CN211000824U

CN211000824U - Mechanical active suspension mechanism

Info

Publication number: CN211000824U
Application number: CN201921973038.1U
Authority: CN
Inventors: 石海军
Original assignee: Individual
Current assignee: Individual
Priority date: 2019-11-15
Filing date: 2019-11-15
Publication date: 2020-07-14
Anticipated expiration: 2029-11-15
Also published as: WO2021093693A1

Abstract

The utility model discloses a vehicle mechanical type initiative suspension mechanism. The active suspension mainly solves the problems of high price and high later maintenance cost of the current active suspension, and further improves the performance of certain aspects of the active suspension. It features that the damping spring and the upper end of the shock absorber are connected to a worm gear swing arm and then connected to the vehicle body via a worm gear mechanism. The ECU controls the servo motor to drive the worm to rotate, so that the worm gear swing arm and the suspension connected with the worm gear swing arm are driven to generate lifting motion relative to the vehicle body, and the height adjustment of the vehicle suspension is realized. Utilize a lever spare adjustment horizontal double wishbone suspension's upper arm to change too big problem for the fulcrum of automobile body at the wheel inclination of lift in-process to adopt a novel four-bar fork form to indulge and put the swing arm and improve suspension support performance, establish a brake mechanism at anti-roll bar middle part, and combine the anti-roll bar of disconnection with jaw clutch, avoided the shortcoming of anti-roll bar in traditional suspension, make its performance further promotion.

Description

Mechanical active suspension mechanism

Technical Field

The invention relates to a vehicle suspension mechanism, in particular to a mechanical active suspension mechanism.

Background

An ideal vehicle suspension system should do: when the vehicle runs on a bumpy road or a cross-country road, the chassis is required to be higher, and the suspension is required to be softer, so that the trafficability and the comfort of the vehicle are improved; when the vehicle runs on a pavement or a highway at a high speed, the chassis is required to be lower, and the suspension is required to be harder, so that the stability and the controllability of the vehicle are improved. Under the traditional chassis technology, maneuverability and comfort are a pair of natural contradictions, generally only one direction of adjustment is preferred, designers find balance points of the two as far as possible, and in the traditional mechanical suspension, a better solution is provided by the appearance of an anti-tilt rod (also called a transverse stabilizer rod). The anti-roll bar is equivalent to additionally arranging a U-shaped torsion bar spring on the suspension, and when the suspensions on the left side and the right side are compressed or extended simultaneously, the anti-roll bar does not play a role; when the vehicle turns, the outer side suspension is compressed, the inner side suspension is stretched, the anti-roll rod plays a role at the moment, the compression of the outer side suspension and the stretching of the inner side suspension are prevented, so that the side-rolling of the vehicle during turning is reduced, the better comfort of the suspension is kept, and the controllability of the suspension is better improved. However, the existing anti-roll bar has many limitations, when a vehicle runs on a hollow bumpy road surface, the anti-roll bar can reduce the comfort of the vehicle, the stretching of a suspension can be influenced when the vehicle runs off the road, and wheels on one side are easy to suspend, so that the trafficability of the vehicle is influenced. Therefore, an active suspension with high energy, low energy, and soft and hard energy is naturally more popular. At present, active suspension systems with wide application range comprise three types, namely an air suspension, a hydraulic suspension and an electromagnetic suspension.

The air suspension consists of an air spring, an adjustable shock absorber, an air pump and the like, has the capability of adjusting the height of a chassis and changing the hardness of suspension, can be adjusted to the optimal state according to requirements, has good applicability, and is the most applied active suspension form at present. The chassis height is mainly determined by the length of the air spring, so the adjusting range is not large, meanwhile, the structure of the air suspension is more complex, so the air suspension is expensive, the failure rate is higher, the service life is influenced due to overheating of the air pump in the frequent use process, the air spring needs to be replaced generally within 6-8 kilometers, and the later maintenance cost is very high.

Each wheel of the hydraulic suspension is provided with a hydraulic slave cylinder, and the hardness of the suspension is adjusted by adjusting the oil filling amount of an oil cylinder and the size of a damping valve. Compared with an air suspension, the hydraulic suspension is strong in load capacity, small in size and convenient to arrange. The disadvantages are slow response speed, narrow regulation range, and the problem of replacement after a certain kilometer is used, and the hydraulic pump consumes a part of power.

