CN109367623B - FSAE racing car driving system and assembling mode thereof - Google Patents
FSAE racing car driving system and assembling mode thereof Download PDFInfo
- Publication number
- CN109367623B CN109367623B CN201811433582.7A CN201811433582A CN109367623B CN 109367623 B CN109367623 B CN 109367623B CN 201811433582 A CN201811433582 A CN 201811433582A CN 109367623 B CN109367623 B CN 109367623B
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- auxiliary frame
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- 239000000725 suspension Substances 0.000 claims abstract description 62
- 230000005540 biological transmission Effects 0.000 claims abstract description 21
- 239000006096 absorbing agent Substances 0.000 claims abstract description 20
- 230000035939 shock Effects 0.000 claims abstract description 20
- 239000003381 stabilizer Substances 0.000 claims abstract description 11
- 230000003014 reinforcing effect Effects 0.000 claims description 2
- 238000003466 welding Methods 0.000 description 5
- 229910000831 Steel Inorganic materials 0.000 description 4
- 230000000694 effects Effects 0.000 description 4
- 239000010959 steel Substances 0.000 description 4
- 238000010586 diagram Methods 0.000 description 3
- 230000035882 stress Effects 0.000 description 3
- 238000010276 construction Methods 0.000 description 2
- 238000013016 damping Methods 0.000 description 2
- 238000009434 installation Methods 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 238000005457 optimization Methods 0.000 description 2
- 230000036316 preload Effects 0.000 description 2
- 238000005096 rolling process Methods 0.000 description 2
- 229910000853 7075 T6 aluminium alloy Inorganic materials 0.000 description 1
- 229910000639 Spring steel Inorganic materials 0.000 description 1
- 239000000956 alloy Substances 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 238000003801 milling Methods 0.000 description 1
- 230000008646 thermal stress Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
- B62D21/09—Means for mounting load bearing surfaces
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
- Body Structure For Vehicles (AREA)
Abstract
The invention discloses an FSAE racing car driving system and an assembling mode thereof, wherein an auxiliary frame is fixed at the rear end of a main frame; the auxiliary frame is provided with a first mounting hole for mounting the transverse stabilizer bar system; the left side and the right side are provided with second mounting holes for mounting the engine lifting lugs; the front and the back of the engine are respectively connected with the main frame and the auxiliary frame; the auxiliary frame is provided with a third mounting hole for mounting the shock absorber and a fourth mounting hole connected with the rocker; the shock absorber is connected with the push rod through the rocking block; the push rod is connected with the second suspension cross arm; the lower end of the auxiliary frame is provided with a fifth mounting hole for connecting the two suspension cross arms; the auxiliary frame is provided with a sixth mounting hole for fixing the supporting seat; the differential mechanism is connected with the supporting seat; the transmission half shaft is connected with the differential mechanism through a ball cage; the chain wheel is sleeved on the differential mechanism; the engine is connected with the chain wheel; a seventh mounting hole for mounting the constraint rod is formed in the auxiliary frame; two ends of the constraint rod are respectively connected with a seventh mounting hole and a wheel system; the accurate positioning of the driving system can be ensured.
Description
Technical Field
The invention belongs to the field of frame structures, and particularly relates to an FSAE racing car driving system and an assembling mode thereof.
Background
The formula automobile racing of universities in China has been held for 9 years, the technical competition is increasingly strong, and each motorcade continuously pushes out a new technical scheme in the aspects of performance, reliability and convenience of racing automobiles.
Li Fang, what is the topological optimization design of the frame structure of the FSAE racing car [ J ] Zhejiang university, 2016,44 (4): 369-374, zhao Jiang, zhu Xiong, KUNYANG, etc., the topological optimization design of the frame of the college student formula car [ J ] agricultural equipment and vehicle engineering, 2011 (7): 33-35, all provide the frame design of the college student formula FSAE racing car. But the problem that the rear part of the frame still needs to be built with a large amount of fixtures and positioned in a three-coordinate workbench is not solved, the working procedures of building the fixtures are numerous, the welding process has slight deformation caused by thermal stress, the accuracy of the frame is not well ensured, the positioning difficulty is not reduced, the workload of manufacturing the frame is not reduced, and the problem that the disassembly and assembly of an engine are inconvenient is also solved.
Disclosure of Invention
The invention aims to provide an FSAE racing car driving system and an assembling mode thereof, so as to ensure accurate positioning and convenient disassembly of a rear suspension system, a transmission system and an engine.
