An electric vehicle drive axle

Abstract

The utility model discloses an electric vehicle drive axle belongs to electric vehicle parts technical field. The drive axle includes axle, fixedly connected with the motor of axle, one end rotationally connected with axle's horizontal push rod and one end rotationally connected with axle's shock absorber. The drive axle still includes the stringer, and the bottom of stringer is fixedly connected with axle through the mode of welding and forms rigid integrated structure. The top of stringer, the other end of horizontal push rod away from axle and the other end of shock absorber away from axle are all equipped with the connecting portion for rotatingly connecting with the vehicle body. The utility model with axle welding formed integrated structure replaces the traditional independent trailing arm, is used for realizing the longitudinal positioning of axle, has solved the problem that the prior art leads to the complex structure, numerous parts and high cost because of adopting split type trailing arm, has the outstanding advantages such as the structure simplification, the whole rigidity is strong, the connection reliability is high and the manufacturing cost is low.

Description

Technical Field

[0001] This utility model relates to the field of electric vehicle parts technology, and in particular to an electric vehicle drive axle. Background Technology

[0002] As the core assembly of the electric vehicle chassis system, the drive axle not only needs to transmit the power of the motor to the wheels to drive the vehicle, but also needs to be connected to the body through the suspension system to bear and transmit various forces and torques between the road surface and the body. It plays a vital role in the vehicle's handling stability, driving smoothness and ride comfort.

[0003] In existing technologies, a complex linkage mechanism is typically used to achieve precise positioning of the drive axle and prevent unnecessary displacement during driving. Particularly for longitudinal positioning, a separate trailing arm or longitudinal control arm is commonly employed. In this design, the trailing arm is a separate component, with one end connected to the axle via a bushing and the other end connected to the vehicle body via a bushing. While this split design achieves basic longitudinal positioning, its inherent structural characteristics also introduce some drawbacks.

[0004] First, the trailing arm, axle, and connecting bushings and fasteners are all independent parts, resulting in a large number of parts and a relatively complex structure in the entire drive axle assembly. This not only increases the difficulty of material management and procurement but also directly leads to increased manufacturing costs. Second, the combination of multiple parts means more assembly processes are required, demanding high assembly precision, extending the production cycle, and increasing the risk of assembly errors. Therefore, how to simplify the drive axle structure and reduce its complexity and manufacturing costs while ensuring functionality has become a pressing technical problem to be solved in this field.

[0005] Therefore, this utility model proposes an electric vehicle drive axle to overcome the shortcomings of the prior art. Utility Model Content

[0006] In view of the problems of complex structure, large number of parts, and high production cost caused by the use of split trailing arms for positioning in the existing electric vehicle drive axle, this utility model aims to provide an electric vehicle drive axle with an improved structure that can effectively solve the above problems.

[0007] This utility model provides an electric vehicle drive axle, including: an axle, a motor fixedly connected to the axle, a transverse push rod rotatably connected to the axle at one end, and a shock absorber rotatably connected to the axle at the other end; it also includes a longitudinal beam.

[0008] The bottom end of the longitudinal beam is fixedly connected to the axle by welding to form an integral structure.

[0009] Furthermore, the top end of the longitudinal beam, the other end of the transverse push rod away from the axle, and the other end of the shock absorber away from the axle are all provided with connecting parts for rotating connection with the vehicle body.

[0010] Preferably, there are two longitudinal beams, which are symmetrically fixedly connected to the left and right sides of the axle.

[0011] Preferably, the motor is located in the middle of the axle, and the two longitudinal beams are located on both sides of the motor.

[0012] Preferably, the axis of the lateral push rod is substantially parallel to the axis of the axle.

[0013] Preferably, the top of the longitudinal beam, the transverse push rod, and the connecting part on the shock absorber are all hinged ends.

[0014] Preferably, the shock absorber is inclined, and the end of it connected to the axle is positioned vertically lower than the other end where the connection portion is located.

[0015] Preferably, the longitudinal beam is approximately perpendicular to the length direction of the axle.

[0016] Preferably, the shock absorber is connected to the axle at a location adjacent to the longitudinal beam connected to the axle.

[0017] This utility model has the following beneficial effects: 1. In this utility model, by welding the longitudinal beam and the axle to form an integrated structure, and by using the longitudinal beam to directly hinge the vehicle body for longitudinal positioning, the problem of the large number of parts, complex structure and cumbersome assembly caused by the use of independent trailing arms in the drive axle in the prior art is solved. This achieves the beneficial effect of simplifying the overall structure of the drive axle and significantly reducing production and assembly costs.

