WO2014101257A1 - Independent suspension structure for drive axle - Google Patents

Independent suspension structure for drive axle Download PDF

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Publication number
WO2014101257A1
WO2014101257A1 PCT/CN2013/000805 CN2013000805W WO2014101257A1 WO 2014101257 A1 WO2014101257 A1 WO 2014101257A1 CN 2013000805 W CN2013000805 W CN 2013000805W WO 2014101257 A1 WO2014101257 A1 WO 2014101257A1
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WO
WIPO (PCT)
Prior art keywords
assembly
frame
transmission
bracket
final drive
Prior art date
Application number
PCT/CN2013/000805
Other languages
French (fr)
Chinese (zh)
Inventor
李健军
张龙利
傅晓为
梅晓峰
Original Assignee
上海瑞尔实业有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from CN2012105771957A external-priority patent/CN102975613A/en
Priority claimed from CN 201220731511 external-priority patent/CN203005011U/en
Application filed by 上海瑞尔实业有限公司 filed Critical 上海瑞尔实业有限公司
Priority to DE212013000237.8U priority Critical patent/DE212013000237U1/en
Publication of WO2014101257A1 publication Critical patent/WO2014101257A1/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G3/00—Resilient suspensions for a single wheel
    • B60G3/18—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram
    • B60G3/20—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram all arms being rigid
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/10—Independent suspensions
    • B60G2200/14—Independent suspensions with lateral arms
    • B60G2200/144—Independent suspensions with lateral arms with two lateral arms forming a parallelogram
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/10—Type of spring
    • B60G2202/15—Fluid spring
    • B60G2202/152—Pneumatic spring
    • B60G2202/1524—Pneumatic spring with two air springs per wheel, arranged before and after the wheel axis
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2300/00—Indexing codes relating to the type of vehicle
    • B60G2300/02—Trucks; Load vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2300/00—Indexing codes relating to the type of vehicle
    • B60G2300/04—Trailers

Definitions

  • the present invention relates to an air suspension for an automobile, and more particularly to an independent suspension structure for a drive axle. Background technique
  • the rear suspension of large vehicles is an integral bridge type non-independent suspension.
  • many cars, especially passenger cars use a rear engine, and the ordinary leaf spring type non-independent suspension is changed to an air spring type non-independent suspension.
  • the suspension is an elastic element system with damping and damping, its non-suspended mass (ie, the mass below the elastic element) has a very important influence on the vibration characteristics. Therefore, the greater the non-suspension quality, the worse the vibration characteristics.
  • the traditional non-independent suspension because the overall axle (including the final drive assembly) jumps up and down with the wheel and the engine and the transmission assembly are fixed on the frame, so it must be between the transmission and the final drive.
  • Install a retractable drive shaft Considering the transmission efficiency and preventing the universal joint fork from being stuck when the wheel is bouncing up and down, the drive shaft should not be too short (generally the distance between the two universal joints will not be less than 350 mm).
  • This type of transmission is such that it is difficult for the passenger car of the main factory from 7 meters to 9 meters to make the wheelbase larger and the front and rear axle load distribution is unreasonable.
  • the front axle load can only account for about 28% of the total weight, or even smaller. Because the front axle load is too small, it is easy to cause the car to turn out of control, especially when the empty car climbs the slope is more unsafe.
  • the present invention provides an independent suspension for a transaxle, which can greatly reduce the non-suspension quality of the beating with the wheel, improve the steering stability and safety of the vehicle, and realize the front and rear axle loads.
  • the distribution is more reasonable.
  • An independent suspension structure for a transaxle comprising a final drive assembly, a frame, a trough fork and a suspension system; wherein: the final drive assembly is connected to the frame by means of a fulcrum, and the hub bracket is The up and down arms of the suspension system are connected to the final drive assembly.
