Axle with stable structure

Abstract

The utility model provides an axle with a stable structure, which comprises a cross beam and a side beam II, the left side of the cross beam is provided with a side beam I, the right side of the cross beam is provided with the side beam II, the rear sides of the side beam I and the side beam II are respectively provided with a group of rotary dampers, and the front ends of the side beam I and the side beam II are respectively provided with a group of side connecting frame plates. Compared with the prior art, the vehicle chassis has the advantages that the first side beam, the second side beam and the cross beam are used for supporting the vehicle chassis, the limiting clamping covers are used for limiting the positions of the upper ends of the first side spring and the second side spring, and the locking rings are used for limiting the bottoms of the first side spring and the second side spring; the first side spring and the second side spring are prevented from displacing, multi-angle slow release is formed through the first side supporting damping mechanism and the first side spring as well as the second side supporting damping mechanism and the second side spring, and the vehicle chassis part is integrally supported and slowly released through the first combined vibration buffering mechanism and the second combined vibration buffering mechanism.

Description

Technical Field

[0001] The utility model belongs to the technical field of vehicle chassis axles and relates to an axle with a stable structure. Background Art

[0002] The chassis axle, also known as the axle, is one of the key components on the chassis of a car. It is connected to the frame (or load-bearing body) through the suspension, and wheels are installed at both ends. The main function of the axle is to bear the load of the car and maintain the normal driving of the car on the road, but the instability of the chassis axle structure may cause a series of problems, which not only affect the driving performance of the vehicle, but also may pose a threat to the safety of passengers.

[0003] First, an unstable chassis-bridge structure can lead to increased vibration and noise during vehicle driving. This instability may be caused by loose, worn or designed axle components. When the vehicle is driving on uneven roads, the unstable chassis-bridge structure cannot effectively absorb and disperse the impact, resulting in increased vibration. This vibration not only affects the comfort of passengers, but may also cause additional burden on other components of the vehicle, leading to more serious failures.

[0004] Secondly, the instability of the chassis axle structure will affect the vehicle's handling performance. The axle is an important component connecting the wheels and the body, and plays a vital role in the steering and stability of the vehicle. If the axle structure is unstable, the vehicle may deviate or skid during driving, seriously affecting the driver's control of the vehicle. This not only reduces the vehicle's driving safety, but also increases the risk of traffic accidents.

[0005] In addition, the instability of the chassis axle structure may also cause the vehicle's suspension system to malfunction. The suspension system is responsible for supporting the vehicle body and buffering impact from the road. If the axle structure is unstable, the suspension system may not work properly, resulting in unstable vehicle height, increased wear of suspension components, and other problems. This not only shortens the service life of the vehicle, but may also increase maintenance costs.

[0006] In summary, the instability of the chassis axle structure poses a serious threat to the performance and safety of the vehicle. Therefore, there is an urgent need for a structurally stable axle to solve the above problems. Utility Model Content

[0007] In view of the deficiencies in the prior art, the utility model aims to provide a vehicle axle with a stable structure to solve the problems raised in the above-mentioned background technology.

[0008] The utility model is realized by the following technical scheme: a vehicle axle with a stable structure, comprising: a crossbeam and a second side beam, wherein the left side of the crossbeam is provided with a first side beam, and the right side of the crossbeam is provided with a second side beam;

[0009] The rear sides of the side beam 1 and the side beam 2 are each provided with a set of rotation dampers, the front ends of the side beam 1 and the side beam 2 are each provided with a set of side connecting frame plates, the upper end of the left side connecting frame plate is provided with a side spring 1, and the upper end of the right side connecting frame plate is provided with a side spring 2;

[0010] The side beam 1 and the side beam 2 have the same specifications, and the side beam 1 and the side beam 2 are an integrated structure with the cross beam. The two groups of rotation dampers are respectively installed inside the rear sides of the side beam 1 and the side beam 2, and are arranged in an embedded manner. The vehicle chassis can be supported by using the side beam 1, the side beam 2 and the cross beam.

[0011] As a preferred embodiment, a group of locking rings are provided at the inner bottom of the side spring 1 and the side spring 2, a side support shock absorbing mechanism 1 is provided on the inner side of the left connecting frame plate, and a side support shock absorbing mechanism 2 is provided on the inner side of the right connecting frame plate.

