A vibration damping structure for automobile drive axles

Abstract

This utility model discloses a vibration damping structure for an automotive drive axle, belonging to the technical field of automotive parts. The structure includes a main body with symmetrically arranged vertical damping mechanisms on both sides. Each vertical damping mechanism includes a support frame connected at one end to the vehicle frame, and a sleeve fitted onto the main body at the other end. A first spring is fitted onto the sleeve between the main body and the support frame. A guide post slides telescopically at the center of the sleeve, and a horizontal post connected to the support frame is mounted on the guide post. A lateral damping mechanism is installed on one side of the support frame. This utility model, through the design of the vertical and lateral damping mechanisms, can transform the vertical force generated on the automotive drive axle during vehicle movement from a hard collision to an indirect collision, reducing the force on the drive axle. Furthermore, it can convert the vertical force into a lateral force, preventing deformation and breakage of the automotive drive axle.

Description

Technical Field

[0001] This utility model relates to the field of automotive parts technology, and in particular to a vibration damping structure for automotive drive axles. Background Technology

[0002] The drive axle is a key component of a car's powertrain, responsible for transmitting power from the engine to the wheels, ensuring the car's driving function. The drive axle typically consists of a differential, half-shafts, gears, and other components. Through its connection to the engine's output shaft, it distributes power to the front or rear wheels. Depending on the drive method, drive axles can be categorized as front-wheel drive, rear-wheel drive, and four-wheel drive. In front-wheel drive vehicles, the drive axle is located on the front axle; in rear-wheel drive vehicles, it's on the rear axle; and in four-wheel drive vehicles, both the front and rear drive axles typically operate simultaneously.

[0003] When a car is turning, the drive axle is affected by lateral forces. Most existing car drive axles are rigidly connected to the car frame. They are subjected to different forces at different roadsides and during turning. Over time, this will cause the car drive axle to deform, thereby reducing its service life.

[0004] Therefore, there is an urgent need to provide a vibration damping structure for automotive drive axles to solve the above problems. Utility Model Content

[0005] The technical problem to be solved by this utility model is to overcome the shortcomings of the prior art and provide a shock absorption structure for automobile drive axles.

[0006] To solve the above-mentioned technical problems, the present invention provides a technical solution: a shock absorption structure for an automobile drive axle, comprising a main body, wherein vertical shock absorption mechanisms are symmetrically arranged on both sides of the main body;

[0007] The vertical shock absorption mechanism includes a support frame connected to the vehicle frame at one end, and a sleeve on the main body at the other end, with a first spring located between the main body and the support frame on the sleeve.

[0008] A guide post is telescopically slidable at the center of the sleeve, and a horizontal post connected to the support frame is provided on the guide post.

[0009] A transverse shock absorption mechanism located on the main body is installed on one side of the support frame.

[0010] The lateral damping mechanism includes a second spring sleeved on the main body. Both sides of the second spring are equipped with rings that slide on the main body. One end of the ring and the support frame are provided with a first fixed seat and a second fixed seat, and a connecting rod is installed between the first fixed seat and the second fixed seat. At the other end, the first fixed seat, the second fixed seat and the connecting rod are arranged in a cross symmetrical arrangement around the ring.

[0011] The present invention is further configured such that universal joints are symmetrically arranged on both sides of the main body, and a drive flange connected to one side of the universal joint is sleeved on the universal joint, and the other side is fixedly connected to a second fixed seat that is symmetrically arranged in a cross shape around a ring.

[0012] The present invention is further configured such that a fixing frame for fixing the driving component is installed between the symmetrically arranged vertical shock absorption mechanisms.

[0013] The present invention is further configured such that: the drive flange is provided with a fitting groove for movably connecting with the universal joint.

[0014] The beneficial effects of this utility model are as follows:

[0015] 1. By designing a vertical damping mechanism and a lateral damping mechanism, this utility model can transform the vertical force generated on the vehicle drive axle during vehicle movement from a hard collision to an indirect collision, thereby reducing the force on the drive axle. It can also transform the vertical force into a lateral force, thus preventing the vehicle drive axle from deforming and breaking.

