阅读说明：本技术 一种可变外倾角的非驱动车桥及汽车 (Variable camber angle's non-drive axle and car ) 是由 王海鹏 冷俊桦 陈冰玉 朱亚驹 章东源 张振琪 郭伟 周长波 杜培源 杨斐斐 石 于 2020-04-29 设计创作，主要内容包括：本发明公开了一种可变外倾角的非驱动车桥及汽车,所述非驱动车桥包括车桥横梁、与所述车桥横梁两端相连接的芯轴、以及设于所述芯轴的车轮总成,所述芯轴设有上铰点和下铰点；所述车桥横梁的端部与所述芯轴的下铰点或上铰点相铰接,形成可旋转的第一运动副；所述车桥横梁设有驱动部件,所述驱动部件的一端与所述车桥横梁相铰接,所述驱动部件的另一端与所述芯轴的上铰点或下铰点相铰接,形成可旋转的第二运动副。该非驱动车桥具有附加的外倾角可变功能,可根据实际需要对车轮外倾角进行调节,而且其结构简单、易于操作。(The invention discloses a non-driving axle with a variable camber angle and an automobile, wherein the non-driving axle comprises an axle beam, a mandrel connected with two ends of the axle beam and a wheel assembly arranged on the mandrel, and the mandrel is provided with an upper hinge point and a lower hinge point; the end part of the axle beam is hinged with the lower hinge point or the upper hinge point of the mandrel to form a rotatable first kinematic pair; the axle beam is provided with a driving part, one end of the driving part is hinged with the axle beam, and the other end of the driving part is hinged with the upper hinge point or the lower hinge point of the mandrel to form a rotatable second kinematic pair. The non-driving axle has an additional camber angle variable function, can adjust the camber angle of the wheel according to actual requirements, and has a simple structure and easy operation.)

1. A non-driving axle with a variable camber angle comprises an axle beam, a mandrel connected with two ends of the axle beam and a wheel assembly arranged on the mandrel, and is characterized in that the mandrel is provided with an upper hinge point and a lower hinge point; the end part of the axle beam is hinged with the lower hinge point or the upper hinge point of the mandrel to form a rotatable first kinematic pair; the axle beam is provided with a driving part, one end of the driving part is hinged with the axle beam, and the other end of the driving part is hinged with the upper hinge point or the lower hinge point of the mandrel to form a rotatable second kinematic pair.

2. The variable camber non-drive axle according to claim 1, wherein the axes of rotation of the first and second kinematic pairs are parallel and perpendicular to the axle beam in a fore-aft direction.

3. The variable camber non-driven axle according to claim 1, wherein the axle beam has end plates at both ends thereof and is hinged to the lower hinge point of the spindle through the end plates, respectively.

4. The variable camber non-drive axle according to claim 1, wherein the drive member is a mechanical or hydraulic cylinder having a fixed end hinged to the axle beam and a telescopic end hinged to the upper hinge point of the spindle.

5. The variable camber non-drive axle according to claim 4, wherein a bearing seat is provided on the top or bottom of the axle beam, and the fixed end of the drive member is hinged to the bearing seat.

6. The variable camber non-drive axle according to claim 5, wherein the drive component has an angle of inclination outwardly with respect to the axle beam.

7. The variable camber non-drive axle according to any one of claims 1 to 6, further comprising:

the first detection element is arranged on the axle beam and used for acquiring the rigidity deformation of the axle;

the second detection element is arranged on the mandrel and used for acquiring the camber angle of the wheel assembly;

and the controller is used for receiving the detection information acquired by the first detection element and the second detection element and controlling the driving part to execute telescopic action according to the detection information so as to drive the mandrel to swing to adjust the camber angle of the wheel assembly.

8. The variable camber non-drive axle according to claim 7, wherein the first sensing element comprises a stiffness deformation sensor disposed in a central portion of the axle beam.

9. The variable camber non-drive axle according to claim 7, wherein the second sensing element comprises an angle sensor, a sensing tab of the angle sensor being provided at an end of the spindle.

10. An automobile comprising a driven axle and a non-driven axle, wherein the non-driven axle is a variable camber non-driven axle as claimed in any one of claims 1 to 9.