  • the independent suspension structure of the drive axle is characterized in that: the independent structure of the independent suspension of the drive axle comprises a suspension system disposed under the frame; the suspension system comprises left and right upper cross arms, left and right lower a cross arm, an air spring and a shock absorber assembly; the upper end of the reducer assembly is hinged to the frame via a reducer bracket, and the lower end is hinged to the outer ends of the upper and lower cross arms at both sides of the suspension system
  • the upper end of the air spring is fixedly connected to the frame through the airbag bracket, and the lower end is fixedly connected to the hub bracket;
  • the main reducer assembly is hinged between the left and right upper cross arms and the left and right lower cross arms
  • the upper end of the final reducer assembly is hinged to the frame through the final drive bracket; the final drive assembly is connected to the transmission, and the transmission is connected to the left and right upper cross arms and the left and right lower cross arms.
  • the left and right drive shaft inner end drive connection; the left and right drive shafts are respectively sleeved with left and right half shaft sleeves, and the outer ends thereof are respectively connected with the tire; the final reducer assembly also passes the elasticity Shaft is connected fixed to the frame transmission assembly.
  • the drive axle uses an independent suspension structure, characterized in that: the transmission device is a cross shaft universal transmission or a coupling device.
  • the independent suspension structure of the transaxle is characterized in that: the hub bracket is provided with a semi-axle sleeve and a brake caliper, and a hub equipped with a brake disc and a tire is fixed on the semi-axle sleeve; It is fixed on the hub bracket.
  • the brake caliper and the brake disc are parts of the disc brake assembly.
  • Figure 1 is a schematic view showing the structure of a first embodiment of the present invention.
  • Figure 2 is a front elevational view of Figure 1.
  • Air spring 2. Transmission shaft, 3. Upper cross arm, 4. Lower cross arm, 5. Frame, 6. Main reduction 3 ⁇ 4 assembly, 7. Flexible coupling, 8. Transmission (cross shaft universal joint), 9. brake chamber assembly, 10. shock absorber assembly, 11. hub bracket, 12. disc brake assembly, 13. final drive bracket, 14. airbag bracket, 15 Shock absorber bracket, 16 half shaft bushing.
  • the invention provides an independent suspension structure for a drive axle, the main purpose of which is to reduce the non-suspension quality, improve the steering stability and safety of the vehicle, and realize the reasonable distribution of the axle load of the front and rear axles.
  • the main design structure includes a final drive assembly, a frame, a hub bracket and a suspension system; the main reducer assembly is connected to the frame by means of a fulcrum, and the hub bracket is arranged by means of a suspension system
  • the equal length arms are connected to the final drive assembly.
  • FIG. 1 and FIG. 2 are schematic structural views of a preferred embodiment 1 of an independent suspension for a transaxle according to the present invention.
  • the suspension system includes left and right upper cross arms 3, left and right lower cross arms 4, air spring 1 and shock absorber assembly 10;
  • the upper end of the reducer assembly 10 is hinged to the frame 5 through the reducer bracket 15, and the lower end is hinged to the hub bracket 11 fixedly connected to the outer ends of the upper cross arm 3 and the lower cross arm 4 on both sides of the suspension system;
  • the upper end of the air spring 1 is fixedly connected to the frame 5 through the airbag bracket 14, and the lower end is fixedly connected to the hub bracket 11;
  • the main reducer assembly is hinged between the left and right upper cross arms 3 and the left and right lower cross arms 4.
  • the upper end of the final drive assembly 6 is hinged to the frame 5 via the final drive bracket 13; the final drive assembly 6 is drivingly coupled to the cross shaft universal transmission 8, and the cross shaft universal transmission 8 is Driven to the inner ends of the left and right drive shafts 2 between the left and right upper cross arms 3 and the left and right lower cross arms 4; the left and right transmissions
  • the left and right axle sleeves 16 are respectively sleeved on the shaft 2, and the outer ends thereof are respectively connected with a single wide tire; the main idler assembly 6 is also connected to the transmission fixed to the frame 5 via the elastic coupling 7 Assembly.
  • the hub bracket 11 is provided with a half shaft sleeve 16 and a brake caliper, and a hub equipped with a brake disc and a tire is fixed to the half shaft sleeve 16; the brake chamber assembly 9 is fixed to the hub bracket 11.
  • the brake caliper and brake disc are the components of the disc brake assembly 12.
  • the above embodiment has the following design features and design effects.