[0016] 2. This utility model, through a lateral damping mechanism, can convert vertical force into lateral force, and at the same time, can alleviate the lateral force generated by the vehicle drive axle when the vehicle is turning or when the vehicle wheel hub vibrates up and down, thereby improving the working performance of the vehicle drive axle. Attached Figure Description

[0017] Figure 1 This is a three-dimensional structural diagram of the present invention;

[0018] Figure 2 This is the front view of the present invention;

[0019] Figure 3 This is a schematic diagram of the vertical and horizontal damping mechanisms from a first-person perspective of this utility model.

[0020] Figure 4 This is a schematic diagram of the vertical and horizontal damping mechanisms from a second perspective of this utility model.

[0021] In the diagram: 11. Main body; 12. Fixing frame; 13. Drive flange; 14. Universal joint; 15. Fitting groove; 2. Vertical damping mechanism; 21. Support frame; 22. Guide column; 23. First spring; 24. Sleeve; 25. Horizontal column; 3. Lateral damping mechanism; 31. Second spring; 32. Ring; 33. First fixing seat; 34. Connecting rod; 35. Second fixing seat. Detailed Implementation

[0022] The preferred embodiments of the present invention will now be described in detail with reference to the accompanying drawings, so that the advantages and features of the present invention can be more easily understood by those skilled in the art, thereby making a clearer and more definite definition of the scope of protection of the present invention.

[0023] Please see Figures 1-4 A vibration damping structure for an automotive drive axle includes a main body 11. Vertical damping mechanisms 2 are symmetrically arranged on both sides of the main body 11. The vertical damping mechanism 2 includes a support frame 21 connected to the vehicle frame at one end and a sleeve 24 located on the main body 11 at the other end. A first spring 23 located between the main body 11 and the support frame 21 is sleeved on the sleeve 24. A guide post 22 is telescopically slidably located at the center of the sleeve 24, and a horizontal post 25 connected to the support frame 21 is provided on the guide post 22.

[0024] When in use, when the car vibrates or shakes during movement, a vertical force will be generated that directly affects the car's drive axle. At this time, the vertical damping mechanism 2 first uses the vertical damping mechanism to rebound and offset the vertical force. When the force that cannot be offset continues to press down, the vertical damping mechanism 2 disperses and transforms it.

[0025] Specifically, when the car frame generates a downward force, it will press the support frame 21 to move downward along the sleeve 24. At the same time, the guide column 22 connected by the cross column 25 moves downward along the inside of the sleeve 24. At this time, the first spring 23 will generate an upward force due to its elastic potential energy to cancel out the downward force of the support frame 21 and perform reciprocating motion, thereby improving the traditional hard collision and achieving a shock absorption effect.

[0026] like Figures 3-4 As shown, a transverse damping mechanism 3 located on the main body 11 is installed on one side of the support frame 21. The transverse damping mechanism 3 includes a second spring 31 sleeved on the main body 11. Both sides of the second spring 31 are equipped with rings 32 that slide on the main body 11. One end of the ring 32 and the support frame 21 are provided with a first fixed seat 33 and a second fixed seat 35. A connecting rod 34 is installed between the first fixed seat 33 and the second fixed seat 35. The other end of the ring 32, the first fixed seat 33, the second fixed seat 35 and the connecting rod 34 are arranged in a cross symmetrical arrangement around the ring 32.

[0027] In addition, when the downward force cannot be completely offset, the lateral damping mechanism 3 and the vertical damping mechanism 2 work together to convert the downward force into a lateral force, so that the motion generated by the car itself does not directly act on the car drive axle itself, reducing the direct vibration to the drive axle itself.

