CN111806187A - Rear torsion beam, control system of rear torsion beam and vehicle - Google Patents
Rear torsion beam, control system of rear torsion beam and vehicle Download PDFInfo
- Publication number
- CN111806187A CN111806187A CN202010476470.0A CN202010476470A CN111806187A CN 111806187 A CN111806187 A CN 111806187A CN 202010476470 A CN202010476470 A CN 202010476470A CN 111806187 A CN111806187 A CN 111806187A
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- China
- Prior art keywords
- torsion beam
- rod
- stabilizer bar
- sleeve
- control system
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
- B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
- B60G21/04—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically
- B60G21/05—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
- B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
- B60G21/04—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically
- B60G21/05—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
- B60G21/055—Stabiliser bars
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
The utility model relates to a rear torsion beam, rear torsion beam's control system and vehicle, wherein, rear torsion beam includes torsion beam body (110) and sets up stabilizer bar (120) on torsion beam body (110), the both ends of stabilizer bar (120) respectively with torsion beam body (110) fixed connection, the middle part of stabilizer bar (120) is optionally continuous. Through above-mentioned technical scheme, the middle part of stabilizer bar is the optional connection or the disconnection, and when the middle part of stabilizer bar was connected, its whole torsion beam torsion of participating in back and provide extra torsional rigidity, when the middle part disconnection of stabilizer bar, its whole is out of work. That is to say, the customer can be according to actual demand independently select the stabilizer bar to intervene or not intervene in the torsion process to can change vehicle operation stability and travelling comfort, provide diversified driving experience.
Description
Technical Field
The disclosure relates to the technical field of vehicle suspension parts, in particular to a rear torsion beam, a control system of the rear torsion beam and a vehicle.
Background
The rear torsion beam is used as an important component of a trailing arm torsion beam type semi-independent suspension in a vehicle rear suspension system, has the functions of supporting connection, force and moment transmission and the like, and has certain torsional rigidity, so that the requirements of stability and comfort of the whole vehicle can be met. The existing rear torsion beam structure generally comprises a torsion beam body and a stabilizer bar, which are welded together through a connecting bracket, so as to form a whole, and a certain torsional rigidity is provided together. However, the rigidity of the rear torsion beam is a fixed value, and diversified choices of vehicle operation stability and comfort cannot be provided for clients with different driving experience requirements.
Disclosure of Invention
An object of the present disclosure is to provide a rear torsion beam which can effectively change vehicle operation stability and comfort, providing a diversified driving experience for a customer.
It is another object of the present disclosure to provide a control system of a rear torsion beam configured with the rear torsion beam provided by the present disclosure.
It is a further object of the present disclosure to provide a vehicle equipped with the control system of the rear torsion beam provided by the present disclosure.
In order to achieve the above object, the present disclosure provides a rear torsion beam, including a torsion beam body and a stabilizer bar disposed on the torsion beam body, both ends of the stabilizer bar are respectively fixedly connected to the torsion beam body, and a middle portion of the stabilizer bar is selectively connectable.
Optionally, the stabilizer bar includes the first body of rod and the second body of rod that set up along length direction interval, the first body of rod with the one end structure that the second body of rod kept away from each other is for the both ends of stabilizer bar, the first body of rod with the one end that the second body of rod is close to each other passes through connecting piece alternative and links to each other.
Optionally, the connecting member is a sleeve coaxially sleeved outside the end portions of the first rod body and the second rod body, and the sleeve is axially slidably connected with the first rod body and the second rod body.
Optionally, the sleeve is axially slidably connected to the first rod body and the second rod body through spline fitting.
Optionally, the rear torsion beam further comprises a driving member for driving the sleeve to move in the axial direction, and an output end of the driving member is fixedly connected with the sleeve.
Optionally, the drive member is an electric motor.
Optionally, the torsion beam body is further provided with a slide rail extending along the length direction of the stabilizing rod, and the outer wall of the sleeve is provided with a sliding groove in sliding fit with the slide rail.