The technical solution for realizing the purpose of the invention is as follows:
an FSAE racing car driving system comprises a subframe, a rear suspension system, a transmission system and an engine; the rear suspension system comprises a first suspension cross arm, a shock absorber, a rocker, a push rod, a constraint rod, a transverse stabilizer rod system and a second suspension cross arm positioned at the lower end of the first suspension cross arm; the transmission system comprises a chain wheel, a chain, a differential mechanism, a transmission half shaft, a differential mechanism supporting seat and a ball cage; the auxiliary frame is fixed at the rear end of the main frame; the upper end of the auxiliary frame is provided with a convex structure; a first mounting hole is formed in the middle of the bulge at the upper end of the auxiliary frame and used for mounting a transverse stabilizer bar system; the left side and the right side of the first mounting hole are respectively provided with a second mounting hole used for mounting the engine lifting lug; the engine is arranged at the front end of the auxiliary frame; the front end of the engine is connected with the main frame through a plurality of engine lifting lugs, and the rear end of the engine is connected with the auxiliary frame through the engine lifting lugs; third mounting holes are respectively formed in the left side and the right side of the upper end of the bulge and are used for mounting shock absorbers on the left side and the right side respectively; the left side and the right side of the upper end of the auxiliary frame flat plate are respectively provided with a fourth mounting hole which is used for being rotationally connected with one end of the lower end of the rocking block; the shock absorber is rotationally connected with the upper end of the rocking block; the other end of the lower end of the rocking block is rotationally connected with the push rod; the push rod is rotationally connected with one end of the second suspension cross arm; the left side and the right side of the lower end of the auxiliary frame are respectively provided with two fifth mounting holes, one end of the inner side of the first suspension cross arm and one end of the inner side of the second suspension cross arm are rotationally connected with the fifth mounting holes, the other end of the inner side of the first suspension cross arm and the other end of the inner side of the second suspension cross arm are rotationally connected with the main frame, and the outer side of the first suspension cross arm and the outer side of the second suspension cross arm are rotationally connected with a wheel side system; four sixth mounting holes are symmetrically formed in the middle of the auxiliary frame and used for fixing the differential supporting seat; the differential mechanism is connected with the differential mechanism supporting seat; the transmission half shaft is connected with the differential mechanism through a ball cage; the chain wheel is sleeved on the differential mechanism; the engine output shaft is connected with the chain wheel through a chain; a notch is formed in the middle of the auxiliary frame and used for allowing a chain to pass through the auxiliary frame; the left side and the right side of the auxiliary frame are respectively provided with a seventh mounting hole for mounting the constraint rod; one end of the constraint rod is rotationally connected with the seventh mounting hole, and the other end of the constraint rod is rotationally connected with the wheel rim system.
An assembly mode of the FSAE racing car driving system, wherein the auxiliary frame is fixed at the rear end of the main frame; a first mounting hole is formed in the middle of the bulge at the upper end of the auxiliary frame so as to mount the transverse stabilizer bar system; the left side and the right side of the first mounting hole are respectively provided with a second mounting hole for mounting an engine lifting lug; the front end of the engine is connected with the main frame through a plurality of engine lifting lugs, and the rear end of the engine is arranged at the front end of the auxiliary frame through the engine lifting lugs; third mounting holes are respectively formed in the left side and the right side of the upper end of the bulge so as to mount shock absorbers on the left side and the right side; the left side and the right side of the upper end of the auxiliary frame flat plate are respectively provided with a fourth mounting hole so as to be rotationally connected with one end of the lower end of the rocking block; the shock absorber is rotationally connected with the upper end of the rocking block; the other end of the lower end of the rocking block is rotationally connected with the push rod; the push rod is rotationally connected with one end of the second suspension cross arm; the left side and the right side of the lower end of the auxiliary frame are respectively provided with two fifth mounting holes, one end of the inner side of the first suspension cross arm and one end of the inner side of the second suspension cross arm are rotationally connected with the fifth mounting holes, the other end of the inner side of the first suspension cross arm and the other end of the inner side of the second suspension cross arm are rotationally connected with the main frame, and the outer side of the first suspension cross arm and the outer side of the second suspension cross arm are rotationally connected with a wheel side system; four sixth mounting holes are symmetrically formed in the middle of the auxiliary frame so as to fix the differential supporting seat; the differential mechanism is connected with the differential mechanism supporting seat; the transmission half shaft is connected with the differential mechanism through a ball cage; the chain wheel is sleeved on the differential mechanism; the engine output shaft is connected with the chain wheel through a chain; a notch is formed in the middle of the auxiliary frame and used for allowing a chain to pass through the auxiliary frame; the left side and the right side of the auxiliary frame are respectively provided with a seventh mounting hole for mounting the constraint rod; one end of the constraint rod is rotationally connected with the seventh mounting hole, and the other end of the constraint rod is rotationally connected with the wheel rim system.
