Modular rear axle structure of FSAE racing car

Abstract

The utility model discloses an FSAE racing car modularization rear axle structure which comprises an auxiliary frame, a decoupling suspension mechanism, at least one transmission supporting plate and a differential mechanism, the transmission supporting plate is fixed on the rear side of the auxiliary frame and extends towards the rear side of the auxiliary frame, the differential mechanism is installed on the transmission supporting plate, and the decoupling suspension mechanism is fixed on the transmission supporting plate and extends towards the rear side of the auxiliary frame. The front end of the decoupling suspension mechanism is fixedly connected with the top end of the auxiliary frame, and the rear end of the decoupling suspension mechanism is fixedly connected with the top of the rear end of the transmission supporting plate. According to the utility model, the parts are high in generalization degree and integration degree, the use of the parts and steel pipes is reduced, the weight is reduced, and meanwhile, the stability is optimized to a certain extent.

Description

Technical Field

[0001] The utility model relates to the field of vehicle frame structures, in particular to a modular rear axle structure of a FSAE racing car. Background Art

[0002] FSAE (Formula SAE) is an international competition for small formula cars conceived, designed, manufactured and driven by undergraduate and graduate teams, hosted by the American Society of Automotive Engineers. In recent years, with the continuous improvement of the competition level, the chassis technology of racing cars has gradually matured, and the contradiction between the suspension form and the rear cabin layout has gradually become prominent. A reasonable and compact layout has an important impact on the aesthetics and lightweight level of the rear axle part, including the rear suspension, frame and transmission part. Therefore, the integrated and modular rear cabin layout has become the design direction of the chassis of the formula teams of major universities.

[0003] In the traditional rear cabin layout of the truss structure, the suspension part is mostly fixed to the frame steel pipe by welding with ears or welding sleeves. This method lacks effective positioning, and the processing error is difficult to control. The processing is difficult, and there are common problems of welding stress and welding deformation. The overall life is greatly affected by the welding process. If the rear suspension part uses a decoupled suspension, the commonly used Ohlins shock absorber needs to be bonded with an extension rod to reach the installation length. It is very easy for the shear torque caused by the positioning error to cause the extension rod to collapse.

[0004] With the continuous development and maturity of chassis technology, the equation design teams of some universities have adopted the subframe structure to fix the pushrod suspension and the layout of the transmission part, reducing the welding steps of the suspension fixing ears and achieving better integration and modularization effects. However, there is still no solution for the modular layout of the decoupled suspension. Utility Model Content

[0005] The utility model aims at the technical problems existing in the prior art and provides a modular rear axle structure of FSAE racing car, which has high parts commonality and integration, reduces the use of parts and steel pipes, reduces weight, and optimizes stability to a certain extent.

[0006] The technical solution adopted by the utility model to solve its technical problems is: a modular rear axle structure of an FSAE racing car, comprising a subframe, a decoupling suspension mechanism, at least one transmission support plate and a differential, wherein the transmission support plate is fixed to the rear side of the subframe and extends toward the rear side of the subframe, the differential is mounted on the transmission support plate, the front end of the decoupling suspension mechanism is fixedly connected to the top end of the subframe, and the rear end of the decoupling suspension mechanism is fixedly connected to the rear end top of the transmission support plate.

[0007] Furthermore, the decoupling suspension mechanism includes a first rotating shaft bracket, a second rotating shaft bracket, a pitch shock absorption mechanism and a roll shock absorption mechanism, the first rotating shaft bracket and the second rotating shaft bracket are arranged relatively to each other front and back, and the pitch shock absorption mechanism and the roll shock absorption mechanism are installed between the first rotating shaft bracket and the second rotating shaft bracket; the first rotating shaft bracket is the front end of the decoupling suspension mechanism, and the second rotating shaft bracket is the rear end of the decoupling suspension mechanism.