  • the final reducer is connected to the frame by means of a fulcrum on the main reducer housing, and the left and right wheels are connected to the final drive housing by means of left and right unequal length double cross arms, left and right.
  • the disconnected half shaft is connected to the left and right hubs by the drive shaft, which greatly reduces the non-suspension quality that originally jumped along with the wheel.
  • the embodiment of the present invention replaces the conventional drum brake with a disc brake, which not only greatly reduces the weight of the entire vehicle but also improves the braking performance.
  • the main reduction assembly, the transmission assembly and the engine assembly are all fixed on the same frame.
  • the transmission and the final drive are connected by a flexible coupling.
  • the spring distance in the independent suspension is the track. Therefore, the suspension type has a large lateral angular rigidity and can be installed without a lateral stabilizer.
  • the suspension of the embodiment of the invention has a significant reduction in total weight (at least 100 kg), which not only improves the smoothness of the vehicle, but also reduces the fuel consumption of the entire vehicle.
  • the use of a flexible coupling instead of a retractable drive shaft provides the convenience of a shorter passenger car (a passenger car with a total length of 7 to 9 meters), which increases the wheelbase and shortens the rear suspension. Before The axle load distribution of the rear axle is more reasonable, which solves the problem that the vehicle handling is easy to get out of control.
  • the suspension is designed as a unequal length double cross arm, which can precisely control the wheel positioning parameters of the vehicle, thereby improving the handling stability and safety of the vehicle. At the same time, the tire wear is reduced, and the user's use cost is reduced.
  • the invention has yet another embodiment, the structure of which is substantially the same as that of the embodiment 1, except that the transmission 8 is a coupling.
  • the coupling is a ball cage structure, which has the advantages of long service life, high reliability, low noise, and is not limited by the double cross arm structure. Thereby reducing the user's use cost. Disadvantages: The cost is high, and the road conditions for driving the vehicle are relatively high.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

An independent suspension structure for a drive axle of an automobile comprises a main reducer assembly (6), a frame (5), a wheel hub bracket (11), and a suspension system. The main reducer assembly is connected with the frame through a supporting point, and the wheel hub bracket is connected with the main reducer assembly through two upper and lower arms which are not equal in length in the suspension system. Therefore, the non-suspended mass hopping together with the wheels of an automobile is greatly reduced, and the operation stability and safety of the automobile can be improved.

Description

驱动桥用独立悬架结构  Independent suspension structure for drive axle
技术领域 Technical field
本发明涉及汽车用的空气悬架， 特别是一种驱动桥用独立悬架结构。 背景技术  The present invention relates to an air suspension for an automobile, and more particularly to an independent suspension structure for a drive axle. Background technique
目前大型汽车的后悬架均为整体桥式非独立悬架。 随着汽车技术的发展 很多汽车特别是客车均采用后置发动机， 将普通的板簧式非独立悬架改为空 气弹簧式非独立悬架。 由于悬架是一种有阻尼减振的弹性元件***， 其非悬 载质量 （即弹性元件以下的质量）对振动特性有着非常重要的影响， 因此， 非悬载质量愈大振动特性愈差。  At present, the rear suspension of large vehicles is an integral bridge type non-independent suspension. With the development of automotive technology, many cars, especially passenger cars, use a rear engine, and the ordinary leaf spring type non-independent suspension is changed to an air spring type non-independent suspension. Since the suspension is an elastic element system with damping and damping, its non-suspended mass (ie, the mass below the elastic element) has a very important influence on the vibration characteristics. Therefore, the greater the non-suspension quality, the worse the vibration characteristics.
