Vehicle rear axle mechanism

Abstract

The utility model discloses a vehicle rear axle mechanism, which relates to the technical field of vehicle rear axles, and is characterized in that when a vehicle is positioned on a flat road, the distance between two cross beams is the maximum, and then a driving piece is used for enabling an abutting end to be close to a second cross beam until the abutting end abuts against one side, close to a first cross beam, of the second cross beam; the middle piece and the mounting plate limit the maximum distance between the two cross beams, the ejector rod abuts against the second cross beam, the minimum distance between the two cross beams is limited, and therefore the two cross beams are kept in the maximum distance state, the distance between the two cross beams is not changed, and a vehicle enters a stable mode. When the vehicle is on a bumpy or easily-slippery road surface, the driving part enables the abutting end to be far away from the second cross beam, the two cross beams can rotate relative to the middle part, and when the tires mounted on the mounting plate are bumpy or slippery, the two cross beams swing relatively, so that the bumpy degree of the vehicle is reduced, and the occurrence of the vehicle slipping condition is reduced; and the driving safety is improved.

Description

Technical Field

[0001] This utility model relates to the field of vehicle rear axle technology, specifically a vehicle rear axle mechanism. Background Technology

[0002] The rear axle of a vehicle is located at the rear of the vehicle and serves as a bracket for mounting the two rear wheels.

[0003] In existing technologies, some rear axles use two crossbeams that are rotated and mounted on the middle component, with the two rear wheels placed at both ends of the two crossbeams. This allows the two crossbeams to make adaptive adjustments (changing the distance between the two crossbeams) when the electric vehicle slips, thereby reducing the occurrence of slippage (anti-skid mode) and improving driving safety.

[0004] While the aforementioned rear axle structure can reduce vehicle slippage by adjusting the crossbeam spacing, the vehicle is not stable enough when riding on a flat road surface because the crossbeam spacing is movable, which affects the riding experience.

[0005] In view of this, there is an urgent need for a vehicle rear axle mechanism to solve the above problems. Utility Model Content

[0006] To address the problems existing in the prior art, this utility model solves the problem using the following technical structure.

[0007] To achieve the above objectives, the present invention adopts the following technical solution:

[0008] A vehicle rear axle mechanism includes: a middle component, two crossbeams, two mounting plates, and an adjustment mechanism. The two crossbeams are rotatably disposed at the top and bottom ends of the middle component, respectively, and are arranged in parallel. The two mounting plates are disposed on both sides of the middle component, and are rotatably connected to the same side of the two crossbeams.

[0009] The two crossbeams are a first crossbeam and a second crossbeam. The adjustment mechanism includes a push rod and a driving member. One end of the push rod is a driving end and the other end is an abutting end. The driving end is disposed on the first crossbeam and the abutting end is located between the two crossbeams.

[0010] The driving element is used to drive the contact end to move closer to or away from the second crossbeam.

[0011] The first crossbeam is provided with a U-shaped mounting component, and the top rod passes through the mounting component.

[0012] The drive end is provided with a limiting plate, which is locked inside the mounting component.

[0013] The adjustment mechanism also includes a support platform disposed on the side of the second crossbeam near the first crossbeam, with the top of the support platform located on the movement path of the contact end.

[0014] The driving component includes a screw and a motor. One end of the screw passes through a top rod and is threadedly connected to the top rod. The motor is mounted on the first crossbeam and is used to drive the screw to rotate.

[0015] The driving component includes a cylinder, which is mounted on the first crossbeam, and the output end of the cylinder is connected to the driving end.

[0016] The top rod is perpendicular to the first crossbeam.

[0017] The mounting plate is provided with wheel mounting holes.

[0018] One side of the intermediate component is provided with a frame mounting slot.

[0019] There are two adjustment mechanisms, which are respectively located on both sides of the middle component.

[0020] The above-described structure of this utility model can achieve the following beneficial effects:

[0021] When the vehicle is on a smooth road, the two crossbeams are positioned at their maximum distance. The drive mechanism then moves the contact end closer to the second crossbeam until it touches the side of the second crossbeam closest to the first crossbeam. The intermediate component and mounting plate limit the maximum distance between the two crossbeams, while the push rod, pressing against the second crossbeam, limits the minimum distance between them. Therefore, the two crossbeams are maintained at their maximum distance, ensuring the distance between them remains constant and allowing the vehicle to enter a smooth driving mode. When on bumpy or slippery surfaces, the drive mechanism moves the contact end away from the second crossbeam, allowing the two crossbeams to rotate relative to the intermediate component. When the tires mounted on the mounting plate encounter bumps or slippage, the two crossbeams swing relative to each other, reducing vehicle bumps and slippage, thus improving driving safety. Attached Figure Description

[0022] Figure 1 This is a schematic diagram of the structure of this embodiment;

[0023] Figure 2 This is a schematic diagram of the structure of some parts in this embodiment;

[0024] Figure 3 This is a schematic diagram of the adjustment mechanism in this embodiment.