Technical Field

The invention relates to the technical field of automobile axles, in particular to a non-driving axle with a variable camber angle of an automobile. The invention also relates to a vehicle provided with the axle.

Background

Camber angle control of a non-driven axle of an automobile directly affects the stability, grip and tire wear of the running vehicle.

For a conventional non-driven axle of an automobile, as shown in fig. 1, a spindle end plate 4 ' and a rear axle beam 3 ' are welded structures, and a wheel assembly 1 ' is connected with the spindle end plate 4 ' through a wheel bolt 2 '. Because the mandrel end plate 4 'and the rear axle beam 3' are of a welded structure, the rear axle camber angle can only be realized through welding angles or post machining, and cannot be adjusted on a vehicle, and the adaptability is poor.

For the traditional automobile non-driving axle, if the camber angle does not meet the requirements of users, the camber angle can not meet the requirements of camber angles of different working conditions in the driving process of a vehicle only by redesigning the welding machine machining angle of the rear axle beam 3 'and the end plate 4'.

Disclosure of Invention

The invention aims to provide a non-driving axle with a variable camber angle. The non-driving axle has an additional camber angle variable function, can adjust the camber angle of the wheel according to actual requirements, and has a simple structure and easy operation.

Another object of the invention is to provide a motor vehicle provided with said non-driven axle.

In order to achieve the purpose, the invention provides a non-driving axle with a variable camber angle, which comprises an axle beam, a mandrel and a wheel assembly, wherein the mandrel is connected with two ends of the axle beam, the wheel assembly is arranged on the mandrel, and the mandrel is provided with an upper hinge point and a lower hinge point; the end part of the axle beam is hinged with the lower hinge point or the upper hinge point of the mandrel to form a rotatable first kinematic pair; the axle beam is provided with a driving part, one end of the driving part is hinged with the axle beam, and the other end of the driving part is hinged with the upper hinge point or the lower hinge point of the mandrel to form a rotatable second kinematic pair.

Preferably, the rotation axes of the first and second kinematic pairs are parallel and perpendicular to the axle beam in the front-rear direction.

Preferably, the two ends of the axle beam are provided with end plates, and the end plates are hinged with the lower hinge point of the mandrel respectively.

Preferably, the driving part is a mechanical cylinder or a hydraulic cylinder, a fixed end of the driving part is hinged with the axle beam, and a telescopic end of the driving part is hinged with an upper hinge point of the mandrel.

Preferably, the top or the bottom of the axle beam is provided with a supporting seat, and the fixed end of the driving part is hinged with the supporting seat.

Preferably, the drive component has an angle that is obliquely inclined outwardly with respect to the axle cross member.

Preferably, further comprising:

the first detection element is arranged on the axle beam and used for acquiring the rigidity deformation of the axle;

the second detection element is arranged on the mandrel and used for acquiring the camber angle of the wheel assembly;

and the controller is used for receiving the detection information acquired by the first detection element and the second detection element and controlling the driving part to execute telescopic action according to the detection information so as to drive the mandrel to swing to adjust the camber angle of the wheel assembly.

Preferably, the first detection element includes a rigidity deformation sensor provided in a middle portion of the axle beam.

Preferably, the second detection element comprises an angle sensor, and a sensing piece of the angle sensor is arranged at the end part of the mandrel.

In order to achieve the other object, the invention provides an automobile, which comprises a driving axle and a non-driving axle, wherein the non-driving axle is the non-driving axle with the variable camber angle.

The invention provides a variable camber angle non-driven axle, wherein an upper hinge point and a lower hinge point are arranged on a mandrel, the end part of an axle beam is hinged with the lower hinge point or the upper hinge point of the mandrel, one end of a driving part above the axle beam is hinged with the axle beam, the other end of the driving part is hinged with the upper hinge point or the lower hinge point of the mandrel, two kinematic pairs are formed between the axle beam and the mandrel after the connecting structure of the axle beam and the mandrel is changed, so that the mandrel can swing under the driving of the driving part, thereby achieving the purpose of adjusting the camber angle, providing a variable camber angle non-driven axle for the automobile early development chassis adjustment, providing an economic, applicable and conveniently adjustable axle for determining a scheme, conveniently and effectively controlling the camber angle of the automobile to change along with the automobile requirement, for example, increasing the positive camber angle under the condition of increasing the automobile load, the anti-eccentric tire wear device has the advantages that the tire eccentric wear is prevented, the negative camber angle can be adjusted under the turning working condition of the automobile, the stability of the automobile is improved, the structure is simple, the operation is easy, and the anti-eccentric tire wear device can be widely applied to various automobile vehicles with the variable camber angle of the non-driving axle.