[0008] Furthermore, the front end of the decoupling suspension mechanism is fixedly connected to the top end of the sub-frame by a first fastener, and the first fastener includes a first bolt and a first nut; at least one first U-shaped member is provided at the bottom end of the first rotating shaft bracket, and two ears of the first U-shaped member are provided with a first connecting hole, and the top end of the sub-frame is provided with a second connecting hole corresponding to the first connecting hole, and the top end of the sub-frame is located between the two ears of the first U-shaped member, and the first bolt passes through the first connecting hole and the second connecting hole to be connected to the first nut.

[0009] Furthermore, the rear end of the decoupling suspension mechanism is fixedly connected to the rear end top of the transmission support plate by a second fastener, and the second fastener includes a second bolt and a second nut; at least one second U-shaped part is provided at the bottom end of the second rotating shaft bracket, and the two ears of the second U-shaped part are provided with a third connecting hole, and the transmission support plate is provided with a fourth connecting hole corresponding to the third connecting hole, and the top end of the transmission support plate is located between the two ears of the second U-shaped part, and the second bolt passes through the third connecting hole and the fourth connecting hole to be connected to the second nut.

[0010] Furthermore, there are two transmission support plates, which are arranged opposite to each other on the left and right sides, and two second U-shaped parts are provided at the bottom end of the second rotating shaft bracket, and the transmission support plates are connected to the second U-shaped parts in a one-to-one correspondence.

[0011] Furthermore, a rotating shaft is rotatably connected between the left and right ends of the first rotating shaft bracket and the left and right ends of the second rotating shaft bracket, the pitch shock absorption mechanism and the roll shock absorption mechanism are arranged side by side along the axial direction of the rotating shaft, and the two ends of the pitch shock absorption mechanism and the roll shock absorption mechanism are respectively connected to the two rotating shafts.

[0012] Furthermore, the left and right ends of the pitch shock absorption mechanism are respectively provided with pitch rocker arms, and the pitch rocker arms are connected to the rotating shaft; the left and right ends of the roll shock absorption mechanism are respectively provided with roll rocker arms, and the roll rocker arms are connected to the rotating shaft; bearings are respectively provided between the rotating shaft and the first rotating shaft bracket and the second rotating shaft bracket.

[0013] Furthermore, the pitch rocker arm is provided with a first key slot, and the rotating shaft is provided with a second key slot corresponding to the first key slot, and a flat key is inserted into the first key slot and the second key slot to limit the rotation of the pitch rocker arm relative to the rotating shaft; the roll rocker arm is provided with a third key slot, and the rotating shaft is provided with a fourth key slot corresponding to the third key slot, and a flat key is inserted into the third key slot and the fourth key slot to limit the rotation of the roll rocker arm relative to the rotating shaft.

[0014] Furthermore, a retaining spring for limiting axial movement of the pitch rocker arm and the roll rocker arm is installed on the rotating shaft.

[0015] Furthermore, it also includes a sprocket protection cover, which is connected to the sub-frame through bolts; the transmission support plate is connected to the sub-frame through bolts.

[0016] Compared with the prior art, the utility model has the following beneficial effects:

[0017] 1. The utility model realizes a modular layout of a decoupled suspension mechanism, with a high degree of commonality and integration of parts. Compared with the traditional rear cabin layout of a truss structure, it can reduce the use of parts and steel pipes, thereby reducing weight. While reducing weight, stability is also optimized to a certain extent, and the positioning accuracy of parts is improved, effectively reducing positioning errors.

[0018] 2. Compared with the traditional ear piece welding method, the connection method of the first rotating shaft bracket and the auxiliary frame and the connection method of the second rotating shaft bracket and the transmission support plate of the utility model greatly reduces the welding parts, can effectively avoid welding stress and welding deformation, and make the processing error easier to control.

[0019] 3. The utility model can greatly reduce the length of the extension rod part of the shock absorber, or even save the extension rod, thereby improving the stability of the shock absorber part and saving the overall space of the rear cabin, especially the lateral space, which is conducive to extending the length of the control arm rod part of the decoupling suspension mechanism, enhancing the handling, stability and tracking of the rear wheels of the racing car, and at the same time leaving enough space for the layout of the radiator water tank pipeline, exhaust pipeline, etc., to coordinate the design of the whole vehicle.