[0028] Specifically, when the support frame 21 is pressed down continuously, it will drive the connecting rod 34 on the second fixed seat 35 to move downward. Since the length of the connecting rod 34 is limited, during the downward movement, it will drive the ring 32 connected to the first fixed seat 33 at the other end to move closer to the second spring 31, compress the second spring 31, and reduce the direct vibration to the vehicle drive axle.

[0029] like Figures 1-2 As shown, universal joints 14 are symmetrically arranged on both sides of the main body 11. A drive flange 13 connected to the automotive flange is sleeved on the universal joint 14, and the other side is fixedly connected to the second fixed seat 35 which is symmetrically arranged around the ring 32 in a cross shape. The drive flange 13 is provided with a fitting groove 15 for movably connecting with the universal joint 14.

[0030] When a car is in motion, it will vibrate when turning or encountering uneven roads, which will compress the drive axle and cause it to be under stress. When the car turns or bumps up and down, it will cause the drive flange 13 to rotate around the universal joint 14. This will compress the connecting rod 34 on the second fixed seat 35, push the ring 32 to compress the second spring 31, thus converting the hard impact. It should be noted that the rotation angle of the connecting rod 34 is limited, and it is the maximum rotation limit under normal conditions.

[0031] A fixing bracket 12 for fixing the driving component is installed between the symmetrically arranged vertical damping mechanisms 2.

[0032] When this utility model is in use, when the car vibrates or shakes during movement, a downward force is generated, which presses the support frame 21 down along the sleeve 24. At the same time, the guide post 22 connected by the cross post 25 moves down along the inside of the sleeve 24. At this time, the first spring 23 generates an upward force due to its elastic potential energy, which cancels out the downward force of the support frame 21. When the support frame 21 continues to press down, it will drive the connecting rod 34 on the second fixed seat 35 to move down, which will drive the ring 32 connected to the first fixed seat 33 at the other end to move closer to the second spring 31, compressing the second spring 31 and reducing the direct vibration to the car drive axle.

[0033] The above description is merely an embodiment of this utility model and does not limit the patent scope of this utility model. Any equivalent structural or procedural transformations made based on the description and drawings of this utility model, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this utility model.

Claims

1. A vibration damping structure for an automotive drive axle, comprising a main body (11), characterized in that: The main body (11) is symmetrically provided with vertical shock absorption mechanisms (2) on both sides; The vertical shock absorption mechanism (2) includes a support frame (21) connected to the car frame at one end, and a sleeve (24) on the main body (11) at the other end, and a first spring (23) between the main body (11) and the support frame (21) is sleeved on the sleeve (24). The sleeve (24) has a guide post (22) that slides and extends at the center position, and the guide post (22) is provided with a horizontal post (25) that is connected to the support frame (21). A transverse damping mechanism (3) located on the main body (11) is installed on one side of the support frame (21). The transverse damping mechanism (3) includes a second spring (31) sleeved on the main body (11). Both sides of the second spring (31) are equipped with rings (32) that slide on the main body (11). One end of the ring (32) and the support frame (21) are provided with a first fixed seat (33) and a second fixed seat (35), and a connecting rod (34) is installed between the first fixed seat (33) and the second fixed seat (35). At the other end, the first fixed seat (33), the second fixed seat (35) and the connecting rod (34) are arranged in a cross symmetrical arrangement around the ring (32).

2. The automotive drive axle damping structure according to claim 1, characterized in that: Universal joints (14) are symmetrically arranged on both sides of the main body (11). A drive flange (13) connected to the automobile flange is sleeved on the universal joint (14), and the other side is fixedly connected to a second fixed seat (35) that is symmetrically arranged around the ring (32).

3. The automotive drive axle damping structure according to claim 1, characterized in that: A fixing bracket (12) for fixing the driving component is installed between the symmetrically arranged vertical damping mechanisms (2).

4. The automotive drive axle damping structure according to claim 2, characterized in that: The drive flange (13) is provided with a fitting groove (15) for movably connecting with the universal joint (14).

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