[0012] As a preferred embodiment, the two groups of rotational damping are respectively connected to the chassis, and the upper ends of the side spring one and the side spring two are each provided with a group of limit card covers, the inner side of the limit card cover is provided with an internal thread groove, and the external bolt passes through the interior of the limit card cover and is screwed together with the thread, so that the position of the upper ends of the side spring one and the side spring two can be limited by using the limit card cover.

[0013] As a preferred embodiment, a group of air dampers are provided inside the side spring one and the side spring two, the lower end of the air damper is fixed to the upper end of the locking ring by bolts, the locking ring is fixed to the upper end of the side connecting frame plate by bolts, and the outer side of the locking ring is engaged and limitedly connected with the bottom of the side spring one and the side spring two, and the locking ring can be used to limit the bottom of the side spring one and the side spring two to prevent the side spring one and the side spring two from displacement.

[0014] As a preferred embodiment, the side support shock absorbing mechanism 1 and the side support shock absorbing mechanism 2 have the same specifications and are both inclined. The inclination angles of the side support shock absorbing mechanism 1 and the side support shock absorbing mechanism 2 are both 30°. Multi-angle slow release is formed by using the side support shock absorbing mechanism 1 and the side support shock absorbing mechanism 2 respectively with the side spring 1 and the side spring 2.

[0015] As a preferred embodiment, the side support shock absorbing mechanism 1 and the side spring 1 constitute a combined vibration damping mechanism 1, and the side support shock absorbing mechanism 2 and the side spring 2 constitute a combined vibration damping mechanism 2. The upper ends of the combined vibration damping mechanism 1 and the combined vibration damping mechanism 2 are both connected and fixed to the vehicle chassis, and the vehicle chassis parts can be supported and released as a whole by using the combined vibration damping mechanism 1 and the combined vibration damping mechanism 2.

[0016] As a preferred embodiment, the side support shock absorbing mechanism includes a base and a connecting column, an inner bearing is provided inside the base, a shock absorbing column is provided at the upper end of the base, a top seat is provided at the upper end of the shock absorbing column, a connecting column is provided inside the top seat, and the connecting column passes through the vehicle chassis and is fixedly connected to it in a limiting position.

[0017] After adopting the above technical scheme, the beneficial effects of the utility model are as follows: by using side beam 1, side beam 2 and cross beam to support the vehicle chassis, by using limit card cover to limit the position of the upper end of side spring 1 and side spring 2, by using locking ring to limit the bottom of side spring 1 and side spring 2 to prevent side spring 1 and side spring 2 from displacement, by using side support shock absorbing mechanism 1 and side support shock absorbing mechanism 2 to form multi-angle slow release with side spring 1 and side spring 2 respectively, by using combined vibration damping mechanism 1 and combined vibration damping mechanism 2 to support and release the vehicle chassis parts as a whole. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to more clearly illustrate the embodiments of the utility model or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the utility model. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative labor.

[0019] Figure 1 It is a schematic diagram of the left side top view of a vehicle axle with a stable structure according to the utility model;

[0020] Figure 2 It is a front view structural schematic diagram of a middle side connecting frame and a side spring of a vehicle axle with a stable structure according to the utility model;

[0021] Figure 3 It is a left-side structural diagram of a middle-side support shock-absorbing mechanism of an axle with a stable structure according to the utility model;

[0022] Figure 4 This is a front view of a vehicle axle with a stable structure according to the utility model;

[0023] In the figure: 100-cross beam, 110-side beam 1, 120-rotational damping, 130-side connecting frame plate, 140-side spring 1, 150-limiting card cover, 160-side support shock absorbing mechanism 1, 170-locking ring, 180-side support shock absorbing mechanism 2, 190-side spring 2, 200-side beam 2, 16a-base, 16b-inner bearing, 16c-shock absorbing column, 16d-top seat, 16e-connecting column. DETAILED DESCRIPTION

[0024] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely describe the technical solutions in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments of the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0025] See also Figure 1-Figure 4 A vehicle axle with a stable structure comprises: a cross beam 100, a side beam 110, a side spring 140 and a side beam 200, wherein the side beam 110 is arranged on the left side of the cross beam 100, and the side beam 200 is arranged on the right side of the cross beam 100;

[0026] A set of rotation dampers 120 are provided at the rear sides of the side beam 110 and the side beam 200, and a set of side connecting frame plates 130 are provided at the front ends of the side beam 110 and the side beam 200. A side spring 140 is provided at the upper end of the left side connecting frame plate 130, and a side spring 2 190 is provided at the upper end of the right side connecting frame plate 130;

[0027] The side beam 110 and the side beam 200 have the same specifications, and the side beam 110 and the side beam 200 are both integrated with the cross beam 100. The two sets of rotation dampers 120 are respectively installed inside the rear sides of the side beam 110 and the side beam 200, and are arranged in an embedded manner. The vehicle chassis can be supported by using the side beam 110, the side beam 200 and the cross beam 100.