[0020] The present invention will be further described in detail below in conjunction with the accompanying drawings and embodiments; however, the FSAE racing car modular rear axle structure of the present invention is not limited to the embodiments. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 It is a three-dimensional structural schematic diagram of the rear axle structure of the utility model;

[0022] Figure 2 It is a three-dimensional structural schematic diagram of the decoupling suspension mechanism of the utility model;

[0023] In the figure: 1. first rotating shaft bracket; 11. first U-shaped member; 12. first connecting hole; 2. second rotating shaft bracket; 21. second U-shaped member; 22. third connecting hole; 3. pitch shock absorber mechanism; 31. pitch rocker arm; 311. first keyway; 4. roll shock absorber mechanism; 41. roll rocker arm; 411. third keyway; 5. ball shaft; 6. bearing; 7. retaining spring; 10. subframe; 20. decoupling suspension mechanism; 30. transmission support plate; 40. differential; 50. first fastener; 60. second fastener; 70. sprocket protective cover. DETAILED DESCRIPTION

[0024] In the present utility model, the terms "first", "second", "third", "fourth", etc. are only used to distinguish similar objects, rather than to describe a specific order or sequence, and cannot be understood as indicating or implying relative importance. In the description, the directions or positional relationships indicated by "upper", "lower", "left", "right", "front", "back", "top", "bottom", etc. are based on the directions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present utility model, rather than indicating or implying that the device referred to must have a specific direction, be constructed and operated in a specific direction, and therefore cannot be understood as limiting the scope of protection of the present utility model. For those of ordinary skill in the art, the specific meanings of the above terms in this application can be understood according to the specific circumstances.

[0025] In addition, in the description of the present invention, unless otherwise specified, "plurality" refers to two or more than two. "And / or" describes the association relationship of associated objects, indicating that three relationships may exist. For example, A and / or B can represent: A exists alone, A and B exist at the same time, and B exists alone. The character " / " generally indicates that the objects associated before and after are in an "or" relationship. In the description of the present invention, unless otherwise clearly specified and limited, the terms "installed", "provided with", "set / connected", "connected", etc. should be understood in a broad sense. For example, "connected" can be a fixed connection, a detachable connection, or an integral connection. It can be a mechanical connection or an electrical connection. It can be a direct connection or an indirect connection through an intermediate medium. It can be a connection between the two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0026] See also Figure 1-Figure 2As shown, a modular rear axle structure of a FSAE racing car of the utility model comprises a subframe 10, a decoupling suspension mechanism 20, at least one transmission support plate 30 and a differential 40, wherein the transmission support plate 30 is fixed to the rear side of the subframe 10 and extends toward the rear side of the subframe 10, the differential 40 is mounted on the transmission support plate 30, the front end of the decoupling suspension mechanism 20 is fixedly connected to the top end of the subframe 10, and the rear end of the decoupling suspension mechanism 20 is fixedly connected to the rear end top of the transmission support plate 30.

[0027] The decoupling suspension mechanism 20 includes a first rotating shaft bracket 1, a second rotating shaft bracket 2, a pitching shock absorbing mechanism 3 and a rolling shock absorbing mechanism 4. The first rotating shaft bracket 1 and the second rotating shaft bracket 2 are arranged front and rearwardly opposite to each other, and the pitching shock absorbing mechanism 3 and the rolling shock absorbing mechanism 4 are installed between the first rotating shaft bracket 1 and the second rotating shaft bracket 2. The first rotating shaft bracket 1 is the front end of the decoupling suspension mechanism 20, and the second rotating shaft bracket 2 is the rear end of the decoupling suspension mechanism 20.