The electromagnetic suspension controls the viscosity of electromagnetic liquid in the shock absorber by adjusting the current so as to change the damping of the electromagnetic suspension, thereby adjusting the hardness of the shock absorber. Its advantages are high reaction speed and safety. But the height of the chassis can not be adjusted, and the hardness of the suspension can only be adjusted through the shock absorber, so that the suspension is a semi-active suspension.

The current active suspension system is only used on some luxury vehicles due to the factors of high cost and low cost performance. Therefore, a suspension system which is low in price, durable and low in later maintenance cost and can meet various functional requirements of an active suspension is urgently needed to meet the consumption requirements of the public.

Disclosure of Invention

The invention aims to solve the problems that the conventional active suspension system is high in price, not durable in structure and high in later maintenance cost, and suspension parameter changes and the U-shaped anti-roll bar function is rigid and single due to chassis height adjustment.

In order to solve the problems, the invention provides a mechanical active suspension mechanism, wherein a support spring and the upper end of a shock absorber in a suspension are connected with one end of a worm gear swing arm, the swing arm is connected with a worm gear into a whole, the other end of the worm gear swing arm is hinged with a vehicle body, the worm gear swing arm keeps a certain position relation with the vehicle body through a worm mechanism in matching connection with the worm gear, and a servo motor controlled by an ECU drives a worm to rotate through a speed reducing mechanism to drive the worm gear swing arm to swing up and down, so that the suspension swing arm swings together, and the height adjustment of a vehicle chassis is realized.

In the current commonly used transverse unequal-length double-wishbone suspension, an upper wishbone is connected with a vehicle body at the connecting end through a lever part, the middle supporting point of the lever part is connected with the vehicle body, one end close to the vehicle body is connected with the upper wishbone, the outer end of the lever part is connected with a worm gear swing arm through a connecting rod, when the suspension swing arm is in a horizontal position, the lever part is also in the horizontal position, when the worm gear swing arm swings to adjust the height of a chassis, the lever part rotates along with the upper wishbone, the upper wishbone is pushed to the outer side for a certain position on the basis of the horizontal position, the change of the camber angle caused by the adjustment of the height of the suspension is.

In the longitudinal arrangement of the worm gear swing arm, the front suspension adopts a longitudinally-arranged, equal-length and double-four-rod fork-shaped swing arm, and the basic structure of the four-rod fork-shaped swing arm is that one ends of the front two rods are connected into a fork shape, the other ends of the two rods are connected with a vehicle body to form a triangular structure, one ends of the rear two rods are connected into a fork shape and connected with a steering knuckle, and the other ends of the two rods are connected with the fork-shaped structure formed by the front two rods to form a second triangular structure. Due to the parallelogram principle of double longitudinal arms with equal length, parameters such as camber angle, caster angle, wheel track and the like of the front wheel are always kept unchanged during the height adjustment of the suspension; the four-bar fork-shaped swing arm enables the suspension to have good support performance in the transverse direction or the longitudinal direction. The rear suspension adopts a longitudinally-arranged single-four-rod fork-shaped swing arm, the basic structure of the four-rod fork-shaped swing arm is that four rods are connected into two forks and are arranged up and down, two cross ends are connected into a whole by a wheel axle seat, and the connecting end of a vehicle body is combined into one end to form the single swing arm. The swing arm has good support performance in the transverse direction and the longitudinal direction as an independent rear suspension swing arm, and the track and the inclination angle cannot be changed when the height of the suspension is adjusted.

A brake mechanism consisting of a brake disc and brake calipers is arranged in the middle of a U-shaped anti-roll bar in a suspension, the brake disc is fixedly connected with the anti-roll bar, the brake calipers are connected with a vehicle body, and the brake disc is loosened and clamped under the control of an ECU. When the vehicle brakes, the brake disc is clamped, and the anti-roll rod can be used for reducing the vehicle braking nodding action; when the vehicle runs at high speed, the brake disc is clamped, so that the suspension is hardened, and the road surface feedback performance of the vehicle is enhanced.