The automobile provided by the invention is provided with the variable camber angle non-driving axle, and the variable camber angle non-driving axle has the technical effects, so that the automobile provided with the variable camber angle non-driving axle also has corresponding technical effects.

Drawings

FIG. 1 is a schematic illustration of a typical non-driven axle;

FIG. 2 is a schematic structural diagram of a variable camber non-driven axle according to an embodiment of the present invention;

FIG. 3 is an enlarged view of a portion of FIG. 2;

FIG. 4 is a control schematic of the variable camber non-driven axle of FIG. 2;

fig. 5 is a stiffness deformation diagram of an axle beam.

In fig. 1:

wheel assembly 1 'wheel bolt 2' rear axle beam 3 'mandrel end plate 4'

In fig. 2 to 5:

1. axle beam 2, mandrel 3, wheel assembly 4, mechanical cylinder 5, wheel nut 6, end plate 7, supporting seat 8, telescopic rod 9, sealing cover 10, rigidity deformation sensor 11, angle sensor 12, connecting bolt 13 and connecting nut

Detailed Description

In order that those skilled in the art will better understand the disclosure, the invention will be described in further detail with reference to the accompanying drawings and specific embodiments.

In this specification, terms such as "upper, lower, front, and rear" are established based on positional relationships shown in the drawings, and the corresponding positional relationships may vary depending on the drawings, and therefore, the terms are not to be construed as absolutely limiting the scope of protection; moreover, relational terms such as "first" and "second," and the like, may be used solely to distinguish one element from another element having the same name, without necessarily requiring or implying any actual such relationship or order between such elements.

Referring to fig. 2 and 3, fig. 2 is a schematic structural diagram of a variable camber angle non-driven axle according to an embodiment of the present invention; fig. 3 is a partially enlarged view of fig. 2.

As shown in the drawings, in one embodiment, the variable camber non-driven axle is mainly composed of an axle beam 1, a spindle 2, a wheel assembly 3, a mechanical cylinder 4 and the like, and is structurally in a left-right symmetrical relationship, wherein the axle beam 1 is a rear axle beam.

The wheel assembly 3 is rotatably installed on the mandrel 2 through a wheel nut 5, the mandrel 2 and the wheel assembly 3 on the left side and the right side are respectively located at two ends of the axle beam 1, the wheel assembly 3 is connected with two ends of the axle beam 1 through the mandrel 2, a lower connecting portion extending downwards is arranged at the inner end of the mandrel 2, a connecting hole penetrating through the lower connecting portion from front to back is formed in the lower connecting portion, a lower hinge point is formed, an upper connecting portion extending upwards is further arranged at the inner end of the mandrel 2, and a connecting hole penetrating through the upper connecting portion from front to back is formed in the upper connecting portion, so that the upper hinge point is formed.

The cross section of the axle beam 1 is substantially rectangular, the inside of the axle beam can be of a hollow structure, the two ends of the axle beam are respectively provided with an end plate 6, the end plate at each end is respectively provided with an outwards-facing hinging seat, the lower connecting part of the mandrel 2 extends into the hinging seat, and the hinging seat and the lower connecting part are hinged through a group of connecting bolts and connecting nuts which penetrate through the hinging seat and the lower connecting part from front to back to form a rotatable first kinematic pair.