[0018] 2. In this utility model, a rigid connection method of welding the longitudinal beam to the axle is adopted, which replaces the traditional trailing arm connection method through bushing. This solves the problems of low reliability and easy positioning deviation or abnormal noise caused by multiple connection points and easy wear and aging of bushings in the prior art. It achieves the beneficial effects of reducing potential failure points and improving the overall rigidity and structural stability of the drive axle. Attached Figure Description

[0019] Figure 1 This is a three-dimensional schematic diagram of an electric vehicle drive axle proposed in this utility model; Figure 2 This is a structural schematic diagram of the longitudinal beam of an electric vehicle drive axle proposed in this utility model; Figure 3This is a schematic diagram of the axle structure of an electric vehicle drive axle proposed in this utility model.

[0020] Legend: 1. Axle; 2. Lateral push rod; 3. Longitudinal beam; 4. Shock absorber; 5. Motor; 6. Hinge end. Detailed Implementation

[0021] To make the objectives, technical solutions, and advantages of this utility model clearer, the technical solutions in the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this utility model, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this utility model without creative effort are within the scope of protection of this utility model.

[0022] Example: Please refer to Figures 1 to 3 This utility model provides an electric vehicle drive axle, which aims to solve the problems of complex structure, many parts and high cost caused by the use of split trailing arms for longitudinal positioning in the existing electric vehicle drive axle.

[0023] like Figure 1 , Figure 2 and Figure 3 As shown, the electric vehicle drive axle includes an axle 1, a motor 5 fixedly connected to the axle 1, and a longitudinal beam 3. The bottom end of the longitudinal beam 3 is fixedly connected to the axle 1 by welding to form an integral structure. There are two longitudinal beams 3, which are symmetrically fixedly connected to the left and right sides of the axle 1. The motor 5 is located in the middle of the axle 1, and the two longitudinal beams 3 are located on both sides of the motor 5. The length direction of the longitudinal beam 3 is approximately perpendicular to the length direction of the axle 1. The electric vehicle drive axle also includes a transverse push rod 2 and a shock absorber 4. One end of the transverse push rod 2 is rotatably connected to the axle 1, and one end of the shock absorber 4 is also rotatably connected to the axle 1. The axis of the transverse push rod 2 is basically parallel to the axis of the axle 1. The top end of the longitudinal beam 3, the other end of the transverse push rod 2 away from the axle 1, and the other end of the shock absorber 4 away from the axle 1 are all provided with connecting parts for rotatably connecting with the vehicle body. The specific implementation structure of these connecting parts is a hinged end 6.

[0024] To solve the above-mentioned technical problems, the core of the technical solution in this embodiment is that the longitudinal beam 3 and the axle 1 are fixedly connected by welding to form a rigid integrated structure. This structure replaces the traditional independent trailing arm and works in conjunction with the lateral push rod 2 and the shock absorber 4 to form a simplified and precisely positioned drive suspension system.

[0025] Please refer to the following carefully. Figure 2 and Figure 3 The core structure will be described in detail below: The bottom end of the longitudinal beam 3 is welded to the outer circumferential surface of the axle 1, forming a rigid, non-removable whole. This connection method ensures no relative movement between the longitudinal beam 3 and the axle 1, reliably transmitting longitudinal forces. Its function is to provide longitudinal positioning and support for the axle 1. Simultaneously, a hinged end 6 is provided at the top of the longitudinal beam 3, away from the axle 1. This hinged end 6 is used for rotational connection with the vehicle body, thereby defining the fore-and-aft position of the axle 1 relative to the vehicle body. To further improve the suspension function, one end of the lateral push rod 2 is connected to the hinged end... The axle 1 is rotatably connected to the axle 1, and the other end is also rotatably connected to the vehicle body via the hinge end 6, thereby limiting the left and right position of the axle 1 relative to the vehicle body and preventing it from shifting laterally; one end of the shock absorber 4 is rotatably connected to the connection position of the axle 1 adjacent to the longitudinal beam 3 via the hinge end 6, and the other end is also rotatably connected to the vehicle body via the hinge end 6. The shock absorber 4 is inclined, and the vertical position of the end connected to the axle 1 is lower than the other end with the hinge end 6. This structure is used to absorb and dampen vibrations from the road surface.

[0026] Based on the above embodiments, the present invention may further include the following preferred technical solutions: As a preferred embodiment, please refer to Figure 1 There are two longitudinal beams 3, which are symmetrically fixed to the left and right sides of the axle 1 by welding. The motor 5 is fixedly connected to the middle of the axle 1, so that the two longitudinal beams 3 are located on both sides of the motor 5. This symmetrical layout is conducive to the balance of the vehicle weight and the uniform force distribution.