[0028] A set of locking rings 170 are provided at the inner bottom of the side spring 140 and the side spring 2 190 , a side support shock absorbing mechanism 1 160 is provided on the inner side of the left connecting frame plate 130 , and a side support shock absorbing mechanism 2 180 is provided on the inner side of the right connecting frame plate 130 .

[0029] The two groups of rotation dampers 120 are respectively connected to the chassis, and a group of limit card covers 150 are provided at the upper ends of the side spring 140 and the side spring 2 190. The inner side of the limit card cover 150 is provided with an internal thread groove, and the external bolt passes through the interior of the limit card cover 150 and is screwed together with its thread. The position of the upper ends of the side spring 140 and the side spring 2 190 can be limited by using the limit card cover 150.

[0030] A group of air dampers are provided inside the side spring 140 and the side spring 2 190, and the lower end of the air damper is fixed to the upper end of the locking ring 170 by bolts, the locking ring 170 is fixed to the upper end of the side connecting frame plate 130 by bolts, and the outer side of the locking ring 170 is engaged and limitedly connected with the bottom of the side spring 140 and the side spring 2 190. The locking ring 170 can be used to limit the bottom of the side spring 140 and the side spring 2 190 to prevent the side spring 140 and the side spring 2 190 from displacement.

[0031] The side support shock absorbing mechanism 1 160 and the side support shock absorbing mechanism 2 180 have the same specifications and are both inclined. The inclination angles of the side support shock absorbing mechanism 1 160 and the side support shock absorbing mechanism 2 180 are both 30°. Multi-angle slow release is formed by using the side support shock absorbing mechanism 1 160 and the side support shock absorbing mechanism 2 180 together with the side spring 140 and the side spring 2 190 respectively.

[0032] The side support shock absorbing mechanism 1 160 and the side spring 1 140 constitute a combined vibration damping mechanism 1, and the side support shock absorbing mechanism 2 180 and the side spring 2 190 constitute a combined vibration damping mechanism 2. The upper ends of the combined vibration damping mechanism 1 and the combined vibration damping mechanism 2 are both connected and fixed to the vehicle chassis. The vehicle chassis parts can be supported and released as a whole by using the combined vibration damping mechanism 1 and the combined vibration damping mechanism 2.

[0033] The side support shock absorbing mechanism 160 includes a base 16a, a shock absorbing column 16c, and a connecting column 16e. The base 16a is provided with an inner bearing 16b, the upper end of the base 16a is provided with a shock absorbing column 16c, the upper end of the shock absorbing column 16c is provided with a top seat 16d, the top seat 16d is provided with a connecting column 16e, and the connecting column 16e passes through the vehicle chassis and is fixedly connected to the chassis.

[0034] See also Figure 1-Figure 4 As the first embodiment of the utility model: in order to solve the problem that when a vehicle is traveling on an uneven road, the unstable chassis axle structure cannot effectively absorb and disperse the impact, thereby causing the vibration to intensify, when the vehicle is traveling on the road and generates vibration, since the side support shock absorbing mechanism 1 160 and the side spring 1 140 constitute a group of combined vibration damping mechanism 1, and the side support shock absorbing mechanism 2 180 and the side spring 2 190 constitute a group of combined vibration damping mechanism 2, the upper ends of the combined vibration damping mechanism 1 and the combined vibration damping mechanism 2 are both connected and fixed to the vehicle chassis, the vibration potential energy of the vehicle chassis can be directly transmitted to the combined vibration damping mechanism 1 and the combined vibration damping mechanism 2, and since the inclination angles of the side support shock absorbing mechanism 1 160 and the side support shock absorbing mechanism 2 180 are both 30°, the side support shock absorbing mechanism 1 160 and the side support shock absorbing mechanism 2 180 are respectively connected to the side spring 1 140 and the side spring 2 190 to form a multi-angle release, so as to achieve the purpose of effectively absorbing and dispersing the vibration impact of the vehicle.