According to a second aspect of the present disclosure, there is provided a rear twist beam control system comprising a rear twist beam according to any one of the preceding claims, and a controller connected to the drive member via a control circuit.
Optionally, the control system further includes an instructor for external operation, and the instructor is electrically connected to the controller.
According to a third aspect of the present disclosure, there is provided a vehicle comprising a control system for a rear twist beam according to the above.
Through above-mentioned technical scheme, the middle part of stabilizer bar is the optional connection or the disconnection, and when the middle part of stabilizer bar was connected, its whole torsion beam torsion of participating in back and provide extra torsional rigidity, when the middle part disconnection of stabilizer bar, its whole is out of work. That is to say, the customer can be according to actual demand independently select the stabilizer bar to intervene or not intervene in the torsion process to can change vehicle operation stability and travelling comfort, provide diversified driving experience.
Additional features and advantages of the disclosure will be set forth in the detailed description which follows.
Drawings
The accompanying drawings, which are included to provide a further understanding of the disclosure and are incorporated in and constitute a part of this specification, illustrate embodiments of the disclosure and together with the description serve to explain the disclosure without limiting the disclosure. In the drawings:
FIG. 1 is a schematic illustration of a rear twist beam provided in an exemplary embodiment of the present disclosure;
fig. 2 is a partially enlarged view of fig. 1 (i.e., a structural view showing a middle portion of the stabilizer bar in a connected state);
FIG. 3 is a schematic view of the stabilizer bar with the center portion in an open state;
fig. 4 is a control block diagram of a control system for a rear twist beam provided in an exemplary embodiment of the present disclosure.
Description of the reference numerals
110 torsion beam body 120 stabilizer bar
121 a first rod 122 a second rod
130 connector 140 drive
150 slide rail 200 controller
300 instruction device
Detailed Description
The following detailed description of specific embodiments of the present disclosure is provided in connection with the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating the present disclosure, are given by way of illustration and explanation only, not limitation.
In the present disclosure, the use of directional terms such as "inner" and "outer" means inner and outer of the corresponding component profiles, unless otherwise specified. Furthermore, the terms "first," "second," and the like, as used in this disclosure, are intended to distinguish one element from another, and not necessarily for order or importance. When the following description refers to the accompanying drawings, like numbers in different drawings represent the same or similar elements unless otherwise indicated.
Referring to fig. 1, the present disclosure provides a rear torsion beam, including a torsion beam body 110 and a stabilizer bar 120 disposed on the torsion beam body 110, wherein both ends of the stabilizer bar 120 are respectively fixedly connected to the torsion beam body 110, and a middle portion of the stabilizer bar 120 is selectively connected. That is, in the disclosed embodiment, the stabilizer bar 120 may be constructed in a separate structure, a dividing point of which may be located at a middle portion of the stabilizer bar 120, and connection or disconnection of the stabilizer bar 120 as a whole may be accomplished by selecting the middle portion for connection or disconnection. The two ends of the stabilizer bar 120 may be fixedly connected to the torsion beam body 110 through a connecting bracket, for example, the stabilizer bar may be welded to the torsion beam body 110 through the connecting bracket. It should be noted that the position relationship between the stabilizer bar 120 and the torsion beam body 110 of the present disclosure is a common layout manner in the art, that is, the stabilizer bar 120 and the torsion beam body 110 extend in the same direction, the length direction of the stabilizer bar 120 and the torsion beam body 110 is the width direction of the vehicle, and the torsion beam body 110 is connected between the left and right trailing arms of the rear suspension system.
In this way, the stabilizer bar 120 may be selectively connected at the middle portion thereof, i.e., the stabilizer bar 120 may be selectively connected or disconnected at the middle portion thereof, and when the stabilizer bar 120 is connected at the middle portion thereof, it is integrally involved in the torsion of the rear torsion beam and provides additional torsional rigidity, and when the stabilizer bar 120 is disconnected at the middle portion thereof, it is not operated as a whole. That is to say, the customer can be according to actual demand independently select control stabilizer bar 120 intervene or not intervene in the process of twisting to can change vehicle operation stability and travelling comfort, provide diversified driving experience.