The upper part of the axle beam 1 is provided with a symmetrical supporting seat 7 and a mechanical cylinder 4, taking the supporting seat 7 and the mechanical cylinder 4 on the right side as an example, the supporting seat 7 is welded at a position close to the middle of the top of the axle beam 1, the tail end of a telescopic rod 8 of the mechanical cylinder 4 is provided with a U-shaped articulated joint, an upper connecting part of the mandrel 2 extends into the articulated joint, the two parts are articulated with a connecting nut through another group of connecting bolts penetrating the articulated joint and the upper connecting part from front to back to form a rotatable second kinematic pair, and the fixed end of the mechanical cylinder 4 is articulated with the supporting seat 7 through another group of connecting bolts 12 and connecting nuts 13 to form a third kinematic pair.

The rotation axes of the first kinematic pair, the second kinematic pair and the third kinematic pair are parallel and perpendicular to the axle beam 1 along the front-back direction, the central line of the mandrel 2 is parallel to the central line of the axle beam 1 and is higher than the top surface of the axle beam 1, the mechanical cylinder 4 has an outward oblique angle relative to the axle beam 1, and during the action of extending or retracting the telescopic rod 8 outwards, the mechanical cylinder 4 has a slight swinging amplitude in the up-down direction by taking the supporting seat as a fulcrum.

The cylinder body of telescopic link 8 and mechanical jar 4 is airtight cooperation, the cylinder body tip of mechanical jar 4 is equipped with sealed lid 9, in order to prevent that lubricating oil from flowing, there are two lubricating oil maintenance hydraulic fluid ports mechanical jar 4 both ends, the motor is after receiving the vehicle control unit instruction, can control the rotation of lead screw in the mechanical jar 4, the lead screw drives telescopic link 8 and is straight reciprocating motion, it is the rotary motion pair between telescopic link 8 and the dabber 2, and then can realize the angular variation of dabber 2, thereby drive 3 certain angles of swing of wheel assembly, it is variable to realize the rear axle inclination.

In order to avoid the adverse effect of the offset on the vehicle passing performance, the structure of the axle beam 1 may be changed accordingly, for example, the axle beam 1 is designed into a door-shaped structure, so that the middle of the axle beam 1 is higher and only two ends are lower. Therefore, the axle beam 1 can be hinged with the lower hinge point of the mandrel 2, and meanwhile, the axle beam 1 is guaranteed to have enough ground clearance.

Referring to fig. 4 and 5, fig. 4 is a control schematic diagram of the variable camber non-driven axle shown in fig. 2; fig. 5 is a stiffness deformation diagram of an axle beam.

In the driving process of the automobile, the axle beam 1 can be slightly deformed in rigidity under the influence of a load, so that the camber angle is reduced, and the abrasion of tires is accelerated.

According to the invention, in the driving process of an automobile, the rigidity deformation of the axle beam 1 is acquired by the rigidity deformation sensor 10, information is transmitted to the vehicle control unit, the vehicle control unit issues an instruction to the motor integrated mechanism according to the rigidity deformation information of the rear axle, further the stroke change of the mechanical cylinder 4 and the telescopic rod 8 is controlled, the angle is fed back to the vehicle control unit by the angle sensor 11, and the real-time angle control is accurate.

The rigidity deformation sensor 10 is installed in the middle of the axle beam 1, particularly the front side surface, the rear side surface or the bottom surface of the axle beam 1, so as to more accurately acquire the rigidity deformation of the axle beam 1, a strain gauge of the rigidity deformation sensor 10 can sense the bending deformation of the axle beam 1 and transmit a sensed and acquired signal to a vehicle control unit, the bending deformation of the rear axle beam is influenced by the load change of the rear axle of the vehicle, different load weights can cause different bending deformations of the rear axle beam, as can be seen from fig. 5, the bending deformation degree of the rear axle beam is gradually increased along with the continuous increase of the load of the rear axle of the vehicle, at different measuring points, the deformation degrees of the measuring points 1 and 7 at two ends are relatively small, and the deformation degree of the measuring point 4 in the middle is relatively large; the angle sensor 11 is installed on the mandrel 2, the sensing sheet of the angle sensor is positioned at the end part of the mandrel 2, camber angle information of the wheel assembly 3 can be collected, and a rope pitch line in the figure represents a signal transmission lead of the rigidity deformation sensor 10 and the angle sensor 11.