The U-shaped anti-roll bar which is divided into a left part and a right part from the middle is combined together by a jaw clutch, one half of the clutch is connected with a brake wheel disc into a whole and fixedly connected with an anti-roll bar at one side, the other half of the clutch and the anti-roll bar at the other side are connected by a spline and can slide left and right, the clutch is separated under the action of a separating mechanism, the tooth shape of the clutch adopts rectangular teeth, the top end of the teeth is chamfered into an inclined surface, the movable half-side clutch is pressed to the other half of the clutch by a compression spring, and after the separating mechanism is loosened, the clutch is automatically combined under the action of the spring. When the vehicle runs on bumpy and dimpled roads or off-road roads, the clutch is separated, the anti-roll bar fails, and the comfort and the trafficability of the vehicle are not influenced.

The surface of the brake disc in the middle of the anti-roll bar is a concave-convex surface with a certain tooth shape, so that the brake disc cannot slide when being clamped. The brake disc can adopt a fan-shaped structure to reduce the volume.

The invention has the beneficial effects that:

(1) the invention adopts the technical scheme that on the basis of the traditional spiral spring type suspension, a worm gear mechanism is utilized to drive a worm gear swing arm for supporting a damping spring to swing up and down to realize the height adjustment of the suspension, and the suspension is of a pure mechanical structure, so that the suspension is more stable and durable than an air suspension, has longer service life and can be used for the whole life, and the manufacturing cost of the traditional mechanical components such as the spiral spring, the worm gear and the like is lower.

(2) The lifting height of the chassis depends on the length and the swing angle of a worm gear swing arm connected with a spiral spring, and is independent of the height of the spring. Compared with an air suspension, the suspension chassis has a larger lifting range, and can be freely switched between the height of the chassis of the off-road vehicle and the height of the chassis of the sports vehicle.

(3) The invention adopts the servo motor as the driving unit, and compared with an air pump and a hydraulic pump in an air suspension and a hydraulic suspension, the servo motor has the advantages of mature technology, simple structure, quicker response and more accurate control.

(4) The worm gear mechanism adopted in the invention has good self-locking characteristic, the servo motor only applies work when the suspension needs to be adjusted, and does not need to apply work after the suspension is adjusted in place, so that the suspension system consumes less energy.

(5) The invention utilizes a lever component to adjust the connecting position of one fork arm in the double-fork-arm suspension relative to the vehicle body, thereby solving the problem that the inclination angle of the wheel is greatly changed when the double-fork-arm suspension is adjusted in a large range.

(6) The servo motor driving mechanism and the encoder of the servo motor can enable a traveling computer to master the height position of each suspension, thereby accurately judging the posture of the vehicle body and reducing the number of sensors. In turning and braking of a vehicle, an air suspension, a hydraulic suspension and an electromagnetic suspension are all used for reducing rolling during turning of a vehicle body and nodding during braking by improving the rigidity of a spring or a shock absorber. The invention can raise the outer side suspension and lower the inner side suspension according to the data of each sensor when the vehicle turns; when the vehicle is braked, the two front wheel suspensions are lifted, so that camber when the vehicle turns and nodding action when the vehicle is braked are completely counteracted, and the vehicle body is more stable and comfortable.

(7) The longitudinally-arranged four-rod fork-shaped swing arm can meet the requirement of large-range height adjustment of the suspension without changing the wheel track and the inclination angle, has better supporting performance in the longitudinal direction and the transverse direction, and also provides larger space for an engine cabin.

(8) The invention utilizes the torsion bar spring principle of the U-shaped anti-roll bar to improve the braking stability of the vehicle, change the hardness of the suspension, improve the performance of the vehicle and have low cost.

(9) The anti-roll bar is simple and convenient to disconnect, simple and durable in structure, avoids the defects of the anti-roll bar and enables the performance of the anti-roll bar to be more excellent.

Compare with current initiative suspension system, the utility model discloses a mechanical type initiative suspension mechanism, the structure is more stable durable, and the cost is lower, and control is more accurate, and the function is also more comprehensive.

Drawings

FIG. 1 is a three-dimensional schematic diagram of a transversely mounted variable length dual yoke suspension in accordance with the present invention.

Fig. 2 is a three-dimensional schematic diagram of the structure of one embodiment of the equal-length double-four-bar fork type longitudinal arm front suspension implemented according to the invention.