[0025] In the diagram: 1. Intermediate component; 11. Frame mounting slot; 2. Crossbeam; 3. Mounting plate; 31. Mounting hole; 4. Top rod; 5. Mounting component; 6. Limiting plate; 7. Screw; 8. Motor; 9. Support platform. Detailed Implementation

[0026] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the protection scope of the present invention.

[0027] It should be noted that the terms "comprising" and "having" and any variations thereof in the specification, claims and accompanying drawings of this utility model are intended to cover non-exclusive inclusion. For example, a process, method, apparatus, product or device that includes a series of steps or units is not necessarily limited to those steps or units that are explicitly listed, but may include other steps or units that are not explicitly listed or that are inherent to such processes, methods, products or devices.

[0028] The following is in conjunction with the appendix Figures 1-3 This application will be described in further detail.

[0029] like Figures 1-3 As shown, a vehicle rear axle mechanism includes: a middle component 1, two crossbeams 2, two mounting plates 3, and an adjustment mechanism. The two crossbeams 2 are rotatably disposed at the top and bottom ends of the middle component 1, respectively, and are arranged in parallel. The two mounting plates 3 are disposed on both sides of the middle component 1, and are rotatably connected to the same side of the two crossbeams 2.

[0030] The two crossbeams 2 are the first crossbeam and the second crossbeam, respectively. The adjustment mechanism includes a push rod 4 and a driving component. One end of the push rod 4 is the driving end and the other end is the abutting end. The driving end is set on the first crossbeam and the abutting end is located between the two crossbeams 2.

[0031] The driving element is used to drive the contact end closer to or away from the second crossbeam.

[0032] Based on the above structure, when the vehicle is on a flat road, the two crossbeams 2 are at their maximum distance. Then, the driving component moves the contact end closer to the second crossbeam until it hits the side of the second crossbeam closest to the first crossbeam. The intermediate component 1 and the mounting plate 3 limit the maximum distance between the two crossbeams 2, while the push rod hits the second crossbeam, limiting the minimum distance between the two crossbeams 2. Therefore, the two crossbeams 2 are maintained at their maximum distance, and the distance between the two crossbeams 2 will not change (the two crossbeams 2 will not rotate relative to the intermediate component 1), allowing the vehicle to enter a smooth mode. When on a bumpy or slippery road surface, the driving component moves the contact end away from the second crossbeam, allowing the two crossbeams 2 to rotate relative to the intermediate component 1. When the tires mounted on the mounting plate 3 encounter bumps or slippage, the two crossbeams 2 swing relative to each other (tire tilt), reducing the degree of vehicle bumps and reducing the occurrence of vehicle slippage (anti-skid mode), thus improving driving safety.

[0033] like Figure 3 As shown, a U-shaped mounting piece 5 is provided on the first crossbeam, and the push rod 4 passes through the mounting piece 5. Both ends of the mounting piece 5 are provided on the first crossbeam and are located on the side of the first crossbeam near the second crossbeam for mounting the push rod 4. In order to restrict the push rod 4 and prevent it from rotating (the push rod 4 can only move along the axial direction of the push rod 4), a limit plate 6 is provided at the drive end. The limit plate 6 is locked in the mounting piece 5. The limit plate 6 is horizontally set, and the horizontal sides of the limit plate 6 are in contact with the sides of the mounting piece 5. Therefore, the limit plate 6 can only move up and down within the mounting piece 5, thereby restricting the push rod 4.

[0034] like Figures 1-3 As shown, the adjustment mechanism also includes a support platform 9 disposed on the side of the second crossbeam close to the first crossbeam. The top of the support platform 9 is located on the movement path of the contact end. In this way, the stroke of the push rod 4 is shortened, and the push rod 4 can move a shorter distance, thereby limiting the distance between the two crossbeams 2. That is, when the contact end is against the end of the support platform 9, the distance between the two crossbeams 2 is kept at the maximum distance.

[0035] like Figure 2 Figure 3 As shown, to drive the push rod 4, the driving component includes a screw 7 and a motor 8. One end of the screw 7 passes through the push rod 4 and is threadedly connected to it. The axial direction of the screw 7 is consistent with the axial direction of the push rod 4 (the push rod 4 is perpendicular to the first crossbeam, that is, the axial direction of the screw 7 is perpendicular to the first crossbeam). The motor 8 is mounted on the first crossbeam and is used to drive the screw 7 to rotate. Thus, by driving the screw 7 to rotate, the push rod 4 moves up and down. Of course, the driving component can also be a cylinder. The cylinder is mounted on the first crossbeam, and its output end is connected to the driving end. Through the action of the cylinder, the push rod 4 is driven to move. In specific implementation, the appropriate component is selected according to the requirements.