[0028] The front end of the decoupling suspension mechanism 20 is fixedly connected to the top of the sub-frame 10 by a first fastener 50, and the first fastener 50 includes a first bolt and a first nut. At least one first U-shaped member 11 is provided at the bottom end of the first shaft bracket 1, and the two ears of the first U-shaped member 11 are provided with a first connection hole 12. The top of the sub-frame 10 is provided with a second connection hole corresponding to the first connection hole 12. The top of the sub-frame 10 is located between the two ears of the first U-shaped member 11, and the first bolt passes through the first connection hole 12 and the second connection hole to connect with the first nut. Specifically, there are two first U-shaped members 11, and they are integrally formed with the first shaft bracket 1.

[0029] The rear end of the decoupling suspension mechanism 20 is fixedly connected to the rear end top of the transmission support plate 30 by a second fastener 60, and the second fastener 60 includes a second bolt and a second nut. At least one second U-shaped member 21 is provided at the bottom end of the second rotating shaft bracket 2, and the two ears of the second U-shaped member 21 are provided with a third connecting hole 22, and the transmission support plate 30 is provided with a fourth connecting hole corresponding to the third connecting hole 22. The top end of the transmission support plate 30 is located between the two ears of the second U-shaped member 21, and the second bolt passes through the third connecting hole 22 and the fourth connecting hole to connect with the second nut. Specifically, the second U-shaped member 21 is connected to the second rotating shaft bracket 2 by bolts. Preferably, the number of the transmission support plates 30 is two, and the two transmission support plates 30 are arranged opposite to each other on the left and right. Two second U-shaped members 21 are provided at the bottom end of the second rotating shaft bracket 2, and the transmission support plates 30 are connected to the second U-shaped members 21 in a one-to-one correspondence.

[0030] A rotating shaft 5 is rotatably connected between the left and right ends of the first rotating shaft bracket 1 and the left and right ends of the second rotating shaft bracket 2, and the pitch shock absorption mechanism 3 and the roll shock absorption mechanism 4 are arranged side by side along the axial direction of the rotating shaft 5, and the two ends of the pitch shock absorption mechanism 3 and the roll shock absorption mechanism 4 are respectively connected to the two rotating shafts 5.

[0031] The left and right ends of the pitch shock-absorbing mechanism 3 are respectively provided with pitch rocker arms 31, which are connected to the rotating shaft 5. Specifically, the pitch rocker arm 31 is provided with a first key slot 311, and the rotating shaft 5 is provided with a second key slot corresponding to the first key slot 311, which can be improved by heat treatment process. A flat key is inserted into the first key slot 311 and the second key slot to limit the pitch rocker arm 31 from rotating relative to the rotating shaft 5.

[0032] The left and right ends of the roll shock absorbing mechanism 4 are respectively provided with roll rocker arms 41, which are connected to the rotating shaft 5. Specifically, the roll rocker arm 41 is provided with a third keyway 411, and the rotating shaft 5 is provided with a fourth keyway corresponding to the third keyway 411, which can be improved by heat treatment process. A flat key is inserted into the third keyway 411 and the fourth keyway to limit the roll rocker arm 41 from rotating relative to the rotating shaft 5.

[0033] Bearings are respectively arranged between the rotating shaft 5 and the first rotating shaft bracket 1 and the second rotating shaft bracket 2. Specifically, the bearings are ball bearings 6. The first rotating shaft bracket 1 and the second rotating shaft bracket 2 are provided with mounting holes for mounting the ball bearings 6.

[0034] A retaining spring 7 for limiting the axial movement of the pitch rocker arm 31 and the roll rocker arm 41 is installed on the rotating shaft 5 .

[0035] In specific applications, the second shaft bracket 2 can be used as a fixed end for other components such as racing taillights, tail wing cables, and rear water tanks, thereby further reducing vehicle parts. At the same time, by extending the longitudinal length of the shaft 5 and the transmission support plate 30, the longitudinal space of the rear cabin can be effectively expanded, which is conducive to the arrangement of suspension sensors and their wiring harnesses, and more shock absorbers, rear wheel steering, rear motors, etc. can also be set.

