Shock absorbing electric vehicle rear axle

Abstract

This utility model provides a shock-absorbing rear axle for electric vehicles, including a rear axle rod and a wheel hub, and further including shock-absorbing components and stabilizing components symmetrically arranged on the outside of the rear axle rod. The shock-absorbing components include a set of supports installed on the outside of the rear axle rod, a connecting plate disposed above each support, a shock-absorbing structure disposed between each support and each connecting plate, and an energy-absorbing structure for buffering the shock-absorbing structure to prevent its high-frequency vibration. Through the shock-absorbing components, the shock-absorbing structure can dampen the electric vehicle, while the energy-absorbing structure can further absorb and convert the vibration force, improving the shock absorption effect. Furthermore, when the shock-absorbing structure releases elastic potential energy, the energy-absorbing structure absorbs, converts, and releases the elastic potential energy of the shock-absorbing structure, thereby preventing high-frequency vibration of the connecting plate and further improving the comfort of the rider.

Description

Technical Field

[0001] This utility model relates to the field of electric vehicle rear axle technology, and in particular to a shock-absorbing electric vehicle rear axle. Background Technology

[0002] The rear axle of an electric vehicle is a key component that connects the rear wheels, supports the weight of the vehicle, and transmits power. It buffers road bumps through its built-in shock absorption structure, works with the braking components to slow down or stop the vehicle, and can also adapt to different road conditions through the wheel track adjustment function. It ensures the stability and safety of the electric vehicle during loading, steering, and driving, and is an indispensable core component of the electric vehicle chassis system.

[0003] Application No. 202421374084.0 discloses a shock-absorbing electric vehicle rear axle, specifically relating to the field of electric vehicle rear axle technology. It includes a rear axle rod and two upper mounting seats. Two lower mounting seats are rotatably connected to the rear axle rod, and a buffer assembly is provided between the lower mounting seats and their corresponding upper mounting seats. The buffer assembly includes two mounting plates, which are respectively fixedly connected to the bottom of the lower mounting seats and the top of the upper mounting seats. A connecting plate is mounted on each opposite side of the two mounting plates, and two buffer springs are fixedly connected between the two connecting plates. Inserts are fixedly connected to the opposite sides of the two connecting plates. Slots are provided on each opposite side of the two mounting plates, and fixing openings are provided on the inner sides of the mounting plates. A fixing block is fixedly connected to the top of the connecting plate, and a fixing bolt is rotatably connected inside the fixing block. This invention allows the buffer assembly to be removed entirely by removing the fixing bolts and then taking the inserts out of the slots, making maintenance more convenient and improving work efficiency.

[0004] The above solution has shortcomings in use. When vibration occurs, the buffer spring will be compressed to generate elastic potential energy. However, the buffer spring lacks damping constraint. When the elastic potential energy of the buffer spring is released, the rebound speed and amplitude cannot be effectively controlled, resulting in the buffer spring generating violent reciprocating vibration. This high-frequency bouncing will transmit the vibration to the vehicle body, causing a decrease in the comfort of the driver and passengers. Therefore, we provide a shock-absorbing electric vehicle rear axle. Utility Model Content

[0005] This invention provides a shock-absorbing rear axle for electric vehicles, which can absorb, convert, and release the elastic potential energy released by the buffer spring, thereby preventing it from vibrating violently and transmitting it to the vehicle body, and further improving the comfort of the driver and passengers.

[0006] The purpose and effect of this utility model's shock-absorbing electric vehicle rear axle are achieved by the following specific technical means: A shock-absorbing electric vehicle rear axle includes a rear axle rod and a wheel hub, and further includes:

[0007] The shock absorption assembly is symmetrically arranged on the outside of the rear axle rod, including a set of supports installed on the outside of the rear axle rod, a connecting plate arranged above each support, a shock absorption structure arranged between each support and each connecting plate, and an energy absorption structure for buffering the shock absorption structure to prevent its high-frequency vibration.

[0008] The stabilizing components are symmetrically arranged on the outside of the rear axle rod and are used to reinforce and stabilize the connecting plate.