另外， 传统的非独立悬架， 由于整体车桥（含主减速器总成） 随车轮一 起上下跳动而发动机连同变速器总成是固定在车架上， 这样就必须在变速器 及主减速器之间安装一个可伸縮的传动轴。 考虑到传动效率并防止车轮大幅 度上下跳动时万向节叉卡死， 该传动轴不能太短（一般两个万向节之间的的 距离不会小于 350毫米） 。 这种传动的布置形式就使得总厂 7米到 9米的客 车很难把轴距做大从而造成前后轴载荷分配不合理。 一般前轴负荷也只能占 总重的 28%左右， 甚至更小。 由于前轴负荷过小， 容易造成汽车转向失控， 特别是空车爬坡时更不安全。  In addition, the traditional non-independent suspension, because the overall axle (including the final drive assembly) jumps up and down with the wheel and the engine and the transmission assembly are fixed on the frame, so it must be between the transmission and the final drive. Install a retractable drive shaft. Considering the transmission efficiency and preventing the universal joint fork from being stuck when the wheel is bouncing up and down, the drive shaft should not be too short (generally the distance between the two universal joints will not be less than 350 mm). This type of transmission is such that it is difficult for the passenger car of the main factory from 7 meters to 9 meters to make the wheelbase larger and the front and rear axle load distribution is unreasonable. Generally, the front axle load can only account for about 28% of the total weight, or even smaller. Because the front axle load is too small, it is easy to cause the car to turn out of control, especially when the empty car climbs the slope is more unsafe.
发明内容 Summary of the invention
为了解决上述的缺陷， 本发明提供了一种驱动桥用独立悬架， 可将随同 车轮一起跳动的非悬载质量大大减少， 提高车辆的操纵稳定性和安全性并实 现前、 后轴轴荷分配更趋合理。  In order to solve the above drawbacks, the present invention provides an independent suspension for a transaxle, which can greatly reduce the non-suspension quality of the beating with the wheel, improve the steering stability and safety of the vehicle, and realize the front and rear axle loads. The distribution is more reasonable.
为实现上述目的， 本发明是这样实现的。 一种驱动桥用独立悬架结构， 它包括主减速器总成、 车架、 轮穀叉架和 悬架***； 其特征在于： 该主减速器总成借助支点与车架相连， 轮毂支架借 助悬架***中上下不等长双臂与主减速器总成相连。 To achieve the above object, the present invention has been achieved in this way. An independent suspension structure for a transaxle, comprising a final drive assembly, a frame, a trough fork and a suspension system; wherein: the final drive assembly is connected to the frame by means of a fulcrum, and the hub bracket is The up and down arms of the suspension system are connected to the final drive assembly.
所述的驱动桥用独立悬架结构， 其特征在于： 驱动桥用独立悬架具体结 构包括设置在车架下方的悬架***； 该悬架***包括有左、 右上横臂， 左、 右下横臂， 空气弹簧和减震器总成； 该减速器总成上端通过减速器支架铰接 在车架上， 下端则铰接在位于悬架***两侧的与上横臂和下横臂外端固定连 接的轮毂支架上； 该空气弹簧上端通过气囊支架与车架固定连接， 下端则固 定连接在轮毂支架上； 该左、 右上横臂和左、 右下横臂之间铰接一主减速器 总成， 该主减速器总成上端通过主减速器支架铰接在车架上； 该主减速器总 成与传动装置传动连接， 该传动装置则与位于左、 右上横臂和左、 右下横臂 之间的左、 右传动轴内端传动连接； 该左、 右传动轴上分别套设有左、 右半 轴套管， 且其外端分别连接轮胎； 该主减速器总成还通过弹性联轴器连接固 定在车架上的变速器总成。  The independent suspension structure of the drive axle is characterized in that: the independent structure of the independent suspension of the drive axle comprises a suspension system disposed under the frame; the suspension system comprises left and right upper cross arms, left and right lower a cross arm, an air spring and a shock absorber assembly; the upper end of the reducer assembly is hinged to the frame via a reducer bracket, and the lower end is hinged to the outer ends of the upper and lower cross arms at both sides of the suspension system The upper end of the air spring is fixedly connected to the frame through the airbag bracket, and the lower end is fixedly connected to the hub bracket; the main reducer assembly is hinged between the left and right upper cross arms and the left and right lower cross arms The upper end of the final reducer assembly is hinged to the frame through the final drive bracket; the final drive assembly is connected to the transmission, and the transmission is connected to the left and right upper cross arms and the left and right lower cross arms. The left and right drive shaft inner end drive connection; the left and right drive shafts are respectively sleeved with left and right half shaft sleeves, and the outer ends thereof are respectively connected with the tire; the final reducer assembly also passes the elasticity Shaft is connected fixed to the frame transmission assembly.