[0036] The utility model also includes a sprocket protective cover 70, which is connected to the sub-frame 10 by bolts, and the transmission support plate 30 is connected to the sub-frame 10 by bolts, and the sub-frame 10 is also provided with connecting holes corresponding to the sprocket protective cover 70 and the transmission support plate 30.

[0037] During installation, the frame steel pipe is bonded with a threaded sleeve, the sub-frame 10 is connected to the frame by bolts, and then the two transmission support plates 30, the sprocket protection cover 70, the differential 40 and other transmission components are assembled, and the whole is fixed to the sub-frame 10 by plugging bolts. The standard flat key is placed in the second keyway and the fourth keyway of the rotating shaft 5, so that the first keyway 311 of the pitch rocker arm 31 and the third keyway 411 of the roll rocker arm 41 correspond to each other, the pitch rocker arm 31 and the roll rocker arm 41 are pressed in, and the retaining spring 7 is installed to limit the position, and the installation and fixation of the pitch rocker arm 31, the roll rocker arm 41 and the rotating shaft 5 are completed. Install ball bearings 6 on the first rotating shaft bracket 1 and the second rotating shaft bracket 2, install the retaining spring limiter, and install the rotating shaft 5 between the bearings of the first rotating shaft bracket 1 and the second rotating shaft bracket 2. Install the pitch shock absorbing mechanism 3 and the roll shock absorbing mechanism 4 between the pitch rocker arm 31 and the roll rocker arm 41 respectively, and fasten them with bolts. Install the second rotating shaft bracket 2 and the second U-shaped member 21 with bolts, and the assembly of the decoupling suspension mechanism 20 is completed. The top end of the sub-frame 10 is located between the two ears of the first U-shaped member 11, and it is fastened by the first fastener 50, so that the first rotating shaft bracket 1 is tightly combined with the sub-frame 10. The top ends of the rear ends of the two transmission support plates 30 are located between the two ears of the second U-shaped member 21, and it is fastened by the second fastener 60, and the installation of the decoupling suspension mechanism 20 with the sub-frame 10 and the transmission part is completed.

[0038] For the semi-monocoque structure, when manufacturing the monocoque, a subframe 10 embedded part is provided, and the subframe 10 is fixed to the embedded part by bolts, thereby realizing the installation of the monocoque and the subframe 10. The remaining steps are the same as the above-mentioned installation steps.

[0039] If the installed overall rear axle structure needs to be disassembled, it can be disassembled as a whole by removing the bolts of the subframe 10. Similarly, the decoupling suspension mechanism can be disassembled by removing the first fastener 50 connecting the first rotating shaft bracket 1 and the subframe 10 and the second fastener 60 connecting the second rotating shaft bracket 2 and the two transmission support plates 30. The transmission part can also be disassembled separately by removing the second fastener 60 connecting the second rotating shaft bracket 2 and the two transmission support plates 30 and the bolts connecting the transmission support plates 30 and the subframe 10, which achieves a better modular effect and is convenient for later maintenance and repair.

[0040] The utility model provides a modular rear axle structure for a FSAE racing car, and the uninvolved parts are the same as the prior art or can be implemented by adopting the prior art.

[0041] The above embodiments are only used to further illustrate a modular rear axle structure of a FSAE racing car of the present invention, but the present invention is not limited to the embodiments. Any simple modifications, equivalent changes and modifications made to the above embodiments based on the technical essence of the present invention fall within the protection scope of the technical solution of the present invention.

Claims

1. A modular rear axle structure for a FSAE racing car, characterized by: It includes a subframe, a decoupling suspension mechanism, at least one transmission support plate and a differential. The transmission support plate is fixed to the rear side of the subframe and extends toward the rear side of the subframe. The differential is mounted on the transmission support plate. The front end of the decoupling suspension mechanism is fixedly connected to the top end of the subframe, and the rear end of the decoupling suspension mechanism is fixedly connected to the rear end top of the transmission support plate.