[0009] Preferably, the shock absorption structure includes a fixed cylinder fixedly connected to the upper surface of each support, a shock absorption spring fixedly connected to the inner bottom wall of each fixed cylinder, a sliding column fixedly connected to the top of each shock absorption spring, and the top of each sliding column connected to the bottom surface of the connecting plate.

[0010] Preferably, the energy-absorbing structure includes a set of upright plates fixedly connected to the bottom surface of each connecting plate, and a set of triangular moving blocks arranged at equal intervals are fixedly connected to one side of each set of upright plates that are close to each other.

[0011] Preferably, the energy-absorbing structure further includes a fixed frame fixedly connected to the upper surface of each support, and each fixed frame has a triangular stop block slidably connected to its left and right sides. Two sets of energy-absorbing springs are fixedly connected to the sides of each set of triangular stop blocks that are close to each other.

[0012] Preferably, a set of baffles is fixedly connected to the outer surface of each of the triangular blocks, and each baffle is located inside the fixed frame.

[0013] Preferably, each set of triangular blocks has a connecting hole on one side that is close to each other, and a stabilizing rod is slidably connected to the inner wall of each set of connecting holes. The outer surface of the middle position of each stabilizing rod is connected to the inner top wall of the fixed frame.

[0014] Preferably, the outer surface of each set of uprights is fixedly connected with a reinforcing frame.

[0015] Preferably, each of the fixed frames has a limiting groove on its front and back sides, a limiting plate is slidably connected to the inner wall of each limiting groove, and the top of each limiting plate is connected to the outer surface of the reinforcing frame.

[0016] Preferably, the stabilizing assembly includes a set of sleeve frames hinged to the outer surface of the rear axle rod, each sleeve frame having a sleeve plate slidably connected to its inner wall, and the other end of each sleeve plate being hinged to the outer surface of a connecting plate.

[0017] Preferably, each of the sleeve frames is fixedly connected to a connecting frame on both the left and right sides, a connecting rod is slidably connected to the inner wall of each connecting frame, a stabilizing plate is rotatably connected to the other end of each connecting rod, and the other end of each stabilizing plate is connected to the outer surface of the connecting plate.

[0018] Beneficial effects:

[0019] 1. By using the shock-absorbing components, the shock-absorbing structure can reduce the vibration of the electric vehicle. At the same time, the energy-absorbing structure can further absorb and convert the vibration force, improving the shock-absorbing effect. When the shock-absorbing structure releases elastic potential energy, the energy-absorbing structure will absorb, convert and release the elastic potential energy of the shock-absorbing structure, thereby preventing high-frequency vibration of the connecting plate and further improving the comfort of the driver and passengers.

[0020] 2. By setting up stabilizing components, the connecting plate can be reinforced to prevent it from swaying left and right during displacement, thus further improving its stability during movement. By setting up reinforcing frames, the upright plates can be reinforced to prevent the upright plates from tilting when the triangular moving block and the triangular stop block are pressed together, ensuring that the triangular moving block can contact the triangular stop block to generate pressure when it is displaced. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of the overall three-dimensional structure of this utility model.

[0022] Figure 2 This is a three-dimensional structural diagram of the shock absorption component of this utility model.

[0023] Figure 3 This is a three-dimensional structural schematic diagram of the support side view of this utility model.

[0024] Figure 4 This is a three-dimensional structural schematic diagram of the orthographic section of the fixing cylinder of this utility model.

[0025] Figure 5 This is a three-dimensional structural schematic diagram of the orthographic section of the fixing frame of this utility model.

[0026] Figure 6 This is a three-dimensional structural diagram of the triangular stop block of this utility model.

[0027] Figure 7 This is a three-dimensional structural diagram of the stabilizing component of this utility model.