所述的驱动桥用独立悬架结构， 其特征在于： 所述的传动装置是十字轴 万向传动装置或联轴器装置。  The drive axle uses an independent suspension structure, characterized in that: the transmission device is a cross shaft universal transmission or a coupling device.
所述的驱动桥用独立悬架结构， 其特征在于： 所述的轮毂支架上装有半 轴套管和制动钳， 装有刹车盘及轮胎的轮毂固定在半轴套管上； 制动器室总 成固定在轮毂支架上。 其中制动钳和刹车盘为盘式制动器总成的零部件。 附图说明  The independent suspension structure of the transaxle is characterized in that: the hub bracket is provided with a semi-axle sleeve and a brake caliper, and a hub equipped with a brake disc and a tire is fixed on the semi-axle sleeve; It is fixed on the hub bracket. The brake caliper and the brake disc are parts of the disc brake assembly. DRAWINGS
图 1是本发明实施例 1的结构示意图。  BRIEF DESCRIPTION OF THE DRAWINGS Figure 1 is a schematic view showing the structure of a first embodiment of the present invention.
图 2是图 1的正面视图。 图中： 1.空气弹簧、 2.传动轴、 3.上横臂、 4.下横臂、 5.车架、 6.主減 ¾器 总成、 7.弹性联轴器、 8.传动装置（十字轴万向传动装置）、 9.制动器室总成、 10.减震器总成、 11.轮毂支架、 12.盘式制动器总成、 13.主减速器支架、 14.气 囊支架、 15.减震器支架、 16半轴套管。 Figure 2 is a front elevational view of Figure 1. In the figure: 1. Air spring, 2. Transmission shaft, 3. Upper cross arm, 4. Lower cross arm, 5. Frame, 6. Main reduction 3⁄4 assembly, 7. Flexible coupling, 8. Transmission (cross shaft universal joint), 9. brake chamber assembly, 10. shock absorber assembly, 11. hub bracket, 12. disc brake assembly, 13. final drive bracket, 14. airbag bracket, 15 Shock absorber bracket, 16 half shaft bushing.
具体实施方式 detailed description
本发明提供了一种驱动桥用独立悬架结构， 其主要目的在于减少非悬载 质量， 提高车辆的操纵稳定性和安全性以及实现前、 后轴轴荷分配更趋合理。 其主要设计结构中包括主减速器总成、 车架、 轮毂支架和悬架***； 其特征 在于： 该主减速器总成借助支点与车架相连， 轮毂支架借助悬架***中上下 布置的不等长双臂与主减速器总成相连。 本发明设计成独立悬架之后， 非整 体的驱动桥取消， 主减速器连同其壳体一起固定在车架上， 这样就将原来随 同车轮一起跳动的非悬载质量大大减少。  The invention provides an independent suspension structure for a drive axle, the main purpose of which is to reduce the non-suspension quality, improve the steering stability and safety of the vehicle, and realize the reasonable distribution of the axle load of the front and rear axles. The main design structure includes a final drive assembly, a frame, a hub bracket and a suspension system; the main reducer assembly is connected to the frame by means of a fulcrum, and the hub bracket is arranged by means of a suspension system The equal length arms are connected to the final drive assembly. After the invention is designed as an independent suspension, the non-integral drive axle is eliminated and the final drive is fixed to the frame together with its housing, thus greatly reducing the non-suspension quality of the original beating with the wheel.
