New-energy light-weight high-braking-force medium truck front axle

Abstract

A new-energy, light-weight and high-braking-force medium-truck front axle comprises a front axle and a knuckle assembly, all ends of the front axle are horizontally arranged after being bent upwards, knuckle pins arranged up and down are arranged at the two ends of the front axle respectively, the axes of the knuckle pins arranged up and down are located on the same straight line, and the knuckle pins are sleeved with the upper portion and the lower portion of the inner side of the knuckle assembly respectively. A straight pull rod arm is further arranged at the top of the inner side of the steering knuckle assembly, the straight pull rod arm is obliquely bent downwards towards the inner side along the bent portion of the front axle end, the tail end of the straight pull rod arm is parallel to a front axle body, and a brake assembly is fixed to the outer side wall of the disc-shaped structure of the steering knuckle assembly. A hub combination capable of rotating freely is supported on the periphery of the cylindrical structure of the knuckle assembly through a tapered roller bearing. The maximum rotation angle of the whole axle is 50 degrees and is increased by 10 degrees compared with that of a basic front axle, the trafficability of a vehicle is improved, the braking torque is increased by about 21%, the specific energy loss rate is greatly increased, and the parking braking safety performance of the whole vehicle is improved.

Description

Technical Field

[0001] The utility model relates to a front axle, in particular to a new energy, lightweight, high braking force mid-truck front axle. Background Art

[0002] New energy is the main direction of transformation and upgrading of the global automobile industry and green development. The proportion of new energy vehicles in new and updated vehicles has increased significantly, of which urban public transportation, taxis, sanitation, postal express, and urban logistics and distribution have reached about 80%. And with the continuous upgrading of environmental protection standards, automobile energy conservation and emission reduction and lightweight design have become an inevitable trend in the development of the automobile industry. In recent years, major global automobile manufacturers have actively promoted the research and development and promotion of energy-saving vehicles, and accelerated the rapid development of automobile energy conservation and emission reduction and new energy technology and lightweight technology.

[0003] In the current transportation industry structure, micro, light, medium and heavy commercial vehicles account for a total of 77.3%. Currently, there is no front axle suitable for new energy medium-duty trucks. There is an urgent need for a new energy, lightweight, high-braking force medium-duty truck front axle. Utility Model Content

[0004] In order to solve the above problems, the purpose of the utility model is to provide a new energy, lightweight, high braking force mid-truck front axle.

[0005] To achieve the above-mentioned purpose, the technical solution of the utility model is: a new energy, lightweight, high-braking force medium-duty truck front axle, including a front axle and a steering knuckle assembly, each end of the front axle is bent upward and then arranged horizontally, and steering knuckle pins arranged up and down are respectively arranged at both ends, and the axis center lines of the steering knuckle pins arranged up and down are on the same straight line, and the inner side of the steering knuckle assembly is respectively sleeved on the steering knuckle pins up and down, and a straight pull rod arm is also arranged on the inner top of the steering knuckle assembly, and the straight pull rod arm is bent obliquely downward inward along the bending part of the front axle end, and the end is parallel to the front axle body, and a brake assembly is fixed to the outer wall of the disc structure of the steering knuckle assembly, and a freely rotatable wheel hub assembly is supported on the outer periphery of the cylindrical structure of the steering knuckle assembly through a tapered roller bearing, and the brake assembly is located in the wheel hub assembly.

[0006] Furthermore, the brake assembly includes symmetrically arranged friction plates and a camshaft, the friction plates are rotatably arranged on the friction plate fixing plate, the friction plate fixing plate is fixed to the outer wall of the disc structure of the steering knuckle assembly by bolts, the camshaft passes through the friction plate fixing plate, and the cam of the camshaft is located between the top ends of the friction plates on both sides, the top ends of the two friction plates are elastically connected by tension springs, the other end of the camshaft extends to the outside of the wheel hub assembly and is fixed with a self-adjusting arm, and the end of the self-adjusting arm is rotatably connected to the friction plate fixing plate through an air chamber.

[0007] Furthermore, the wheel hub assembly includes a front wheel hub and a brake drum. The outer end fixing plate of the front wheel hub is fixedly connected to the outer end surface of the brake drum by bolts and nuts. The brake drum body is covered on the outside of the brake assembly. The tapered roller bearing has two groups, inner and outer, and are respectively fixed in the sleeve structure of the front wheel hub.

[0008] Furthermore, the cross-section of the front axle body is an I-shape, the width of the upper edges at both ends of the front axle horizontal body is greater than the lower edge, and the lower edge gradually narrows from the center of the front axle to both ends, and the wider edge is vertically penetrated by multiple mounting holes.

[0009] Furthermore, a locking nut for limiting position is fixed to the outer end of the cylindrical structure of the steering knuckle assembly, and a hub cover is fixed to the outer side of the wheel hub assembly outside the locking nut.

[0010] Furthermore, an oil seal is filled between the inner end of the cylindrical structure of the steering knuckle assembly and the front wheel hub.

[0011] Through the above arrangement, the utility model has the following advantages:

[0012] 1. Increase the inner wheel turning angle and reduce the turning radius.