Compared with the prior art, the invention has the remarkable advantages that:
(1) The auxiliary frame greatly improves the positioning accuracy of parts, reduces the positioning and welding work of the construction fixture of the rear frame steel tube and the lifting lug in the traditional steel tube frame, avoids the occurrence of welding deformation, reduces the positioning work of a rear suspension system and a transmission system, and can finish all assembly work by directly installing the auxiliary frame on the frame.
(2) The auxiliary frame provides enough installation and movement space for the four-wheel steering system, the push rod, the rocker and the shock absorber of the rear suspension system are positioned on the same plane, and the plane is the plane of the auxiliary frame, so that the force transmission direction of the rear suspension system is straight, and the arrangement of the rear suspension system and the simplification of the stress condition are facilitated; and simultaneously, the preload and damping of the shock absorber are more convenient to adjust.
(3) The auxiliary frame can be used for assembling and disassembling the engine in the frame more conveniently. When the engine is required to be mounted or dismounted, the auxiliary frame is only required to be dismounted.
Drawings
Fig. 1 is a front view of the structure of an inventive FSAE racing car subframe.
Fig. 2 is a structural side view of an inventive FSAE racing car subframe.
Fig. 3 is a perspective view of an assembled structure of an inventive FSAE racing car subframe.
Fig. 4 is an effect diagram of the inventive FSAE racing car subframe and frame assembly.
Fig. 5 is an effect diagram of the inventive FSAE racing car subframe and frame assembly.
FIG. 6 is an effect diagram of an inventive FSAE racing car subframe and frame system, rear suspension system, drive train, and wheel side system assembly.
Detailed Description
The invention is described in further detail below with reference to the accompanying drawings.
Referring to fig. 1, 2, 3 and 6, an FSAE racing car drive system, subframe 3, rear suspension system 8, driveline 10, engine 6; the rear suspension system 8 comprises a first suspension cross arm 16, a shock absorber 15, a rocker 14, a push rod 13, a restraint rod 29, a stabilizer bar system 11 and a second suspension cross arm 17 positioned at the lower end of the first suspension cross arm 16; the transmission system 10 comprises a chain wheel 12, a chain 18, a differential 9, a transmission half shaft 31, a differential supporting seat 30 and a ball cage 20; the auxiliary frame 3 is of a flat plate structure, and a protruding structure is arranged at the upper end of the flat plate; four positioning holes 28 are formed in the front end face of the auxiliary frame 3, and the four positioning holes 28 are counter bores and are uniformly distributed at four corners of the auxiliary frame 3 and are respectively used for installing positioning nuts 2; the positioning nut 2 is welded on the main frame, the positioning nut 2 is round and matched with the counter bore, and the auxiliary frame 3 and the positioning nut 2 are fixed through the fixing bolt 1; a first mounting hole 21 is formed in the middle of the bulge at the upper end of the auxiliary frame 3 and used for mounting the stabilizer bar system 11; the left side and the right side of the first mounting hole 21 are respectively provided with a second mounting hole 22 for mounting an engine lifting lug; the engine 6 is arranged at the front end of the auxiliary frame 3; the front end of the engine 6 is connected with the main frame through a plurality of engine lifting lugs, and the rear end of the engine 6 is connected with the auxiliary frame 3 through the engine lifting lugs; third mounting holes 23 are respectively formed in the left side and the right side of the upper end of the bulge and are used for mounting the shock absorbers 15 on the left side and the right side respectively; the left side and the right side of the upper end of the flat plate of the auxiliary frame 3 are respectively provided with a fourth mounting hole 24 which is used for being rotationally connected with one end of the lower end of the rocker 14; the shock absorber 15 is rotationally connected with the upper end of the rocker 14; the other end of the lower end of the rocker 14 is rotationally connected with the push rod 13; the push rod 13 is rotatably connected with one end of the second suspension cross arm 17; two fifth mounting holes 25 are respectively formed at the lower end of the fourth mounting hole 24 and the left and right sides of the lower end of the auxiliary frame 3, one end of the inner side of the first suspension cross arm 16 and the inner side of the second suspension cross arm 17 