请参阅图 1、 2， 它是本发明驱动桥用独立悬架一较佳实施例 1的结构示 意图。 如图所示： 它包括设置在车架 5下方的悬架***； 该悬架***包括有 左、右上横臂 3， 左、右下横臂 4， 空气弹簧 1和减震器总成 10; 该减速器总 成 10上端通过减速器支架 15铰接在车架 5上， 下端则铰接在位于悬架*** 两侧的与上横臂 3和下横臂 4外端固定连接的轮毂支架 11上； 该空气弹簧 1 上端通过气囊支架 14与车架 5固定连接， 下端则固定连接在轮毂支架 11上; 该左、右上横臂 3和左、右下横臂 4之间铰接一主减速器总成 6， 该主减速器 总成 6上端通过主减速器支架 13铰接在车架 5上； 该主减速器总成 6与十字 轴万向传动装置 8传动连接， 该十字轴万向传动装置 8则与位于左、 右上横 臂 3和左、 右下横臂 4之间的左、 右传动轴 2内端传动连接； 该左、 右传动 轴 2上分别套设有左、 右半轴套管 16, 且其外端分别连接单宽胎； 该主厥速 器总成 6还通过弹性联轴器 7连接固定在车架 5上的变速器总成。 Please refer to FIG. 1 and FIG. 2, which are schematic structural views of a preferred embodiment 1 of an independent suspension for a transaxle according to the present invention. As shown: it includes a suspension system disposed under the frame 5; the suspension system includes left and right upper cross arms 3, left and right lower cross arms 4, air spring 1 and shock absorber assembly 10; The upper end of the reducer assembly 10 is hinged to the frame 5 through the reducer bracket 15, and the lower end is hinged to the hub bracket 11 fixedly connected to the outer ends of the upper cross arm 3 and the lower cross arm 4 on both sides of the suspension system; The upper end of the air spring 1 is fixedly connected to the frame 5 through the airbag bracket 14, and the lower end is fixedly connected to the hub bracket 11; the main reducer assembly is hinged between the left and right upper cross arms 3 and the left and right lower cross arms 4. 6. The upper end of the final drive assembly 6 is hinged to the frame 5 via the final drive bracket 13; the final drive assembly 6 is drivingly coupled to the cross shaft universal transmission 8, and the cross shaft universal transmission 8 is Driven to the inner ends of the left and right drive shafts 2 between the left and right upper cross arms 3 and the left and right lower cross arms 4; the left and right transmissions The left and right axle sleeves 16 are respectively sleeved on the shaft 2, and the outer ends thereof are respectively connected with a single wide tire; the main idler assembly 6 is also connected to the transmission fixed to the frame 5 via the elastic coupling 7 Assembly.
另外， 轮毂支架 11上装有半轴套管 16和制动钳， 装有刹车盘及轮胎的 轮毂固定在半轴套管 16上； 制动器室总成 9固定在轮毂支架 11上。 其中制 动钳和刹车盘为盘式制动器总成 12的零部件。  Further, the hub bracket 11 is provided with a half shaft sleeve 16 and a brake caliper, and a hub equipped with a brake disc and a tire is fixed to the half shaft sleeve 16; the brake chamber assembly 9 is fixed to the hub bracket 11. The brake caliper and brake disc are the components of the disc brake assembly 12.
上述实施例具有如下设计特点和设计效果。  The above embodiment has the following design features and design effects.
1、 本发明实施例是借助主减速器壳体上的支点将主减速器与车架相连而 左右车轮是借助左右的不等长双横臂将车轮与主减速器壳体相连， 左、 右断 开的半轴借传动轴与左右轮毂相连， 这样就将原来随同车轮一起跳动的非悬 载质量大大减少。  1. In the embodiment of the present invention, the final reducer is connected to the frame by means of a fulcrum on the main reducer housing, and the left and right wheels are connected to the final drive housing by means of left and right unequal length double cross arms, left and right. The disconnected half shaft is connected to the left and right hubs by the drive shaft, which greatly reduces the non-suspension quality that originally jumped along with the wheel.
2、 本发明实施例采用采用了盘式制动器取代了传统的鼓式制动器， 不仅 大大减少了整车的重量还可以改善制动性能。  2. The embodiment of the present invention replaces the conventional drum brake with a disc brake, which not only greatly reduces the weight of the entire vehicle but also improves the braking performance.