[0013] Through optimized design, a straight tie rod arm is also provided on the inner top of the steering knuckle assembly. The straight tie rod arm is bent obliquely downward inward along the bending part of the front axle end, and the end is parallel to the front axle body. The entire bridge achieves a maximum turning angle of 50°, which is 10° larger than the basic front axle, thereby improving the vehicle's passability.

[0014] 2. Braking torque increased by 21%

[0015] By optimizing the self-adjusting arm and the air chamber bracket, the other end of the camshaft extends to the outside of the wheel hub assembly and is fixed with a self-adjusting arm. The end of the self-adjusting arm is rotatably connected to the friction plate fixing plate through the air chamber, so that the braking torque is increased from 14000Nm to 17000Nm, an increase of about 21%. The specific energy loss rate is greatly improved, thereby improving the parking brake safety performance of the entire vehicle.

[0016] 3. Lightweight ratio reaches 2%

[0017] The front axle, front wheel hub and brake drum are optimized for lightweight. That is, the wheel hub assembly includes the front wheel hub and the brake drum. The outer end fixing plate of the front wheel hub is fixedly connected to the outer end face of the brake drum by bolts and nuts. The brake drum main body is covered on the outside of the brake assembly. The tapered roller bearings have two groups, inner and outer, and are respectively fixed in the sleeve structure of the front wheel hub. Despite the adverse effect of weight increase caused by high braking force, the overall weight can still be reduced by 6kg, with a ratio of 2%, and the weight reduction effect is quite obvious.

[0018] 4. Rationally plan the load-bearing conditions of components to maximize component functions.

[0019] The battery of new energy vehicles is piggyback type, which causes the front axle to be subjected to greater force. The utility model is analyzed under different working conditions through Ansysworkbench finite element analysis software to ensure the performance of the use of finite element analysis software, analyze the strength of key components, and optimize the component structure. For example, the cross-section of the front axle body is I-shaped, the width of the upper edges at both ends of the horizontal body of the front axle is greater than the lower edge, and the lower edge gradually narrows from the center of the front axle to both ends to meet the load-bearing requirements. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] The utility model is now further described with reference to the accompanying drawings.

[0021] Figure 1 This is a schematic diagram of the main structure of the utility model;

[0022] Figure 2 It is a schematic diagram of the cross-sectional structure of two parts of the front axle of the utility model;

[0023] Figure 3 It is a side structural schematic diagram of the brake assembly of the utility model;

[0024] Figure 4 It is a schematic diagram of the main cross-sectional structure of the upper part of the brake assembly of the utility model;

[0025] Figure 5 It is a schematic diagram of the cross-sectional structure of the wheel hub assembly of the utility model. DETAILED DESCRIPTION

[0026] like Figure 1-5 As shown, a new energy, lightweight, high braking force mid-truck front axle comprises a front axle 1 and a steering knuckle assembly 2. Each end of the front axle 1 is bent upward and then arranged horizontally, and steering knuckle pins 3 arranged up and down are respectively arranged at both ends, and the axis lines of the steering knuckle pins 3 arranged up and down are on the same straight line. The inner side of the steering knuckle assembly 2 is respectively sleeved on the steering knuckle pins 3 up and down, and a straight tie rod arm 4 is also arranged on the inner top of the steering knuckle assembly 2. The straight tie rod arm 4 is bent obliquely downward inward along the bending part of the end of the front axle 1, and the end is parallel to the main body of the front axle 1. A brake assembly 5 is fixed to the outer wall of the disc structure of the steering knuckle assembly 2, and a freely rotatable wheel hub assembly 7 is supported on the outer periphery of the cylindrical structure of the steering knuckle assembly 2 through a tapered roller bearing 6, and the brake assembly 5 is located in the wheel hub assembly 7;

[0027] The main body cross-section of the front axle 1 is an I-shape, the width of the upper edges at both ends of the horizontal main body of the front axle 1 is greater than the lower edge, and the lower edge gradually narrows from the center of the front axle 1 to both ends, and the wider edge is vertically penetrated by multiple mounting holes 8, a locking nut 9 for limiting is fixed to the outer end of the cylindrical structure of the steering knuckle assembly 2, a wheel hub cover 10 is fixed to the outer side of the wheel hub assembly 7 outside the locking nut 9, and an oil seal 11 is filled between the inner end of the cylindrical structure of the steering knuckle assembly 2 and the front wheel hub 701.

[0028] Specifically: the brake assembly 5 includes a symmetrically arranged friction plate 501 and a camshaft 502, the friction plate 501 is rotatably arranged on the friction plate fixing plate 503, the friction plate fixing plate 503 is fixed to the outer wall of the disc structure of the steering knuckle assembly 2 by bolts, the camshaft 502 passes through the friction plate fixing plate 503, and the cam of the camshaft 502 is located between the top ends of the friction plates 501 on both sides, the top ends of the two friction plates 501 are elastically connected by tension springs, the other end of the camshaft 502 extends to the outside of the wheel hub assembly 7, and is fixed with a self-adjusting arm 504, and the end of the self-adjusting arm 504 is rotatably connected to the friction plate fixing plate 503 through an air chamber 505.

