 46, and the state of the synchronous placement mechanism 49 is synchronously adjusted. Then, according to the actual situation, it is selected whether to clamp the wheel on the rear axle. At this time, turning on the telescopic detection mechanism 45 can drive the deflection pressure rod mechanism 44 to shift, and then press the positioning pressure rod mechanism 48. The positioning pressure rod mechanism 48 can drive the synchronous placement mechanism 49 to move downward, and then drive the rear axle to move downward until the rear axle contacts the detection pressure platform 52, thereby detecting the force state of the rear axle.

[0075] The present invention can position and fix the installation fixing platform 41 by setting up a supporting and fixing mechanism 42, can clamp and fix the rear axle body by means of the side clamping mechanism 47 and the middle clamping mechanism 51, can adjust the state of the deflection pressure rod mechanism 44 by means of the telescopic detection mechanism 45, and can control the downward speed of the rear axle in cooperation with the positioning pressure rod mechanism 48, and can ensure the stable and centered placement of the rear axle when the rear axle is in the deflected placement state by means of the synchronous placement mechanism 49, thereby improving the efficiency of the rear axle performance detection.

[0076] By adopting the above technical solution, this application has the following beneficial effects: (1) The fixed platform is firmly installed by the supporting fixing mechanism to provide a stable foundation for testing. The side clamping mechanism and the middle clamping mechanism are used to reliably clamp and fix the rear axle body, effectively reducing the shaking or displacement of the rear axle during the testing process, thereby significantly improving the stability and accuracy of the test and ensuring that the test results can truly reflect the performance of the rear axle.

[0077] (2) The telescopic detection mechanism can flexibly adjust the state of the deflection pressure rod mechanism, and then cooperate with the positioning pressure rod mechanism to accurately control the downward speed of the rear axle. This flexible adjustment method enables the equipment to adapt to rear axle detection of different specifications and different performance requirements, greatly enhancing the equipment's adaptability to diversified detection needs.

[0078] (3) The design of the synchronous placement mechanism ensures that the rear axle is stably and centrally placed when the rear axle is in a deflected placement state, avoiding detection errors caused by unstable placement, providing a strong guarantee for accurate detection of rear axle performance, and also improving the reliability of the detection process.

[0079] (4) For the integrated liquid expansion bridge shell, the equipment can make full use of its thick end wall thickness and good mechanical properties, so that the middle pressure plate can be pressed on a specific area. This not only avoids the risk of damage to the welding point caused by traditional detection methods, but also eliminates the need for additional horizontal limit mechanisms, thus simplifying the detection process and reducing detection costs. At the same time, it realizes effective horizontal limit, further improving the convenience and accuracy of detection.

[0080] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some or all of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A high-performance waterproof rear axle, characterized in that: Including hydraulic expansion axle housing and rear axle body; The rear axle body is arranged in the hydraulic axle housing; The hydraulic expansion axle housing includes an axle housing body, a baffle and a reinforcement ring; The baffle and the reinforcement ring are fixedly connected to the axle housing body by welding; The axle housing body is an integrated structure formed by a hydraulic bulging process; The axle housing body includes a high stress area and a low stress area; The wall thickness of the high stress area is greater than the wall thickness of the low stress area; The high stress area includes the end shaft head welding area and the corresponding connection area of ​​the leaf spring; The low stress area includes the middle circular shell area; The wall thickness of the central circular shell area increases gradually from the center to both sides.

2. The high-performance waterproof rear axle according to claim 1, characterized in that: The rear axle body also includes a wheel hub unit; The hub unit includes a bearing unit and a hub; The wheel hub is rotatably connected to the bearing unit.

3. The high-performance waterproof rear axle according to claim 2, characterized in that: The wheel hub is a petal structure, which is used for flange connection with other structures. Gaps are provided between the petals of the petal structure to reduce material usage and lower the overall weight.

4. The high-performance waterproof rear axle according to claim 3, characterized in that: The bearing unit includes an outer bearing and an inner bearing; The outer bearing and the inner bearing are both tapered roller bearings and are symmetrically arranged; An outer oil seal unit is provided at the outer end of the outer bearing; An inner oil seal unit is provided at the inner end of the inner bearing.

5. The high-performance waterproof rear axle according to claim 4, characterized in that: The outer oil seal unit is a double-lip oil seal, comprising a first oil guide lip and a first main lip; The first oil guide lip is used to guide the lubricating oil into the oil seal and scrape off excess oil; The first main lip is used to seal the outer space of the outer bearing.

6. The high-performance waterproof rear axle according to claim 4, characterized in that: The inner oil seal unit is a multi-lip oil seal, including a second main lip, an auxiliary lip and a second oil guide lip; The second main lip is used to prevent leakage of oil and water; The second oil guide lip is used to guide the flow of liquid and prevent external impurities from entering the interior of the device; The auxiliary lip is used to prevent external impurities such as water, mud and sand from entering the interior of the device.

7. The high-performance waterproof rear axle according to claim 3, characterized in that: An O-ring is provided between the inner end surface of the wheel hub and the end surface of the half-axle sleeve to prevent water and oil from penetrating into the wheel hub.

8. The high-performance waterproof rear axle according to claim 1, characterized in that: The rear axle body includes a main reducer, and the main reducer is provided with a main reducer oil seal and a dust cover for preventing water, oil or particulate matter from entering the main reducer.

9. The high-performance waterproof rear axle according to claim 8, characterized in that: The main oil seal includes a rubber part, a frame, a spring and lubricating grease; The frame is L-shaped, with a horizontal portion and a vertical portion; The vertical portion abuts against the outer inner wall of the main reducer; The rubber part is arranged on the frame; The area where the rubber part overlaps the horizontal part of the frame is provided with an auxiliary lip; One end of the auxiliary lip away from the frame abuts against the lower end of the dust cover; One end of the rubber portion away from the vertical portion abuts against the inner wall of the final reducer via a spring and is provided with a main lip; The final reducer is provided with a flange, the upper end of the dust cover abuts against the flange, so that the dust cover is arranged between the flange and the auxiliary lip, and the auxiliary lip tends to force the dust cover to abut against the flange; The lubricating grease is lithium-based grease, which is used to provide oil seal lubrication for the rubber part.

10. A rear axle performance testing device for testing the high-performance waterproof rear axle according to any one of claims 1 to 9, comprising a mounting and fixing platform, a supporting and fixing mechanism being provided at the bottom of the mounting and fixing platform, the mounting and fixing platform being fixedly connected to a limiting slide bar mechanism, a deflection pressure bar mechanism and a telescopic detection mechanism being provided on the limiting slide bar mechanism, two displacement adjustment mechanisms being provided on the limiting slide bar mechanism, the displacement adjustment mechanism being connected to an edge clamping mechanism, the deflection pressure bar mechanism being connected to a positioning pressure bar mechanism, the positioning pressure bar mechanism being connected to a synchronous placement mechanism, the synchronous placement mechanism being connected to an edge clamping mechanism, two middle pressing mechanisms being provided on the synchronous placement mechanism, a detection pressure platform being provided on the mounting and fixing platform, and a pressure sensor being provided on the detection pressure platform; The supporting and fixing mechanism is used to fix the installation and fixing platform, the telescopic detection mechanism is used to adjust the state of the deflection pressure rod mechanism, the displacement adjustment mechanism is used to adjust the state of the rear axle, the edge clamping mechanism is used to clamp and fix the edge of the rear axle, and the middle clamping mechanism is used to clamp and fix the edge of the rear axle.

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