3、 本发明实施例中由于主减速总成、 变速器总成及发动机总成均固定在 同一个车架上。 汽车车轮上下跳动时， 各总成之间已没有纵向移动的可能， 变速器与主减速器在理论上可以刚性对接。 但是考虑到发动机橡胶支承的弹 性变形以及制造精度等方面的问题， 用一个弹性联轴器将变速器与主减速器 连在一起， 由汽车理论得知， 独立悬架中的弹簧距即为轮距， 故该种悬架型 式横向角刚度很大， 可以不加装横向稳定装置。  3. In the embodiment of the present invention, the main reduction assembly, the transmission assembly and the engine assembly are all fixed on the same frame. When the car wheel is bouncing up and down, there is no possibility of longitudinal movement between the assemblies, and the transmission and the final drive can theoretically be rigidly docked. However, considering the elastic deformation of the rubber support of the engine and the manufacturing precision, the transmission and the final drive are connected by a flexible coupling. According to the automobile theory, the spring distance in the independent suspension is the track. Therefore, the suspension type has a large lateral angular rigidity and can be installed without a lateral stabilizer.
4、 本发明实施例悬架与传统的四气囊非独立悬架相比总重大幅度减少 (至少减少 100公斤），这不仅提高了汽车的平顺性，还可以降低整车的燃料 消耗。另外由于采用弹性连轴器取代了可伸縮的传动轴，可为较短的客车（总 长 7米到 9米的客车） 带来了布置上的方便性， 使轴距加大、 后悬縮短， 前 后轴的轴荷分配更趋合理， 解决了汽车操纵容易失控的问题， 土 Ί 能。 4. Compared with the conventional four-balloon non-independent suspension, the suspension of the embodiment of the invention has a significant reduction in total weight (at least 100 kg), which not only improves the smoothness of the vehicle, but also reduces the fuel consumption of the entire vehicle. In addition, the use of a flexible coupling instead of a retractable drive shaft provides the convenience of a shorter passenger car (a passenger car with a total length of 7 to 9 meters), which increases the wheelbase and shortens the rear suspension. Before The axle load distribution of the rear axle is more reasonable, which solves the problem that the vehicle handling is easy to get out of control.
5、 该悬架设计为不等长双横臂， 可精确控制整车的车轮定位参数， 从而 提高整车的操控稳定性和安全性。 同时降低轮胎磨损， 降低用户的使用成本。  5. The suspension is designed as a unequal length double cross arm, which can precisely control the wheel positioning parameters of the vehicle, thereby improving the handling stability and safety of the vehicle. At the same time, the tire wear is reduced, and the user's use cost is reduced.
作为一种变化， 本发明还有另外一种实施例， 该例的结构与实施例 1 基 本相同， 不同之处在于： 所述的传动装置 8为联轴器。 连轴器为一种球笼式 结构， 其优点在于使用寿命长， 可靠性高， 噪音低， 不受双横臂结构的限制。 从而降低用户的使用成本。 缺点： 成本较高， 对车辆行驶的路况要求比较高。  As a variant, the invention has yet another embodiment, the structure of which is substantially the same as that of the embodiment 1, except that the transmission 8 is a coupling. The coupling is a ball cage structure, which has the advantages of long service life, high reliability, low noise, and is not limited by the double cross arm structure. Thereby reducing the user's use cost. Disadvantages: The cost is high, and the road conditions for driving the vehicle are relatively high.
综上所述仅为本发明的较佳实施例而已， 并非用来限定本发明的实施范 围。 即凡依本发明申请专利范围的内容所作的等效变化与修饰， 都应为本发 明的技术范畴。  The above is only the preferred embodiment of the present invention and is not intended to limit the scope of implementation of the present invention. That is, the equivalent changes and modifications made by the content of the patent application scope of the present invention should be the technical scope of the present invention.

Claims

权 利 要 求 Rights request
1、 一种驱动桥用独立悬架结构， 它包括主减速器总成、 车架、 轮毂支架 和悬架***； 其特征在于： 该主减速器总成借助支点与车架相连， 轮毂支架 借助悬架***中上下不等长双臂与主减速器总成相连。 1. An independent suspension structure for a transaxle, comprising a final drive assembly, a frame, a hub bracket and a suspension system; wherein: the final drive assembly is connected to the frame by means of a fulcrum, and the hub bracket is The up and down arms of the suspension system are connected to the final drive assembly.