Figure 3 is a three-dimensional schematic diagram of one embodiment of a four-bar wishbone single trailing arm rear suspension implemented in accordance with the present invention.

Fig. 4 is a schematic diagram of an embodiment of a structure of a four-bar fork type swing arm part of a longitudinally-arranged front suspension implemented according to the invention.

Fig. 5 is a three-dimensional schematic diagram of one embodiment of a four-bar fork swing arm employed by a longitudinally mounted rear suspension in accordance with the present invention.

Fig. 6 is a three-dimensional schematic diagram of the structure of one embodiment of the middle brake and clutch component of the anti-roll bar implemented according to the invention.

FIG. 7 is a three-dimensional schematic diagram of an anti-roll bar clutch embodiment in a disengaged state, implemented in accordance with the present invention.

Fig. 8 is a schematic diagram of the change of position of the lever member in accordance with the swing up and down of the swing arm of the worm gear according to the present invention.

Reference numbers for parts in the drawings: 1. a frame; 2. a lower yoke; 3. a knuckle; 4. an upper yoke; 5. a damping spring; 6.

a shock absorber; 7. a worm gear swing arm; 8. a worm; 9. a servo motor; 10. a reduction pinion gear; 11. a deceleration gearwheel; 12. a lever member; 13. a connecting rod; 14. a left anti-roll bar; 15. a right anti-roll bar; 16. the anti-roll bar is a pull rod; 17. a brake disc; 18 a clutch; 19. a compression spring; 20. the clutch separates the shift fork; 21. a brake caliper; 22. a four-rod fork-shaped lower swing arm of the front suspension; 23. a four-bar fork-shaped upper swing arm of the front suspension; 24. a four-rod fork-shaped swing arm of the rear suspension; 25. a pull wire;

Detailed Description

Exemplary embodiments of the present invention will be described below with reference to the accompanying drawings. Like reference numerals denote like parts throughout the specification, and like parts in the bilaterally symmetric mechanism will be omitted from repetitive reference numerals and descriptions. The drawings are only for the purpose of better illustrating the concepts of the invention and the understanding of the concepts of the invention is not limited to the drawings.

1. And adjusting the height of the suspension.

As shown in fig. 1 and 2, fig. 1 is an embodiment of a front suspension with unequal length double wishbone, and fig. 2 is an embodiment of a front suspension with longitudinal equal length double wishbone. The damping spring 5 and the upper end of the shock absorber 6 are connected with a worm wheel swing arm 7, the other end of the worm wheel swing arm 7 is hinged with the frame 1, and the worm wheel only takes one part of the worm wheel because the rotation amplitude of the worm wheel is not required to be large. The worm 8 is connected to the frame 1, and the worm gear and worm mechanism has good self-locking property when the torque is transmitted from the worm gear to the worm, so that the worm gear swing arm is equivalent to a fixing mechanism of the frame at the moment. When the ECU controls the servo motor 9 to rotate, power is transmitted to the worm 8 through the reduction pinion 10 and the reduction gear wheel 11, the worm 8 rotates to drive the worm wheel swing arm 7 to swing up and down, and the worm wheel swing arm 7 drives the whole suspension to swing up and down through the shock absorber 6 and the damping spring 5, so that the height adjustment of the suspension is realized.

2. And compensating the wheel inclination angle of the transversely-arranged double-wishbone suspension with unequal length.

The existing double-wishbone suspension is basically an unequal-length double-wishbone mechanism with the length from bottom to top, when the upper swing arm and the lower swing arm are both in a horizontal position, the camber angle of the wheel at the moment is a normal value, and because the upper swing arm is shorter than the lower swing arm, when the suspension swings upwards or downwards again, the upper end of the wheel can tilt inwards, so that the camber angle of the wheel is changed.