2. The FSAE racing car modular rear axle structure according to claim 1, characterized in that: The decoupling suspension mechanism includes a first rotating shaft bracket, a second rotating shaft bracket, a pitch shock absorption mechanism and a roll shock absorption mechanism. The first rotating shaft bracket and the second rotating shaft bracket are arranged relatively to each other front and back, and the pitch shock absorption mechanism and the roll shock absorption mechanism are installed between the first rotating shaft bracket and the second rotating shaft bracket; the first rotating shaft bracket is the front end of the decoupling suspension mechanism, and the second rotating shaft bracket is the rear end of the decoupling suspension mechanism.

3. The FSAE racing car modular rear axle structure according to claim 2, characterized in that: The front end of the decoupling suspension mechanism is fixedly connected to the top end of the sub-frame by a first fastener, and the first fastener includes a first bolt and a first nut; at least one first U-shaped member is provided at the bottom end of the first rotating shaft bracket, and two ears of the first U-shaped member are provided with a first connecting hole, and the top end of the sub-frame is provided with a second connecting hole corresponding to the first connecting hole, and the top end of the sub-frame is located between the two ears of the first U-shaped member, and the first bolt passes through the first connecting hole and the second connecting hole to be connected to the first nut.

4. The FSAE racing car modular rear axle structure according to claim 2, characterized in that: The rear end of the decoupling suspension mechanism is fixedly connected to the rear end top of the transmission support plate by a second fastener, and the second fastener includes a second bolt and a second nut; at least one second U-shaped part is provided at the bottom end of the second rotating shaft bracket, and the two ears of the second U-shaped part are provided with a third connecting hole, and the transmission support plate is provided with a fourth connecting hole corresponding to the third connecting hole, and the top end of the transmission support plate is located between the two ears of the second U-shaped part, and the second bolt passes through the third connecting hole and the fourth connecting hole to be connected to the second nut.

5. The FSAE racing car modular rear axle structure according to claim 4, characterized in that: There are two transmission support plates, which are arranged opposite to each other on the left and right. Two second U-shaped parts are arranged at the bottom end of the second rotating shaft bracket, and the transmission support plates are connected to the second U-shaped parts in a one-to-one correspondence.

6. The FSAE racing car modular rear axle structure according to claim 5, characterized in that: A rotating shaft is rotatably connected between the left and right ends of the first rotating shaft bracket and the left and right ends of the second rotating shaft bracket, the pitch shock absorption mechanism and the roll shock absorption mechanism are arranged side by side along the axial direction of the rotating shaft, and the two ends of the pitch shock absorption mechanism and the roll shock absorption mechanism are respectively connected to the two rotating shafts.

7. The FSAE racing car modular rear axle structure according to claim 6, characterized in that: The left and right ends of the pitch shock absorption mechanism are respectively provided with pitch rocker arms, and the pitch rocker arms are connected to the rotating shaft; the left and right ends of the roll shock absorption mechanism are respectively provided with roll rocker arms, and the roll rocker arms are connected to the rotating shaft; bearings are respectively provided between the rotating shaft and the first rotating shaft bracket and the second rotating shaft bracket.

8. The FSAE racing car modular rear axle structure according to claim 7, characterized in that: The pitch rocker arm is provided with a first key slot, and the rotating shaft is provided with a second key slot corresponding to the first key slot. A flat key is inserted into the first key slot and the second key slot to limit the rotation of the pitch rocker arm relative to the rotating shaft; the roll rocker arm is provided with a third key slot, and the rotating shaft is provided with a fourth key slot corresponding to the third key slot. A flat key is inserted into the third key slot and the fourth key slot to limit the rotation of the roll rocker arm relative to the rotating shaft.

9. The FSAE racing car modular rear axle structure according to claim 7, characterized in that: A retaining spring for limiting the axial movement of the pitch rocker arm and the roll rocker arm is installed on the rotating shaft.

10. The FSAE racing car modular rear axle structure according to claim 1, characterized in that: It also includes a sprocket protection cover, which is connected to the sub-frame through bolts; and the transmission support plate is connected to the sub-frame through bolts.

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