According to some embodiments, referring to fig. 1 to 3, the stabilizer bar 120 may include a first rod 121 and a second rod 122 spaced apart from each other in a length direction, an end of the first rod 121 and an end of the second rod 122 distant from each other may be configured as two ends of the stabilizer bar 120, which are fixedly connected to the torsion beam body 110, respectively, and an end of the first rod 121 and an end of the second rod 122 close to each other may be selectively connected by a connector 130. That is, in the embodiment of the present disclosure, the first rod 121 and the second rod 122 may be spaced apart from each other, and one ends of the two adjacent to each other are not in contact, so that the connection or disconnection may be achieved through the connecting member 130 located therebetween. When the connecting member 130 is connected to the first rod 121 and the second rod 122, the middle portions of the stabilizer bars 120 are connected together; when the connector 130 is disconnected from one of the first rod 121 and the second rod 122, the middle portion of the stabilizer bar 120 is disconnected. First rod 121 and second rod 122 may have the same length such that stabilizer bar 120 has a balanced torsional stiffness when connected. The present disclosure does not limit the structure form of the selectable connection in the middle of the stabilizing rod 120, for example, the ends of the first rod 121 and the second rod 122 close to each other may be arranged in a contact manner when they are connected through a telescopic structure and a fastener.
Further, referring to fig. 1 to 3, the connecting member 130 may be configured as a sleeve coaxially sleeved outside the ends of the first rod 121 and the second rod 122, and the sleeve is axially slidably connected with the first rod 121 and the second rod 122. That is, the connection or disconnection of first rod 121 and second rod 122 may be achieved by sliding the sleeve in the axial direction, the intermediate portion of stabilizer bar 120 may be connected together when the sleeve is slid in the axial direction between first rod 121 and second rod 122 and is in contact fit therewith, and the intermediate portion of stabilizer bar 120 may be disconnected when the sleeve is slid in the axial direction to be disengaged from one of first rod 121 and second rod 122. For convenience, the sleeve may be selectively disengaged from any one of the first rod 121 and the second rod 122. In addition, the length of the sleeve should also have a suitable size, which not only can ensure the connection strength when the first rod 121 and the second rod 122 are connected, but also can realize the disconnection of the first rod 121 and the second rod 122 through an axial sliding distance which is not too long.
Further, referring to fig. 2 and 3, the sleeve and the first rod 121 and the second rod 122 may be axially slidably connected by spline fitting. Wherein, can be provided with the external splines on the telescopic inner wall, the tip that first body of rod 121 and second body of rod 122 are close to each other can all be provided with correspondingly with external splines complex internal splines. Of course, the inner wall of the sleeve may also be provided with an internal spline, and the end portions of the first rod 121 and the second rod 122 close to each other may be correspondingly provided with an external spline engaged with the internal spline. The structural form of the sleeve, the first rod body 121 and the second rod body 122 in sliding fit is not limited in the present disclosure, for example, the sleeve may also be in sliding connection with the first rod body 121 and the second rod body 122 through a rolling member, and raceways matched with the rolling member may be provided on the inner wall of the sleeve, and the outer walls of the ends of the first rod body 121 and the second rod body 122, which are close to each other.
Referring to fig. 1 to 3, in an embodiment provided by the present disclosure, the rear torsion beam may further include a driving member 140 for driving the bushing to move in the axial direction, and an output end of the driving member 140 may be fixedly connected to the bushing, so that the bushing may be driven to move by the driving member 140. When the driving member 140 is operated, the sleeve can slide along the axial direction, and when the driving member 140 stops operating, the sleeve stops moving along the axial direction, and the position of the sleeve is locked, so that the connection or disconnection between the first rod 121 and the second rod 122, that is, the connection or disconnection of the middle portion of the stabilizer bar 120, can be realized.