As shown in figures 1 and 8, in the invention, one end of the upper fork arm 4 close to the center of the vehicle frame is connected with one end of a lever member 12, the middle fulcrum of the lever member 12 is connected with the vehicle frame 1, the other end of the lever member 12 is connected with a connecting rod 13, the connecting rod 13 is connected with a worm gear swing arm 7, when the upper fork arm 2 and the lower fork arm 4 are in a horizontal position, the lever member 12 is also in the horizontal position, the connecting end of the lever member 12 and the upper fork arm 4 is in one end close to the center of the vehicle frame, and the camber angle of the wheel is a. When the worm gear swing arm 7 swings up and down to adjust the height of the suspension, the connecting rod 13 drives the lever part 12 to rotate at a certain position, and the lever part 12 can push the upper fork arm 4 outwards for a certain distance to compensate the angle of the upper end of the wheel, which inclines inwards. By selecting proper parameters of the connecting positions of the lever member and the worm gear swing arm with the connecting rod, the camber angle of the wheel can be always in an allowable range within the height adjusting range of the suspension.

3. A swing arm structure of a longitudinally-arranged equal-length double-four-rod fork-shaped front suspension.

The equal-length double-swing-arm front suspension has the advantages that parameters such as the inclination angle and the wheel track of wheels are always kept unchanged in the suspension height adjustment process due to the parallelogram principle, and a larger engine compartment space can be left compared with a transverse double-fork-arm suspension, so that the equal-length double-swing-arm front suspension is more suitable for an adjustable suspension. Because of the influence of the steering of the front wheel, the invention adopts a double four-rod fork-shaped swing arm.

Fig. 2 is a three-dimensional schematic diagram of an embodiment of an isometric four-bar fork double-trailing-arm front suspension implemented by the invention, as shown in fig. 2 and 4. The principle of adjusting the height of the suspension is the same as that of adjusting the height of the suspension shown in fig. 1. Fig. 4 is a structural schematic diagram of an embodiment of the front double four-bar fork-shaped swing arm. In fig. 4, the rod a and the rod b are crossed into a fork shape and can form a triangular structure with the frame 1, the rod c and the rod d are crossed into a fork shape and are connected with the fork shape formed by the rod a and the rod b into a whole to form a second triangular structure, and the structure enables the frame to have good supporting performance in the transverse direction and the longitudinal direction.

4. A swing arm structure of a longitudinally-arranged four-rod fork-shaped rear suspension.

As shown in fig. 3 and 5, in fig. 5, the rod a and the rod b are connected into a fork shape, the rod c and the rod d are connected into a fork shape and are arranged up and down, the crossed ends are connected into a whole by the axle seat e part, and the upper and lower two forks at the other end are connected into one end to form a single-fork arm structure. The swing arm with the structure is used as an independent rear suspension swing arm, so that the height of the suspension can be adjusted conveniently, and the suspension has good supporting performance in the longitudinal direction or the transverse direction.

5. The control and separation of the anti-roll bar are combined.

As shown in fig. 6 and 7, the brake disc 17 combined with one half of the clutch is fixedly coupled with the left anti-roll bar 14, the brake caliper 21 is coupled with the frame 1, and the other half of the clutch 18 is splined with the right anti-roll bar 15 and can move along the axial direction of the splines. When the pull wire 25 is loosened, the clutch 18 is pressed to the left side under the action of the compression spring 19, the clutch is combined, and the left anti-roll rod 14 and the right anti-roll rod 15 are equivalent to a complete anti-roll rod, so that the automobile has better turning anti-roll capability while keeping a comfortable and softer suspension. When the automobile is braked, the brake caliper 21 clamps the brake disc 17, which is equivalent to adding a torsion bar spring to the front suspension to harden the suspension, thereby reducing the braking nodding action of the automobile. When the automobile moves at a high speed, the clamping brake disc 17 can enable the suspension to be hardened, so that the vehicle maneuverability and the road feedback capacity are improved.

When the vehicle is travelling on jolting and pothole road surface, the anti-roll bar can influence the travelling comfort of the vehicle, and the anti-roll bar can limit the stretching of the suspension when travelling on off-road surface, so that the wheels are suspended easily, and the trafficability characteristic is influenced. At this time, the clutch 18 can be shifted to the right by only tightening the pull wire 25 and the clutch release fork 20, so that the left and right anti-roll bars are disconnected, as shown in fig. 7.

When the vehicle runs to a flat road surface, the pull wire 25 is released, and the clutch is restored to the combined state under the action of the compression spring 19. The chamfer of the clutch crest can ensure that the clutch crest enters the correct combination position.