are rotationally connected with the fifth mounting holes 25, the other end of the inner side is rotationally connected with the main frame, and the outer side is rotationally connected with the wheel side system 32; four sixth mounting holes 26 are symmetrically formed in the middle of the auxiliary frame 3 and used for fixing a differential supporting seat 30; the differential 9 is connected with the differential supporting seat 30; the transmission half shaft 31 is connected with the differential mechanism 9 through the ball cage 20; the chain wheel 12 is sleeved on the differential mechanism 9; the output shaft of the engine 6 is connected with the chain wheel 12 through a chain 18; a notch 4 is arranged in the middle of the auxiliary frame 3 for allowing a chain to pass through the auxiliary frame 3. The upper ends of the positioning holes at the bottom are respectively provided with a seventh mounting hole 27 at the left side and the right side of the auxiliary frame 3 for respectively mounting the constraint rods 29; one end of the constraint rod 29 is rotatably connected with the seventh mounting hole 27, and the other end of the constraint rod is rotatably connected with the wheel rim system 32;
further, a mounting hole for mounting the lifting rod 7 is further formed in the middle of the lower portion of the auxiliary frame 3, and the lifting rod 7 is mounted below the rear end of the auxiliary frame 3 through bolts.
Further, the stabilizer bar system 11 comprises a lifting lug 35, a watt connecting rod 34 and a connecting rod 33; the lifting lug 35 is fixed on the first mounting hole 21; the watt connecting rod 34 is rotatably connected with the lifting lug 35; the front end and the rear end of the Watt connecting rod 34 are respectively connected with a connecting rod 33 in a rotating way; the other end of the connecting rod 33 is rotatably connected with the rocker 14.
Further, the watt connecting rod is made of spring steel, and when the vehicle is in a rolling working condition, the two connecting rods 33 bend the watt connecting rod 34, so that the rolling of the vehicle is restrained. When the vehicle is in a pitch condition, the watt linkage 34 rotates about the shackle 35 without any effect.
Further, the first suspension cross arm 16 and the second suspension cross arm 17 are V-shaped and respectively have three mounting points; the first suspension cross arm 16 and the second suspension cross arm 17 are rotatably connected with the fifth mounting hole 25 at one inner end, the main frame at the other inner end, and the wheel rim system 32 at the outer side.
Further, the auxiliary frame 3 is made of 7075-T6 aluminum alloy material with the thickness of 15mm, and is formed by milling machine. The subframe 3 provides a reinforcing rib 5 in the direction of the stress of the suspension bridge 16, and a drive chain mounting hole 4 is provided so that a chain can be arranged through the subframe 3, and space is maximally utilized. With the above structure, the forces of the rear suspension system 8, the power transmission system 10, and the engine 6 are well transmitted to the sub-frame 3. The auxiliary frame 3 is provided with a plurality of triangular weight reducing hole structures, so that the strength of the auxiliary frame 3 is ensured and the weight is reduced. The rear suspension system 8, the transmission system 10 and the engine 6 are firmly fixed to the subframe 3 by bolts and nuts, while the rear fixing point of the engine 6 is also mounted to the subframe 3 by lugs.
The auxiliary frame 3 is used for greatly improving the positioning precision of parts, reducing the positioning and welding work of the construction fixture of the rear frame steel pipe and the lifting lug in the traditional steel pipe frame, avoiding the occurrence of welding deformation, reducing the positioning work of the rear suspension system 8 and the transmission system 10, and completing all the assembly work by only directly installing the auxiliary frame 3 on the frame. With reference to fig. 5 and 6, the engine 6 can be more easily removed from the frame using the subframe 3. When the engine 6 needs to be mounted or dismounted, the sub-frame 3 is only required to be dismounted. In connection with fig. 6, the use of the subframe 3 provides sufficient installation and movement space for the drive system. Meanwhile, the push rod 13, the rocker 14 and the shock absorber 15 of the rear suspension system 8 are on the same plane with the auxiliary frame 3, so that the force transmission direction of the rear suspension system 8 is straight, and the arrangement of the rear suspension system 8 and the simplification of the stress condition are facilitated. And also facilitates the adjustment of the preload and damping of the shock absorber 15.