[0028] Figure 1-7 In the diagram, the correspondence between component names and drawing numbers is as follows:

[0029] 1. Rear axle rod; 2. Wheel hub; 3. Shock absorber assembly; 301. Bracket; 302. Connecting plate; 303. Fixing cylinder; 304. Shock absorber spring; 305. Sliding column; 306. Vertical plate; 307. Triangular moving block; 308. Fixing frame; 309. Triangular stop block; 310. Energy-absorbing spring; 311. Baffle; 312. Connecting hole; 313. Stabilizer bar; 314. Reinforcement frame; 315. Limiting groove; 316. Limiting plate; 4. Stabilizer assembly; 401. Sleeve frame; 402. Sleeve plate; 403. Connecting frame; 404. Connecting rod; 405. Stabilizer plate. Detailed Implementation

[0030] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present utility model. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of the present utility model without creative effort are within the protection scope of the present utility model.

[0031] First Embodiment

[0032] As attached Figure 1 To be continued Figure 6 As shown: A shock-absorbing electric vehicle rear axle includes a rear axle rod 1 and a wheel hub 2, and further includes: a shock-absorbing assembly 3, symmetrically arranged outside the rear axle rod 1, including a set of supports 301 installed outside the rear axle rod 1, a connecting plate 302 disposed above each support 301, and a shock-absorbing structure disposed between each support 301 and each connecting plate 302. The shock-absorbing structure includes a fixed cylinder 303 fixedly connected to the upper surface of each support 301. A shock-absorbing spring 304 is fixedly connected to the inner bottom wall of each fixed cylinder 303. A sliding column 305 is fixedly connected to the top of each shock-absorbing spring 304. The top of each sliding column 305 is connected to the bottom surface of the connecting plate 302. When the electric vehicle vibrates, it will transmit the force to the connecting plate 302. The connecting plate 302 will press down the sliding column 305 to compress the shock-absorbing spring 304, and the shock-absorbing spring 304 will contract to absorb the vibration force.

[0033] An energy-absorbing structure is used to buffer and prevent high-frequency vibrations in a damping structure. The energy-absorbing structure includes a set of vertical plates 306 fixedly connected to the bottom surface of each connecting plate 302. Each set of vertical plates 306 has a set of equidistantly arranged triangular movable blocks 307 fixedly connected to one side of each plate. The energy-absorbing structure also includes a fixed frame 308 fixedly connected to the upper surface of each support 301. Each fixed frame 308 has triangular stop blocks 309 slidably connected to its left and right sides. Each set of triangular stop blocks 309 has a set of equidistantly arranged triangular movable blocks 307 fixedly connected to one side of each support. Two sets of energy-absorbing springs 310 are fixedly connected. When the connecting plate 302 descends, it pushes the triangular moving block 307 down, which in turn compresses the triangular stop block 309. This converts some of the vibration force into friction between the triangular moving block 307 and the triangular stop block 309. At the same time, the triangular stop block 309 compresses the energy-absorbing springs 310, which absorb some of the vibration force. When the triangular moving block 307 separates from the triangular stop block 309, the energy-absorbing springs 310 extend and release elastic potential energy. As 306 gradually descends, the upper triangular moving block 307 continuously compresses the triangular stop block 309, further consuming the vibration force and thus ensuring the damping effect. When the damping spring 304 extends and releases its spring potential energy, the connecting plate 302 lifts the triangular moving block 307 upwards. The triangular moving block 307 then compresses the triangular stop block 309, converting the elastic potential energy of the damping spring 304 into friction between the triangular moving block 307 and the triangular stop block 309. As the triangular stop block 309 is compressed, it further compresses the energy-absorbing spring. When the spring 310 is compressed, the energy-absorbing spring 310 absorbs the elastic potential energy of the shock-absorbing spring 304. When the triangular moving block 307 separates from the triangular stop block 309, the energy-absorbing spring 310 extends and releases the absorbed elastic potential energy of the shock-absorbing spring 304. As the vertical plate 306 gradually rises, the lower triangular moving block 307 will continue to squeeze the triangular stop block 309, further consuming the elastic potential energy of the shock-absorbing spring 304. This can prevent the connecting plate 302 from vibrating at high frequencies, thereby improving the comfort of the passengers.

[0034] Each set of upright plates 306 has a common reinforcing frame 314 fixedly connected to its outer surface. The reinforcing frame 314 can reinforce the upright plates 306, preventing the upright plates 306 from tilting when the triangular moving block 307 and the triangular stop block 309 are pressed together, and ensuring that the triangular moving block 307 can contact the triangular stop block 309 to generate pressure when it moves.