6. Active control of the suspension.

Each suspension is controlled by an independent servo motor, so that the outer side suspension can be adjusted to rise when a vehicle turns, the inner side suspension can be adjusted to fall, the heights of the front and rear suspensions can be adjusted at high speed, and the encoder of the servo motor can feed back the positions of the worm gear swing arms in real time, thereby being very convenient for a traveling computer to control the postures of the suspensions.

The above description is only an example of the present invention, and therefore, the scope of the present invention should not be limited thereto.

Claims

1. A mechanical active suspension mechanism, characterized by: the upper ends of a damping spring and a shock absorber in an automobile suspension are connected with one end of a worm wheel swing arm which is formed by combining a swing arm and a worm wheel into a whole, the other end of the worm wheel swing arm is hinged with an automobile body, the worm wheel swing arm is fixed with the automobile body in a position keeping manner through a worm mechanism matched with the worm wheel of the worm wheel swing arm, and a servo motor controlled by an ECU drives a worm to rotate through a speed reducing mechanism to drive the worm wheel swing arm to swing up and; the worm swing arm in the suspension can be transversely, obliquely or longitudinally arranged, in the transverse unequal-length double-fork-arm suspension, the connecting end of the upper fork arm and the vehicle body is connected with the vehicle body through a lever piece, the middle supporting point of the lever piece is connected with the vehicle body, one end of the lever piece is connected with the upper fork arm, and the other end of the lever piece is connected with the worm swing arm through a connecting rod; when the worm gear swing arm is longitudinally arranged, the front suspension adopts a longitudinally-arranged, equal-length and double-four-rod fork-shaped swing arm structure, and the rear suspension adopts a longitudinally-arranged single-four-rod fork-shaped swing arm structure.

2. A mechanically active suspension mechanism according to claim 1 wherein: in the transversely-arranged double-wishbone suspension with unequal length, the mounting position of a lever member is that when the lever member is in a horizontal position, an upper swing arm and a lower swing arm of the suspension are also in a horizontal position, the connecting point of the lever member and the upper swing arm is positioned at the inner end close to the center of a frame, and the connecting point of the lever member and a connecting rod is positioned at the outer end.

3. A mechanically active suspension mechanism according to claim 1 wherein: in the longitudinally-arranged swing arm front suspension, a four-rod fork-shaped swing arm has a basic structure that one ends of the front two rods are connected into a fork shape, and the other ends of the front two rods are connected with a vehicle body to form a triangular structure; one end of the rear two rods is connected into a fork shape and is connected with the steering knuckle, and the other ends of the two rods are connected with the fork-shaped structure formed by the front two rods to form a second triangular structure.

4. A mechanically active suspension mechanism according to claim 1 wherein: in the longitudinally-arranged swing arm rear suspension, the four-rod fork-shaped swing arm has the basic structure that four rods are connected into two forks and are arranged up and down, two cross ends are connected into a whole by a wheel axle seat, and the other ends of the two forks are combined together to form a single swing arm.

5. A mechanical active suspension mechanism, characterized by: a brake mechanism consisting of a brake disc and brake calipers is arranged in the middle of a U-shaped anti-roll bar in a suspension, the brake disc is fixedly connected with the anti-roll bar, the brake calipers are connected with a vehicle body, and the brake calipers finish loosening and clamping actions on the brake disc under the control of an ECU.

6. A mechanically active suspension mechanism according to claim 5 wherein: the U-shaped anti-roll bar is divided into a left part and a right part from the middle brake disc, and then the left part and the right part are combined together by a jaw clutch, and one half of the clutch is connected with the brake disc into a whole and fixedly connected with the anti-roll bar at one side; the other half of the clutch is connected with the anti-roll bar on the other side by a spline and can slide left and right, and the clutch is separated under the action of the clutch separating mechanism.

7. A mechanically active suspension mechanism according to claim 5 wherein: the tooth shape of the jaw clutch connecting the brake disc and the anti-roll bar adopts rectangular teeth or trapezoidal teeth, the top end of the tooth is chamfered into an inclined plane, the movable half clutch is pressed to the other half clutch by a compression spring, and the clutches are automatically combined under the action of the spring after the separating mechanism is loosened.

8. A mechanically active suspension mechanism according to claim 5 wherein: the surface of the brake disc in the middle of the anti-roll bar is a concave-convex surface with a certain tooth shape.