Claims (3)
1. An FSAE racing car driving system is characterized by comprising a subframe (3), a rear suspension system (8), a transmission system (10) and an engine (6); the rear suspension system (8) comprises a first suspension cross arm (16), a shock absorber (15), a rocker (14), a push rod (13), a constraint rod (29), a transverse stabilizer rod system (11) and a second suspension cross arm (17) positioned at the lower end of the first suspension cross arm (16); the transmission system (10) comprises a chain wheel (12), a chain (18), a differential mechanism (9), a transmission half shaft (31), a differential mechanism supporting seat (30) and a ball cage (20); the auxiliary frame (3) is fixed at the rear end of the main frame; the upper end of the auxiliary frame (3) is provided with a convex structure; a first mounting hole (21) is formed in the middle of the bulge at the upper end of the auxiliary frame (3) and used for mounting a transverse stabilizer bar system (11); the left side and the right side of the first mounting hole (21) are respectively provided with a second mounting hole (22) for mounting the engine lifting lug; the engine (6) is arranged at the front end of the auxiliary frame (3); the front end of the engine (6) is connected with the main frame through a plurality of engine lifting lugs, and the rear end of the engine (6) is connected with the auxiliary frame (3) through the engine lifting lugs; third mounting holes (23) are respectively formed in the left side and the right side of the upper end of the bulge and are used for mounting shock absorbers (15) on the left side and the right side respectively; the left side and the right side of the upper end of the flat plate of the auxiliary frame (3) are respectively provided with a fourth mounting hole (24) which is used for being rotationally connected with one end of the lower end of the rocking block (14); the shock absorber (15) is rotationally connected with the upper end of the rocking block (14); the other end of the lower end of the rocking block (14) is rotationally connected with the push rod (13); the push rod (13) is rotationally connected with one end of the second suspension cross arm (17); two fifth mounting holes (25) are respectively formed in the left side and the right side of the lower end of the auxiliary frame (3), one end of the inner side of the first suspension cross arm (16) and one end of the inner side of the second suspension cross arm (17) are rotationally connected with the fifth mounting holes (25), the other end of the inner side of the first suspension cross arm is rotationally connected with the main frame, and the outer side of the first suspension cross arm is rotationally connected with the wheel rim system (32); four sixth mounting holes (26) are symmetrically formed in the middle of the auxiliary frame (3) and used for fixing a differential supporting seat (30); the differential mechanism (9) is connected with the differential mechanism supporting seat (30); the transmission half shaft (31) is connected with the differential mechanism (9) through the ball cage (20); the chain wheel (12) is sleeved on the differential mechanism (9); the output shaft of the engine (6) is connected with the chain wheel (12) through a chain (18); a notch (4) is formed in the middle of the auxiliary frame (3) and is used for enabling a chain to pass through the auxiliary frame (3); the left side and the right side of the auxiliary frame (3) are respectively provided with a seventh mounting hole (27) which are respectively used for mounting a constraint rod (29); one end of the constraint rod (29) is rotationally connected with the seventh mounting hole (27), and the other end of the constraint rod is rotationally connected with the wheel side system (32);
four positioning holes (28) are formed in the front end face of the auxiliary frame (3), the four positioning holes (28) are counter bores and are uniformly distributed at four corners of the auxiliary frame (3) and are respectively used for installing positioning nuts (2); the positioning nut (2) is fixed on the main frame, and the auxiliary frame (3) and the positioning nut (2) are fixed by the fixing bolt (1);
the transverse stabilizer bar system (11) comprises a lifting lug (35), a watt connecting rod (34) and a connecting rod (33); the lifting lug (35) is fixed on the first mounting hole (21); the Watt connecting rod (34) is rotationally connected with the lifting lug (35); the front end and the rear end of the Watt connecting rod (34) are respectively connected with a connecting rod (33) in a rotating way; the other end of the connecting rod (33) is rotationally connected with the rocking block (14);
when the vehicle is in a side-tipping working condition, the two connecting rods (33) bend the watt connecting rod (34) in a breaking way; when the vehicle is in a pitching working condition, the watt connecting rod (34) rotates around the lifting lug (35);
the push rod (13), the rocker (14) and the shock absorber (15) are all on the same plane with the auxiliary frame (3);
the auxiliary frame (3) is provided with a plurality of triangular lightening holes, and reinforcing ribs (5) are provided in the stress direction of the suspension cross arm (16);
the middle part below the auxiliary frame (3) is also provided with a mounting hole for mounting a lifting rod (7), and the lifting rod (7) is mounted below the rear end of the auxiliary frame (3) through a bolt.