The vehicle control unit is used for receiving detection information acquired by the rigidity deformation sensor 10 and the angle sensor 11, and controlling the mechanical cylinder 6 to perform stretching action according to the detection information, so that the spindle 2 is driven to swing around a lower hinge point to adjust the camber angle of the wheel assembly 3.

The specific working process is as follows:

the vehicle control unit receives the deformation signal transmitted by the rigidity deformation sensor 10, judges the rigidity deformation of the axle beam 1 caused by different loads, and transmits the signal of compensating the camber angle to the engine and motor integrated mechanism.

After receiving the signal of the vehicle control unit, the engine and motor integration mechanism starts to work, transmits power to the axle actuating mechanism, namely the mechanical cylinder 6, and realizes the angle change of the camber angle by controlling the angle change of the mandrel 2 through the telescopic rod 8

The change of the angle of the mandrel 2 causes the change of the signal of the angle sensor 11 to be fed back to the whole vehicle controller, so that the aim of accurately controlling the camber angle is fulfilled.

When the vehicle turns, the vehicle control unit can give a control command to the engine and motor integrated mechanism according to the change of the steering angle, and outputs power to the axle executing mechanism for camber angle control, so that the ground holding force and the stability are improved.

In another embodiment, the mechanical cylinder 4 is located below the axle beam 1, one end of the cylinder body is hinged to the bearing seat at the bottom of the axle beam 1, the telescopic rod 8 is hinged to the lower hinged point of the spindle 2, the end of the axle beam 1 is hinged to the upper hinged point of the spindle 2, which is equivalent to that on the basis of the above embodiment, after the whole non-driven axle is rotated 180 degrees around the center line of the axle beam 1, another non-driven axle is obtained, and the position of the axle beam 1 of the non-driven axle can be shifted upwards by a certain distance relative to the center line of the wheel assembly 3, so that the non-driven axle has better trafficability.

In this embodiment, since the mechanical cylinder 4 is located below the axle beam 1, there is a risk of damage during the driving process of the vehicle, and to prevent this, the mechanical cylinder 4 may be hidden inside the axle beam 1, one end of the mechanical cylinder is hinged to the axle beam 1, and the telescopic rod 8 obliquely penetrates through the axle beam 1 and is hinged to the lower hinge point of the spindle 2, which also achieves the object of the present invention.

In other embodiments, if the mechanical cylinder 4 cannot be disposed in the space above or below the axle beam 1, the mechanical cylinder 4 may be disposed on the front side or the rear side of the axle beam 1, and then the end of the telescopic rod 8 of the mechanical cylinder 4 is hinged to the upper hinge point of the spindle 2 through a transmission part, which may be in a zigzag shape, so as to change the force transmission direction, so that the telescopic rod 8 of the receiving and releasing cylinder 4 can drive the spindle 2 to swing.

The above embodiments are merely preferred embodiments of the present invention, and are not limited thereto, and on the basis of the above embodiments, various embodiments can be obtained by performing targeted adjustment according to actual needs. For example, instead of using the mechanical cylinder 6 to control the angle change, a hydraulic cylinder may be used to control the angle change, or the mechanical cylinder 6 may be disposed substantially horizontally, or the extension rod 8 of the mechanical cylinder 6 may be hinged to the upper hinge point of the spindle 2 via a universal structure, such as a ball or universal joint, etc. This is not illustrated here, since many implementations are possible.

The non-driving axle can realize mechanical and electric control combination, controls the camber angle change of the axle, can provide a strategy to adjust the camber angle in real time according to the rigidity change condition of the real rear axle, prevents tires from eccentric wear, improves the stability of a vehicle, can acquire signals through the angle sensor, and accurately controls the angle.

In addition to the variable camber angle non-driven axle, the present invention also provides an automobile, which includes a driven axle and a non-driven axle, wherein the non-driven axle is the variable camber angle non-driven axle described above.

The variable camber angle non-driven axle and the vehicle provided by the invention are described in detail above. The principles and embodiments of the present invention are explained herein using specific examples, which are presented only to assist in understanding the core concepts of the present invention. It should be noted that, for those skilled in the art, it is possible to make various improvements and modifications to the present invention without departing from the principle of the present invention, and those improvements and modifications also fall within the scope of the claims of the present invention.