Further, the driving member 140 may be a motor. According to some embodiments, the driving member 140 may be a servo motor or a linear motor capable of directly outputting a linear motion, and according to other embodiments, the driving member 140 may be a conventional motor capable of outputting a rotational motion, in which case a linear sliding motion of the sleeve in the axial direction may be realized by providing a linear motion mechanism, such as a rack and pinion mechanism, between the driving member 140 and the sleeve.
In addition, the torsion beam body 110 may further include a sliding rail 150 extending along the length direction of the stabilizer bar 120, and the outer wall of the sleeve may be correspondingly provided with a sliding groove in sliding fit with the sliding rail 150, so that the sleeve may move axially along the sliding rail through the sliding groove, and the accuracy of the sleeve movement is ensured. In the embodiment of the present disclosure, referring to fig. 2 and 3, the sliding groove may be formed on the driving element 140, that is, the driving element 140 may slide along the sliding rail 150 while driving the sleeve to move axially, the driving mechanism for driving the sleeve to move is disposed inside the driving element, and the sliding structure capable of moving along the sliding rail 150 is disposed outside the driving element, so that multiple purposes may be achieved, and the vehicle layout space may be saved.
The present disclosure also provides a control system of a rear torsion beam and a vehicle equipped with the same, wherein, referring to fig. 4, the control system may include the rear torsion beam described above, and a controller 200, and the controller 200 may be connected with the driving member 140 through a control circuit, so as to control the control circuit through the controller 200 to further implement the control of the movement of the driving member 140. The control system and vehicle have all of the benefits of the rear twist beam described above and will not be described in detail herein.
Further, according to some embodiments, referring to fig. 4, the control system may further include a commander 300 for external operation, and the commander 300 may be electrically connected to the controller 200, so that a user may control whether the stabilizer bar 120 intervenes in operation through controlling the commander 300. The commander 300 may be provided on an operation panel inside the vehicle to facilitate a user's quick operation.
The preferred embodiments of the present disclosure are described in detail with reference to the accompanying drawings, however, the present disclosure is not limited to the specific details of the above embodiments, and various simple modifications may be made to the technical solution of the present disclosure within the technical idea of the present disclosure, and these simple modifications all belong to the protection scope of the present disclosure.
It should be noted that, in the foregoing embodiments, various features described in the above embodiments may be combined in any suitable manner, and in order to avoid unnecessary repetition, various combinations that are possible in the present disclosure are not described again.
In addition, any combination of various embodiments of the present disclosure may be made, and the same should be considered as the disclosure of the present disclosure, as long as it does not depart from the spirit of the present disclosure.
Claims (10)
1. The rear torsion beam comprises a torsion beam body (110) and a stabilizer bar (120) arranged on the torsion beam body (110), and is characterized in that two ends of the stabilizer bar (120) are fixedly connected with the torsion beam body (110) respectively, and the middle of the stabilizer bar (120) can be selectively connected.
2. The rear torsion beam according to claim 1, wherein the stabilizer bar (120) includes a first rod body (121) and a second rod body (122) spaced apart in a length direction, an end of the first rod body (121) and an end of the second rod body (122) distant from each other are configured as both ends of the stabilizer bar (120), and an end of the first rod body (121) and an end of the second rod body (122) close to each other are selectively connected by a connector (130).
3. The rear torsion beam according to claim 2, wherein the connecting member (130) is configured as a sleeve coaxially fitted over end portions of the first rod (121) and the second rod (122), the sleeve being axially slidably connected to the first rod (121) and the second rod (122).
4. The rear twist beam according to claim 3, wherein said sleeve is axially slidably connected to both said first rod (121) and said second rod (122) by a spline fit.
5. The rear twist beam according to claim 3, further comprising a drive member (140) for driving said bushing in axial movement, an output end of said drive member (140) being fixedly connected to said bushing.