2. The assembly of the FSAE racing car drive system of claim 1 wherein the subframe (3) is secured to the rear end of the main frame; a first mounting hole (21) is formed in the middle of the bulge at the upper end of the auxiliary frame (3) so as to mount a transverse stabilizer bar system (11); the left side and the right side of the first mounting hole (21) are respectively provided with a second mounting hole (22) for mounting an engine lifting lug; the front end of the engine (6) is connected with the main frame through a plurality of engine lifting lugs, and the rear end of the engine (6) is arranged at the front end of the auxiliary frame (3) through the engine lifting lugs; third mounting holes (23) are respectively formed in the left side and the right side of the upper end of the bulge so as to mount shock absorbers (15) on the left side and the right side; the left side and the right side of the upper end of the flat plate of the auxiliary frame (3) are respectively provided with a fourth mounting hole (24) which is rotationally connected with one end of the lower end of the rocking block (14); the shock absorber (15) is rotationally connected with the upper end of the rocking block (14); the other end of the lower end of the rocking block (14) is rotationally connected with the push rod (13); the push rod (13) is rotationally connected with one end of the second suspension cross arm (17); two fifth mounting holes (25) are respectively formed in the left side and the right side of the lower end of the auxiliary frame (3), one end of the inner side of the first suspension cross arm (16) and one end of the inner side of the second suspension cross arm (17) are rotationally connected with the fifth mounting holes (25), the other end of the inner side of the first suspension cross arm is rotationally connected with the main frame, and the outer side of the first suspension cross arm is rotationally connected with the wheel rim system (32); four sixth mounting holes (26) are symmetrically formed in the middle of the auxiliary frame (3) so as to fix a differential supporting seat (30); the differential mechanism (9) is connected with the differential mechanism supporting seat (30); the transmission half shaft (31) is connected with the differential mechanism (9) through the ball cage (20); the chain wheel (12) is sleeved on the differential mechanism (9); the output shaft of the engine (6) is connected with the chain wheel (12) through a chain (18); a notch (4) is formed in the middle of the auxiliary frame (3) and is used for enabling a chain to pass through the auxiliary frame (3); the left side and the right side of the auxiliary frame (3) are respectively provided with a seventh mounting hole (27) at the upper end of the positioning hole at the bottom so as to mount a constraint rod (29); one end of the constraint rod (29) is rotatably connected with the seventh mounting hole (27), and the other end of the constraint rod is rotatably connected with the wheel side system (32).
3. The assembly mode of the FSAE racing car driving system according to claim 2 is characterized in that a mounting hole for mounting a lifting rod (7) is also arranged in the middle of the lower part of the auxiliary frame (3); the lifting rod (7) is arranged below the rear end of the auxiliary frame (3).
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| Application Number | Priority Date | Filing Date | Title |
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| CN201811433582.7A CN109367623B (en) | 2018-11-28 | 2018-11-28 | FSAE racing car driving system and assembling mode thereof |
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| CN201811433582.7A CN109367623B (en) | 2018-11-28 | 2018-11-28 | FSAE racing car driving system and assembling mode thereof |
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| CN109367623A CN109367623A (en) | 2019-02-22 |
| CN109367623B true CN109367623B (en) | 2024-03-19 |
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Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN110254513A (en) * | 2019-06-25 | 2019-09-20 | 广东工业大学 | A kind of subframe of truss type frame and electronic racing car with the subframe |
| CN110803221B (en) * | 2019-11-27 | 2021-07-16 | 浙江科技学院 | Integrated auxiliary frame for formula vehicle |
| CN113002625B (en) * | 2021-04-01 | 2022-03-04 | 南京信息职业技术学院 | Damping device suitable for new forms of energy cycle racing |
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| GB501083A (en) * | 1937-11-12 | 1939-02-21 | Terence Gordon Hare | Improvements in and relating to engine suspensions for motor vehicles |
| WO1999022979A1 (en) * | 1997-10-31 | 1999-05-14 | Constant Velocity | Independent rear suspension system |
| CN103786788A (en) * | 2012-10-26 | 2014-05-14 | 广州汽车集团股份有限公司 | Automobile front auxiliary frame and corresponding automobile |
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