[0035] Each triangular stop 309 has a set of baffles 311 fixedly connected to its outer surface. Each baffle 311 is located inside the fixed frame 308. The baffles 311 can limit the position of the triangular stop 309 to prevent the triangular stop 309 from colliding with the upright plate 306. Each set of triangular stop 309 has a connecting hole 312 on the side that is close to each other. The inner wall of each set of connecting holes 312 is slidably connected to a stabilizing rod 313. The outer surface of the middle position of each stabilizing rod 313 is connected to the inner top wall of the fixed frame 308. The stabilizing rod 313 can guide the triangular stop 309 to ensure its smooth sliding.

[0036] Each fixed frame 308 has a limiting groove 315 on its front and back sides. The inner wall of each limiting groove 315 is slidably connected to a limiting plate 316. The top of each limiting plate 316 is connected to the outer surface of the reinforcing frame 314. By using the cooperation between the limiting plate 316 and the limiting groove 315, the connecting plate 302 can be limited, thereby preventing the sliding column 305 from disengaging from the fixed cylinder 303.

[0037] Second Embodiment

[0038] As attached Figure 1 Appendix Figure 2 With appendix Figure 7 As shown: Stabilizing component 4, symmetrically arranged outside the rear axle rod 1, is used to reinforce and stabilize the connecting plate 302. Stabilizing component 4 includes a set of sleeve frames 401 hinged to the outer surface of the rear axle rod 1. Each sleeve frame 401 has a sleeve plate 402 slidably connected to its inner wall. The other end of each sleeve plate 402 is hinged to the outer surface of the connecting plate 302. The cooperation between the sleeve plate 402 and the sleeve frame 401 reinforces the connecting plate 302, improving its displacement stability. Furthermore, when the connecting plate 302 moves, the sleeve plate 402 slides synchronously inside the sleeve frame 401. The left and right sides of each sleeve frame 401... Each is fixedly connected to a connecting frame 403, and a connecting rod 404 is slidably connected to the inner wall of each connecting frame 403. The other end of each connecting rod 404 is rotatably connected to a stabilizing plate 405. The other end of each stabilizing plate 405 is connected to the outer surface of the connecting plate 302. When the connecting plate 302 is displaced, it will push the stabilizing plate 405 synchronously. The stabilizing plate 405 will then push the connecting rod 404 to slide inside the connecting frame 403, which can reinforce and stabilize both ends of the connecting plate 302, further ensuring the stability of the connecting plate 302 when it moves, and preventing the connecting plate 302 from swaying left and right when it is displaced.

[0039] Working principle: When the electric vehicle vibrates, the force is transmitted to the connecting plate 302. The connecting plate 302 then presses down the sliding column 305, causing it to compress the shock-absorbing spring 304. The shock-absorbing spring 304 then contracts to absorb the vibration force. As the connecting plate 302 descends, the upright plate 306 pushes the triangular moving block 307 down. The descending triangular moving block 307 compresses the triangular stop block 309. During compression, some of the vibration force is converted into friction between the triangular moving block 307 and the triangular stop block 309. At the same time, the triangular stop block 309 compresses the energy-absorbing spring 310, which absorbs some of the vibration force. When the triangular moving block 307 separates from the triangular stop block 309, the energy-absorbing spring 310 extends and releases elastic potential energy. As the upright plate 306 gradually descends, the upper triangular moving block 307 continues to compress the triangular stop block 309, further consuming the vibration force and thus ensuring the shock absorption effect.

[0040] When the damping spring 304 extends and releases its spring potential energy, the connecting plate 302 lifts the upright plate 306 upward, and the triangular moving block 307 rises simultaneously, pressing against the triangular stop block 309. This converts the elastic potential energy of the damping spring 304 into friction between the triangular moving block 307 and the triangular stop block 309. As the triangular stop block 309 is pressed, it compresses the energy-absorbing spring 310, which absorbs the elastic potential energy of the damping spring 304. When the triangular moving block 307 separates from the triangular stop block 309, the energy-absorbing spring 310 extends and releases the absorbed elastic potential energy of the damping spring 304. As the upright plate 306 gradually rises, the triangular moving block 307 below continues to press against the triangular stop block 309, further consuming the elastic potential energy of the damping spring 304. This prevents the connecting plate 302 from vibrating at high frequencies, thereby improving the comfort of the passengers.