6. The rear twist beam according to claim 5, wherein said drive member (140) is an electric motor.
7. The rear torsion beam according to claim 3, wherein a slide rail (150) extending in a length direction of the stabilizer bar (120) is further provided on the torsion beam body (110), and a slide groove slidably engaged with the slide rail (150) is provided on an outer wall of the sleeve.
8. A rear twist beam control system, comprising a rear twist beam according to any one of claims 1 to 7, and a controller (200), said controller (200) being connected to said drive member (140) via a control circuit.
9. The control system according to claim 8, further comprising a commander (300) for external operation, wherein the commander (300) is electrically connected to the controller (200).
10. A vehicle characterized by comprising the control system of a rear torsion beam according to any one of claims 8 and 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010476470.0A CN111806187A (en) | 2020-05-29 | 2020-05-29 | Rear torsion beam, control system of rear torsion beam and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010476470.0A CN111806187A (en) | 2020-05-29 | 2020-05-29 | Rear torsion beam, control system of rear torsion beam and vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN111806187A true CN111806187A (en) | 2020-10-23 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202010476470.0A Pending CN111806187A (en) | 2020-05-29 | 2020-05-29 | Rear torsion beam, control system of rear torsion beam and vehicle |
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| CN (1) | CN111806187A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114435059A (en) * | 2020-11-06 | 2022-05-06 | 上海汽车集团股份有限公司 | Torsion beam and automobile |
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| KR20070066314A (en) * | 2005-12-21 | 2007-06-27 | 현대모비스 주식회사 | Stabilizer control system |
| US20130307241A1 (en) * | 2012-05-21 | 2013-11-21 | Schaeffler Technologies AG & Co. KG | Stabilizer bar |
| CN204296397U (en) * | 2014-11-18 | 2015-04-29 | 奇瑞汽车股份有限公司 | The automobile rear torsion beam structure that a kind of torsional rigidity is adjustable |
| CN204701413U (en) * | 2015-05-22 | 2015-10-14 | 北京汽车研究总院有限公司 | A kind of Panhard rod assembly and vehicle |
| CN106476560A (en) * | 2016-10-27 | 2017-03-08 | 安徽江淮汽车集团股份有限公司 | One kind can breakaway-element automobile stabilizer bar |
| CN109733152A (en) * | 2019-01-24 | 2019-05-10 | 江苏大学 | One kind can half active lateral stabilizer bar system of breakaway-element automobile and control method |
| CN209756703U (en) * | 2019-02-02 | 2019-12-10 | 北京汽车股份有限公司 | Stabilizer bar assembly for vehicle and vehicle |
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2020
- 2020-05-29 CN CN202010476470.0A patent/CN111806187A/en active Pending
Patent Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR20070066314A (en) * | 2005-12-21 | 2007-06-27 | 현대모비스 주식회사 | Stabilizer control system |
| US20130307241A1 (en) * | 2012-05-21 | 2013-11-21 | Schaeffler Technologies AG & Co. KG | Stabilizer bar |
| CN204296397U (en) * | 2014-11-18 | 2015-04-29 | 奇瑞汽车股份有限公司 | The automobile rear torsion beam structure that a kind of torsional rigidity is adjustable |
| CN204701413U (en) * | 2015-05-22 | 2015-10-14 | 北京汽车研究总院有限公司 | A kind of Panhard rod assembly and vehicle |
| CN106476560A (en) * | 2016-10-27 | 2017-03-08 | 安徽江淮汽车集团股份有限公司 | One kind can breakaway-element automobile stabilizer bar |
| CN109733152A (en) * | 2019-01-24 | 2019-05-10 | 江苏大学 | One kind can half active lateral stabilizer bar system of breakaway-element automobile and control method |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114435059A (en) * | 2020-11-06 | 2022-05-06 | 上海汽车集团股份有限公司 | Torsion beam and automobile |
| CN114435059B (en) * | 2020-11-06 | 2024-03-26 | 上海汽车集团股份有限公司 | Torsion beam and automobile |
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Application publication date: 20201023 |
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