Vehicular Drive Unit Rail Support for Shock Absorption
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Solution Overview
Problem
In commercial vehicles, the rigid axle structure causes increased vibration input to the motor when the driving unit is mounted, leading to reliability issues due to unsprung support, which affects various vehicle classes with different widths.
Innovation Solution
A vehicle driving apparatus with a driving unit housing that includes a motor, speed reducer, and differential gear, featuring an axle housing coupled to a differential-side housing, supported by a first and second rotary support shaft. The second support shaft is movable in the vehicle front-rear direction via a rail structure, allowing the driving unit housing to swing and absorb shocks, reducing stress on the motor.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If the driving unit is mounted on the rigid axle structure, then the driving unit can be adapted to various vehicle classes, but the entire driving unit is unsprung supported together with the axle housing causing increased vibration input to the motor
Solution Approach 1:
The support system is divided into two independent sections: a first support section for the axle housing and a second support section for the motor-side housing. This segmentation allows each section to be supported independently, with the first support section handling the rigid axle structure for adaptability while the second support section provides separate mounting for the motor to reduce vibration input and improve reliability.
2Stability of the object's composition
If the driving unit housing is rigidly coupled to the axle housing, then the structure is stable, but shock and load input to the driving unit housing cannot be absorbed
Solution Approach 1:
The second support section is configured to perform a swing motion with the second rotary support shaft as a rotation center, allowing the motor-side housing to move dynamically relative to the vehicle body. This dynamic support enables the driving unit housing to absorb shocks and loads through controlled movement while maintaining structural stability during normal operation.
3Device complexity
If the second rotary support shaft is fixed in position, then the support structure is simple, but stress in the vehicle front-rear direction occurs in the second rotary support shaft during swing motion
Solution Approach 1:
The second rotary support shaft is made movable in the vehicle front-rear direction through the rail structure, adding a degree of freedom in a new dimension. This allows the support shaft to accommodate swing motion without generating excessive stress, thereby protecting the motor while maintaining relatively simple support structure.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
This configuration enhances the reliability of the motor by absorbing shocks and loads, making the vehicle driving apparatus adaptable to various vehicle classes while maintaining motor reliability.
Implementation Method 1
a shock and a load input to the driving unit housing are absorbed by a swing motion of the driving unit housing corresponding to the displacement in the up-down direction of the axle housing
Data Source
Figure 1
Figure 2~3
Figure 4A~4B
AI summary
A vehicle driving apparatus includes axle housings 21 to which a differential-side housing 13a is coupled, the axle housings 21 integrally housing drive shafts 23 of driving wheels 7, first support sections 29a that couple first rotary support shafts 27b coupled to a vehicle body 3 and the axle housings and perform a swing motion with the first rotary support shafts as a rotation center to thereby support the axle housings on the vehicle body, and second support sections 29b that elastically couple second rotary support shafts 37 supported on the vehicle body via rail structures 31 and a motor-side housing 13b and perform a swing motion with the second rotary support shafts as a rotation center to thereby support the motor-side housing on the vehicle body. The rail structures are configured such that the second rotary support shafts are movable in a vehicle front-rear direction.