2、 根据权利要求 1所述的驱动桥用独立悬架结构， 其特征在于： 驱动桥 用独立悬架具体结构包括设置在车架（5)下方的悬架***； 该悬架***包括 有左、右上横臂（3)，左、右下横臂（4)，空气弹簧（1 )和减震器总成（10); 该减速器总成（10)上端通过减速器支架 （15 )铰接在车架 （5)上， 下端则 铰接在位于悬架***两侧的与上横臂 （3 ) 和下横臂 （4) 外端固定连接的轮 毂支架 （11 ) 上； 该空气弹簧（1 ) 上端通过气囊支架 （14) 与车架 （5 ) 固 定连接， 下端则固定连接在轮毂支架 （11 )上； 该左、 右上横臂 （3 )和左、 右下横臂 （4) 之间铰接一主减速器总成 （6)， 该主减速器总成（6) 上端通 过主减速器支架 （13 )铰接在车架 （5 ) 上； 该主减速器总成 （6) 与传动装 置 （8)传动连接， 该传动装置（8)则与位于左、 右上横臂 （3 )和左、 右下 横臂 （4)之间的左、 右传动轴 （2) 内端传动连接； 该左、 右传动轴 （2)上 分别套设有左、右半轴套管（16)， 且其外端分别连接轮胎； 该主减速器总成 2. The independent suspension structure for a transaxle according to claim 1, wherein: the independent suspension structure for the drive axle comprises a suspension system disposed under the frame (5); the suspension system includes a left , upper right cross arm (3), left and right lower cross arm (4), air spring (1) and shock absorber assembly (10); upper end of the reducer assembly (10) is hinged by a reducer bracket (15) On the frame (5), the lower end is hinged to a hub bracket (11) fixed to the outer ends of the upper cross arm (3) and the lower cross arm (4) on both sides of the suspension system; the air spring (1) The upper end is fixedly connected to the frame (5) through the airbag bracket (14), and the lower end is fixedly connected to the hub bracket (11); between the left and right upper cross arms (3) and the left and right lower cross arms (4) Hinging a final drive assembly (6), the upper end of the final drive assembly (6) is hinged to the frame (5) via a final drive bracket (13); the final drive assembly (6) and the transmission (8) Transmission connection, the transmission (8) is located on the left and right upper cross arms (3) and left and right (4) The left and right transmission shafts (2) are connected at the inner end; the left and right transmission shafts (2) are respectively sleeved with left and right half shaft sleeves (16), and the outer ends thereof are respectively connected Tire; the final reducer assembly
(6)还通过弹性联轴器 （7)连接固定在车架 （5)上的变速器总成。 (6) The transmission assembly fixed to the frame (5) is also connected via a flexible coupling (7).
3、 根据权利要求 2所述的驱动桥用独立悬架结构， 其特征在于： 所述的 传动装置（8)是十字轴万向传动装置或联轴器装置。  3. The independent suspension structure for a transaxle according to claim 2, wherein: said transmission (8) is a cross shaft universal transmission or a coupling device.
4、 根据权利要求 2或 3所述的驱动桥用独立悬架结构， 其特征在于： 所 述的轮毂支架 （11 ) 上装有半轴套管 （16) 和制动钳， 装有刹车盘及轮胎的 轮毂固定在半轴套管（16)上； 制动器室总成（9)固定在轮毂支架（11 ) 其中制动钳和刹车盘为盘式制动器总成（12) 的零部件。 The independent suspension structure for a transaxle according to claim 2 or 3, wherein: the hub bracket (11) is provided with a semi-axle sleeve (16) and a brake caliper, and a brake disc is mounted thereon. Tire The hub is fixed to the half shaft bushing (16); the brake chamber assembly (9) is fixed to the hub bracket (11), wherein the brake caliper and the brake disc are components of the disc brake assembly (12).
PCT/CN2013/000805 2012-12-27 2013-07-01 Independent suspension structure for drive axle WO2014101257A1 (en)

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CN201210577195.7 2012-12-27
CN2012105771957A CN102975613A (en) 2012-12-27 2012-12-27 Independent suspension structure for driving bridge
CN 201220731511 CN203005011U (en) 2012-12-27 2012-12-27 Independent suspension structure for driving bridge

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