[0027] As another preferred embodiment, please refer to Figure 1 The installation position of the lateral push rod 2 makes its axis basically parallel to the axis of the axle 1. This parallel arrangement can most effectively limit the lateral movement of the axle 1 and ensure the stability of the vehicle's straight-line driving.

[0028] As one specific implementation method, please refer to Figure 2 and Figure 3 The specific structure of the connection part used for rotating connection with the vehicle body is a hinge end 6. The hinge end 6 is set at the top of the longitudinal beam 3, both ends of the transverse push rod 2 and both ends of the shock absorber 4. It is equipped with rubber bushings or spherical bearings inside to achieve flexible rotational connection.

[0029] As another preferred embodiment, please refer to Figure 2 The shock absorber 4 is installed at an angle, with one end connected to the axle 1 positioned vertically lower than the other end with the hinge end 6. This angled arrangement helps to decompose impact forces from different directions.

[0030] As a preferred structural solution, please refer to Figure 1 The longitudinal beam 3 is approximately perpendicular to the longitudinal direction of the axle 1. The two are welded together to form an L-shaped or T-shaped structure in space, providing good longitudinal bending and torsional stiffness.

[0031] As a preferred layout option, please refer to Figure 3 The shock absorber 4 is connected to the axle 1 at a position adjacent to the longitudinal beam 3 welded to the axle 1, which shortens the impact transmission path of the road surface and makes the shock absorption response more direct and efficient.

[0032] Working principle: When the motor 5 is working, its output power is directly transmitted to the axle 1, which is fixedly connected to it, to drive the wheels. During the vehicle's movement, the longitudinal beam 3, which is welded to the axle 1 to form an integral structure, is connected to the vehicle body through the hinged end 6 at its top, thus limiting the longitudinal position of the axle 1 and effectively preventing the axle 1 from moving back and forth during acceleration and deceleration. This integral structure successfully replaces the traditional trailing arm, which not only simplifies the overall structure but also improves the reliability of the connection.

[0033] Meanwhile, the lateral push rod 2 is rotatably connected to the axle 1 and the vehicle body through its hinged ends 6 at both ends, thereby restraining the axle 1 from moving in the left and right directions. Especially when the vehicle is turning, it can ensure the lateral stability of the axle 1, thus ensuring the accuracy of the driving trajectory. When the vehicle is driving on a bumpy road, the road impact is transmitted to the axle 1, and the shock absorber 4 will perform telescopic movement to absorb the vibration and impact energy. The buffered force is then smoothly transmitted through the hinged ends 6 at both ends, thereby improving the stability of the vehicle and the ride comfort.

[0034] The above description is merely a specific embodiment of this utility model, but the protection scope of this utility model is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this utility model should be included within the protection scope of this utility model. Therefore, the protection scope of this utility model should be determined by the protection scope of the claims.

Claims

1. An electric vehicle drive axle, comprising: Axle (1), on which a motor (5) is fixedly connected; A transverse push rod (2), one end of which is rotatably connected to the axle (1); Shock absorber (4), one end of which is rotatably connected to the axle (1). Its features are, The electric vehicle drive axle also includes a longitudinal beam (3), the bottom end of which is fixedly connected to the axle (1) by welding to form an integral structure; Furthermore, the top end of the longitudinal beam (3), the other end of the transverse push rod (2) away from the axle (1), and the other end of the shock absorber (4) away from the axle (1) are all provided with connecting parts for rotating connection with the vehicle body.

2. The electric vehicle drive axle according to claim 1, characterized in that, There are two longitudinal beams (3), which are symmetrically fixed to the left and right sides of the axle (1).

3. The electric vehicle drive axle according to claim 2, characterized in that, The motor (5) is located in the middle of the axle (1), and the two longitudinal beams (3) are located on both sides of the motor (5).

4. The electric vehicle drive axle according to claim 1, characterized in that, The axis of the transverse push rod (2) is substantially parallel to the axis of the axle (1).

5. The electric vehicle drive axle according to claim 1, characterized in that, The top of the longitudinal beam (3), the transverse push rod (2), and the connection on the shock absorber (4) are all hinged ends (6).

6. The electric vehicle drive axle according to claim 1, characterized in that, The shock absorber (4) is inclined, and the end of it connected to the axle (1) is positioned vertically lower than the other end of it where the connection is located.

7. The electric vehicle drive axle according to claim 1, characterized in that, The longitudinal beam (3) is approximately perpendicular to the length direction of the axle (1).

8. The electric vehicle drive axle according to claim 2, characterized in that, The position where the shock absorber (4) is connected to the axle (1) is adjacent to the position where the longitudinal beam (3) is connected to the axle (1).

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