Claims

1. A shock-absorbing electric vehicle rear axle, comprising a rear axle rod (1) and a wheel hub (2), characterized in that, Also includes: The shock absorption assembly (3) is symmetrically arranged outside the rear axle rod (1), including a set of supports (301) installed outside the rear axle rod (1), a connecting plate (302) arranged above each support (301), a shock absorption structure arranged between each support (301) and each connecting plate (302), and an energy absorption structure for buffering the shock absorption structure to prevent its high-frequency vibration. The stabilizing component (4) is symmetrically arranged outside the rear axle rod (1) and is used to reinforce and stabilize the connecting plate (302).

2. The shock-absorbing electric vehicle rear axle according to claim 1, characterized in that: The shock-absorbing structure includes a fixed cylinder (303) fixedly connected to the upper surface of each support (301), a shock-absorbing spring (304) fixedly connected to the inner bottom wall of each fixed cylinder (303), a sliding column (305) fixedly connected to the top of each shock-absorbing spring (304), and the top of each sliding column (305) connected to the bottom surface of the connecting plate (302).

3. The shock-absorbing electric vehicle rear axle according to claim 1, characterized in that: The energy-absorbing structure includes a set of upright plates (306) fixedly connected to the bottom surface of each connecting plate (302), and a set of triangular moving blocks (307) arranged at equal distances are fixedly connected to one side of each set of upright plates (306) that are close to each other.

4. The shock-absorbing electric vehicle rear axle according to claim 1, characterized in that: The energy-absorbing structure also includes a fixed frame (308) fixedly connected to the upper surface of each support (301). Each fixed frame (308) has a triangular stop (309) slidably connected to its left and right sides. Each set of triangular stop (309) has two sets of energy-absorbing springs (310) fixedly connected to the side of each set of triangular stop (309) that are close to each other.

5. The shock-absorbing electric vehicle rear axle according to claim 4, characterized in that: Each of the triangular blocks (309) has a set of baffles (311) fixedly connected to its outer surface, and each baffle (311) is located inside the fixed frame (308).

6. The shock-absorbing electric vehicle rear axle according to claim 4, characterized in that: Each set of triangular blocks (309) has a connecting hole (312) on one side that is close to each other. The inner wall of each set of connecting holes (312) is slidably connected to a stabilizing rod (313). The outer surface of the middle position of each stabilizing rod (313) is connected to the inner top wall of the fixed frame (308).

7. The shock-absorbing electric vehicle rear axle according to claim 3, characterized in that: The outer surface of each set of uprights (306) is fixedly connected to a reinforcing frame (314).

8. The shock-absorbing electric vehicle rear axle according to claim 4, characterized in that: Each of the fixed frames (308) has a limiting groove (315) on its front and back sides. Each limiting groove (315) has a limiting plate (316) slidably connected to its inner wall. The top of each limiting plate (316) is connected to the outer surface of the reinforcing frame (314).

9. The shock-absorbing electric vehicle rear axle according to claim 1, characterized in that: The stabilizing component (4) includes a set of sleeves (401) hinged to the outer surface of the rear axle rod (1), and each sleeve (401) has a sleeve plate (402) slidably connected to its inner wall. The other end of each sleeve plate (402) is hinged to the outer surface of the connecting plate (302).

10. The shock-absorbing electric vehicle rear axle according to claim 9, characterized in that: Each of the sleeve frames (401) has a connecting frame (403) fixedly connected to its left and right sides. Each of the connecting frames (403) has a connecting rod (404) slidably connected to its inner wall. Each of the connecting rods (404) has a rotatably connected stabilizing plate (405) to its other end. Each of the stabilizing plates (405) has its other end connected to the outer surface of the connecting plate (302).

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