[0029] The wheel hub assembly 7 includes a front wheel hub 701 and a brake drum 702. The outer end fixing plate of the front wheel hub 701 is fixedly connected to the outer end surface of the brake drum 702 by bolts and nuts. The main body of the brake drum 702 is covered on the outside of the brake assembly 5. The tapered roller bearing 6 has two groups, inner and outer, and are respectively fixed in the sleeve structure of the front wheel hub 701.

[0030] Working principle of this utility model:

[0031] The same as the current front axle transmission, steering and braking methods, the steering knuckle assembly is rigidly connected to the front axle through the steering knuckle pin and can rotate, and then connected to the straight tie rod arm with a stud, a cone sleeve, a spring washer, and a hexagonal nut. The brake assembly is installed on the steering knuckle assembly, and the vehicle air pipeline feeds air to the air chamber assembly. The air chamber pushes the camshaft connected to the self-adjusting arm on the brake assembly, so that the friction plate is stretched and pressed against the brake drum, and a friction torque is generated. This torque is transmitted to the wheel through the front wheel hub and the wheel hub bolts and nuts, causing the entire vehicle to decelerate. The greater the braking force, the greater the vehicle deceleration, forming a braking process for the entire vehicle, realizing the steering, load-bearing, and braking functions.

[0032] The above description is only an illustrative embodiment of the present invention and is not intended to limit the scope of the present invention. Any equivalent changes and modifications made by any person skilled in the art without departing from the concept and principle of the present invention shall fall within the scope of protection of the present invention.

Claims

1. A new energy, lightweight, high braking force mid-truck front axle, comprising a front axle (1) and a steering knuckle assembly (2), characterized in that: Each end of the front axle (1) is bent upward and arranged horizontally, and a steering knuckle pin (3) arranged vertically is respectively arranged at both ends, and the axis lines of the steering knuckle pins (3) arranged vertically are on the same straight line. The inner side of the steering knuckle assembly (2) is respectively sleeved on the steering knuckle pin (3) at the upper and lower sides. A straight tie rod arm (4) is also arranged at the inner top of the steering knuckle assembly (2). The straight tie rod arm (4) is bent obliquely downward inward along the bent portion of the end of the front axle (1), and the end is parallel to the main body of the front axle (1). A brake assembly (5) is fixed to the outer wall of the disc-shaped structure of the steering knuckle assembly (2). A freely rotatable wheel hub assembly (7) is supported on the outer periphery of the cylindrical structure of the steering knuckle assembly (2) through a tapered roller bearing (6), and the brake assembly (5) is located in the wheel hub assembly (7).

2. A new energy, lightweight, high braking force mid-truck front axle as claimed in claim 1, characterized in that: The brake assembly (5) comprises a symmetrically arranged friction plate (501) and a camshaft (502); the friction plate (501) is rotatably arranged on a friction plate fixing plate (503); the friction plate fixing plate (503) is fixed to the outer wall of the disc structure of the steering knuckle assembly (2) by bolts; the camshaft (502) penetrates the friction plate fixing plate (503); and a cam of the camshaft (502) is located between the top ends of the friction plates (501) on both sides; the top ends of the two friction plates (501) are elastically connected by a tension spring; the other end of the camshaft (502) extends to the outside of the wheel hub assembly (7) and is fixed with a self-adjusting arm (504); the end of the self-adjusting arm (504) is rotatably connected to the friction plate fixing plate (503) via an air chamber (505).

3. A new energy, lightweight, high braking force mid-truck front axle as claimed in claim 1, characterized in that: The wheel hub assembly (7) comprises a front wheel hub (701) and a brake drum (702); an outer end fixing plate of the front wheel hub (701) is fixedly connected to an outer end surface of the brake drum (702) by means of bolts and nuts; a main body of the brake drum (702) is covered on the outside of the brake assembly (5); and the tapered roller bearing (6) comprises two groups, inner and outer, which are respectively fixed in the sleeve structure of the front wheel hub (701).

4. A new energy, lightweight, high braking force mid-truck front axle as claimed in claim 1, characterized in that: The main body of the front axle (1) has an I-shaped cross section, the upper edges of both ends of the horizontal main body of the front axle (1) are wider than the lower edges, and the lower edges gradually narrow from the center of the front axle (1) to both ends, and the wider edges are vertically penetrated by a plurality of mounting holes (8).

5. The new energy, lightweight, high braking force mid-truck front axle as claimed in claim 1, characterized in that: A locking nut (9) for limiting position is fixed to the outer end of the cylindrical structure of the steering knuckle assembly (2), and a hub cover (10) is fixed to the outer side of the wheel hub assembly (7) outside the locking nut (9).

6. A new energy, lightweight, high braking force mid-truck front axle as claimed in claim 3, characterized in that: An oil seal (11) is filled between the inner end of the cylindrical structure of the steering knuckle assembly (2) and the front wheel hub (701).

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