[0035] See also Figure 1-Figure 4, as the second embodiment of the utility model: based on the description in the above embodiments, further, when the staff replaces the side spring 140 or the side spring 2 190 according to different road conditions, since the two groups of rotation dampers 120 are respectively connected to the chassis, a group of limit card covers 150 are provided on the upper ends of the side spring 140 and the side spring 2 190, and an internal thread groove is provided on the inner side of the limit card cover 150. The external bolt passes through the interior of the limit card cover 150 and is screwed together with the thread. The position limitation of the limit card cover 150 and the side spring 140 or the side spring 2 190 can be released by removing the thread, and then the locking ring 170 can be screwed out to release the position limitation of the side spring 140, the side spring 2 190 and the side connecting frame plate 130, so that the side spring 140 and the side spring 2 190 can be quickly disassembled and replaced.

[0036] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A vehicle axle with a stable structure, comprising: A crossbeam (100), a side spring (140), a side support shock absorbing mechanism (160), and a side beam (200), wherein: a side beam (110) is provided on the left side of the crossbeam (100), and a side beam (200) is provided on the right side of the crossbeam (100); A set of rotation dampers (120) are provided at the rear sides of the side beam 1 (110) and the side beam 2 (200); a set of side connecting frame plates (130) are provided at the front ends of the side beam 1 (110) and the side beam 2 (200); a side spring 1 (140) is provided at the upper end of the left side connecting frame plate (130); and a side spring 2 (190) is provided at the upper end of the right side connecting frame plate (130); The side beam 1 (110) and the side beam 2 (200) have the same specifications, and the side beam 1 (110) and the side beam 2 (200) are both integrated with the cross beam (100), and the two sets of rotation dampers (120) are respectively installed inside the rear sides of the side beam 1 (110) and the side beam 2 (200), and are arranged in an embedded manner; A group of locking rings (170) are provided at the inner bottom of the side spring 1 (140) and the side spring 2 (190), a side support shock absorbing mechanism 1 (160) is provided on the inner side of the left connecting frame plate, and a side support shock absorbing mechanism 2 (180) is provided on the inner side of the right connecting frame plate.

2. A structurally stable vehicle axle according to claim 1, characterized in that: The two groups of rotation dampers (120) are respectively connected to the chassis, and a group of limit card covers (150) are provided at the upper ends of the side spring 1 (140) and the side spring 2 (190). The inner side of the limit card cover (150) is provided with an internal thread groove, and the external bolt passes through the interior of the limit card cover (150) and is screwed together with the thread.

3. A structurally stable vehicle axle according to claim 2, characterized in that: A group of air dampers are provided inside the side spring one (140) and the side spring two (190), and the lower end of the air damper is fixed to the upper end of the locking ring (170) by bolts, and the locking ring (170) is fixed to the upper end of the side connecting frame plate (130) by bolts, and the outer side of the locking ring (170) is engaged and limitedly connected with the bottom of the side spring one (140) and the side spring two (190).

4. The structurally stable vehicle axle according to claim 1, characterized in that: The side support shock absorbing mechanism 1 (160) and the side support shock absorbing mechanism 2 (180) have the same specifications and are both inclined. The inclination angles of the side support shock absorbing mechanism 1 (160) and the side support shock absorbing mechanism 2 (180) are both 30°.

5. A structurally stable vehicle axle according to claim 4, characterized in that: The side support shock absorbing mechanism 1 (160) and the side spring 1 (140) form a group of combined vibration damping mechanism 1, and the side support shock absorbing mechanism 2 (180) and the side spring 2 (190) form a group of combined vibration damping mechanism 2. The upper ends of the combined vibration damping mechanism 1 and the combined vibration damping mechanism 2 are both connected and fixed to the vehicle chassis.

6. A structurally stable vehicle axle according to claim 5, characterized in that: The side support shock absorbing mechanism (160) comprises a base (16a), a shock absorbing column (16c) and a connecting column (16e); an inner bearing (16b) is provided inside the base (16a); a shock absorbing column (16c) is provided at the upper end of the base (16a); a top seat (16d) is provided at the upper end of the shock absorbing column (16c); a connecting column (16e) is provided inside the top seat (16d); and the connecting column (16e) passes through the vehicle chassis component and is fixedly connected thereto.

Images