[0036] like Figure 1 As shown, in order to facilitate the installation of the vehicle and the frame, the mounting plate 3 is provided with wheel mounting holes 31; and the middle part 1 is provided with a frame mounting groove 11 on one side.

[0037] To further optimize the system, in order to ensure the stability between the two crossbeams 2 when the vehicle is on a flat road, two adjustment mechanisms are provided. The two adjustment mechanisms are respectively located on both sides of the intermediate part 1. That is, the two push rods 4 are respectively located on both sides of the intermediate part 1 and are supported between the two crossbeams 2.

[0038] In summary, when the vehicle is on a smooth road, the two crossbeams 2 are positioned at their maximum distance. The drive mechanism then moves the contact end closer to the second crossbeam until it touches the side of the second crossbeam closest to the first crossbeam. The intermediate component 1 and the mounting plate 3 limit the maximum distance between the two crossbeams 2, while the push rod, pressing against the second crossbeam, limits the minimum distance between them. Therefore, the two crossbeams 2 are maintained at their maximum distance, and the distance between them remains unchanged (the two crossbeams 2 do not rotate relative to the intermediate component 1), allowing the vehicle to enter a smooth mode. When on a bumpy or slippery road surface, the drive mechanism moves the contact end away from the second crossbeam, allowing the two crossbeams 2 to rotate relative to the intermediate component 1. When the tires mounted on the mounting plate 3 encounter bumps or slippage, the two crossbeams 2 swing relative to each other (tire tilt), reducing the degree of vehicle bumps and minimizing vehicle slippage (anti-skid mode), thus improving driving safety.

[0039] The above are merely preferred embodiments of this application, and the present invention is not limited to the above embodiments. It is understood that other improvements and variations that can be directly derived or conceived by those skilled in the art without departing from the spirit and concept of the present invention should be considered to be included within the protection scope of the present invention.

Claims

1. A vehicle rear axle mechanism, characterized in that, include: The intermediate component (1), two crossbeams (2), two mounting plates (3) and an adjustment mechanism are provided. The two crossbeams (2) are rotatably disposed at the top and bottom of the intermediate component (1) respectively. The two crossbeams (2) are arranged in parallel. The two mounting plates (3) are disposed on both sides of the intermediate component (1) respectively. The mounting plates (3) are rotatably connected to the same side of the two crossbeams (2). The two crossbeams (2) are the first crossbeam and the second crossbeam, respectively. The adjustment mechanism includes a top rod (4) and a driving member. One end of the top rod (4) is the driving end and the other end is the abutting end. The driving end is set on the first crossbeam and the abutting end is located between the two crossbeams (2). The driving element is used to drive the contact end to move closer to or away from the second crossbeam.

2. The vehicle rear axle mechanism according to claim 1, characterized in that: The first crossbeam is provided with a U-shaped mounting part (5), and the top rod (4) passes through the mounting part (5).

3. The vehicle rear axle mechanism according to claim 1, characterized in that: The drive end is provided with a limiting plate (6), which is locked inside the mounting component (5).

4. A vehicle rear axle mechanism according to claim 1, characterized in that: The adjustment mechanism also includes a support platform (9) disposed on the side of the second crossbeam near the first crossbeam, the top of the support platform (9) being located on the movement path of the contact end.

5. A vehicle rear axle mechanism according to claim 3, characterized in that: The driving component includes a screw (7) and a motor (8). One end of the screw (7) is threaded onto the top rod (4) and connected to the top rod (4). The motor (8) is mounted on the first crossbeam and is used to drive the screw (7) to rotate.

6. A vehicle rear axle mechanism according to any one of claims 1-4, characterized in that: The driving component includes a cylinder, which is mounted on the first crossbeam, and the output end of the cylinder is connected to the driving end.

7. A vehicle rear axle mechanism according to any one of claims 1-5, characterized in that: The top rod (4) is perpendicular to the first crossbeam.

8. A vehicle rear axle mechanism according to claim 1, characterized in that: The mounting plate (3) is provided with wheel mounting holes (31).

9. A vehicle rear axle mechanism according to claim 1, characterized in that: The intermediate component (1) has a frame mounting groove (11) on one side.

10. A vehicle rear axle mechanism according to claim 1, characterized in that: There are two adjustment mechanisms, which are respectively located on both sides of the intermediate component (1).

Images