CN111422021B - An automotive suspension system with both anti-roll and off-road performance - Google Patents
An automotive suspension system with both anti-roll and off-road performance Download PDFInfo
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- CN111422021B CN111422021B CN202010288985.8A CN202010288985A CN111422021B CN 111422021 B CN111422021 B CN 111422021B CN 202010288985 A CN202010288985 A CN 202010288985A CN 111422021 B CN111422021 B CN 111422021B
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- 239000000725 suspension Substances 0.000 title claims abstract description 53
- 239000003381 stabilizer Substances 0.000 claims abstract description 126
- 230000006641 stabilisation Effects 0.000 claims abstract 10
- 238000011105 stabilization Methods 0.000 claims abstract 10
- 230000000087 stabilizing effect Effects 0.000 claims description 27
- 238000007789 sealing Methods 0.000 claims description 10
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- 238000005452 bending Methods 0.000 claims description 4
- 230000008859 change Effects 0.000 abstract description 15
- 239000003921 oil Substances 0.000 description 45
- 230000000694 effects Effects 0.000 description 6
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- 230000006835 compression Effects 0.000 description 5
- 238000007906 compression Methods 0.000 description 5
- 239000010720 hydraulic oil Substances 0.000 description 5
- 238000004088 simulation Methods 0.000 description 5
- 238000005096 rolling process Methods 0.000 description 4
- 230000009471 action Effects 0.000 description 3
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- 239000012530 fluid Substances 0.000 description 3
- 239000007788 liquid Substances 0.000 description 3
- 238000005381 potential energy Methods 0.000 description 3
- 230000004044 response Effects 0.000 description 3
- 230000035939 shock Effects 0.000 description 3
- 238000010521 absorption reaction Methods 0.000 description 2
- 230000033228 biological regulation Effects 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 238000004146 energy storage Methods 0.000 description 2
- 230000006872 improvement Effects 0.000 description 2
- 238000009434 installation Methods 0.000 description 2
- 238000000034 method Methods 0.000 description 2
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- 241000270295 Serpentes Species 0.000 description 1
- 230000001133 acceleration Effects 0.000 description 1
- WYTGDNHDOZPMIW-RCBQFDQVSA-N alstonine Natural products C1=CC2=C3C=CC=CC3=NC2=C2N1C[C@H]1[C@H](C)OC=C(C(=O)OC)[C@H]1C2 WYTGDNHDOZPMIW-RCBQFDQVSA-N 0.000 description 1
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Classifications
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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
- B60G21/06—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 fluid
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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
- B60G21/055—Stabiliser bars
- B60G21/0551—Mounting means therefor
- B60G21/0553—Mounting means therefor adjustable
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
- B60G2204/80—Interactive suspensions; arrangement affecting more than one suspension unit
- B60G2204/83—Type of interconnection
- B60G2204/8304—Type of interconnection using a fluid
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
- B60G2204/80—Interactive suspensions; arrangement affecting more than one suspension unit
- B60G2204/83—Type of interconnection
- B60G2204/8306—Permanent; Continuous
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
本发明涉及一种汽车悬架系统，至少包括第一稳定单元、第二稳定单元和液压调节单元，第一稳定单元至少包括第一液压缸和设置于第一液压缸两端的第一稳定杆和第二稳定杆，第二稳定单元至少包括第二液压缸和设置于第二液压缸两端的第三稳定杆和第四稳定杆，液压调节单元至少包括设置于第一稳定单元和第二稳定单元之间的油管和至少两个非同侧的蓄能器，在车辆行驶的情况下，第一稳定杆、第二稳定杆、第三稳定杆和/或第四稳定杆分别基于车轮施加的力来动态调节第一液压缸和/或第二液压缸的液压变化从而形成第一液压缸和第二液压缸之间的液压差，至少一个蓄能器以吸收/释放第一液压缸和第二液压缸之间的液压差的方式动态调节至少一个车轮的受力状态。
The invention relates to an automobile suspension system, which at least includes a first stabilization unit, a second stabilization unit and a hydraulic adjustment unit. The first stabilization unit at least includes a first hydraulic cylinder and a first stabilizer bar arranged at both ends of the first hydraulic cylinder and The second stabilizer bar, the second stabilizer unit at least includes a second hydraulic cylinder, a third stabilizer bar and a fourth stabilizer bar disposed at both ends of the second hydraulic cylinder, and the hydraulic adjustment unit at least includes a first stabilizer unit and a second stabilizer unit. Between the oil pipe and the at least two accumulators not on the same side, the first stabilizer bar, the second stabilizer bar, the third stabilizer bar and/or the fourth stabilizer bar are respectively based on the forces exerted by the wheels when the vehicle is running to dynamically adjust the hydraulic pressure change of the first hydraulic cylinder and/or the second hydraulic cylinder to form a hydraulic pressure difference between the first hydraulic cylinder and the second hydraulic cylinder, and at least one accumulator to absorb/release the first hydraulic cylinder and the second hydraulic cylinder The force state of the at least one wheel is dynamically adjusted by means of a hydraulic pressure difference between the hydraulic cylinders.
Description
Technical Field
The invention relates to the technical field of vehicle adjustment, in particular to an automobile suspension system with anti-roll and off-road performances.
Background
In the parameter tuning of the vehicle suspension, the anti-roll performance and the off-road performance are in an opposite relationship, which means that if tuning is biased to one of the performances, the other performance is inevitably sacrificed. The addition of a conventional stabilizer bar can improve the anti-roll performance of the vehicle, but when the vehicle is running off-road, the stroke of the suspension is limited due to the stabilizer bar, resulting in a reduction in the off-road performance of the vehicle. In order to solve the contradiction, the transverse stabilizer bar can be manually removed and installed according to different road conditions, or the connection and disconnection of the transverse stabilizer bar can be controlled through electronic equipment. The manual operation is undoubtedly very cumbersome, while the reliability of the electronic control is not as high as with purely mechanical constructions.
For example, chinese patent CN106476561A discloses an anti-roll stabilizing device for an automobile, comprising: the first hydraulic cylinder and the second hydraulic cylinder are respectively used for being arranged on the inner side of the left wheel and the inner side of the right wheel; one of the push rod and the bottom end of the first hydraulic cylinder is connected with the sprung mass, and the other one of the push rod and the bottom end of the first hydraulic cylinder is connected with the unsprung mass; one of the push rod and the bottom end of the second hydraulic cylinder is connected with the sprung mass, and the other one of the push rod and the bottom end of the second hydraulic cylinder is connected with the unsprung mass; the device further comprises: first oil gas room and second oil gas room, the lower part of first oil gas room and second oil gas room is hydraulic oil, upper portion is compressed gas. When the jumping amplitudes of the left wheel and the right wheel are inconsistent, the push rods in the first hydraulic cylinder and the second hydraulic cylinder apply forces in different directions to the vehicle body, and the forces in different directions generate a moment resisting the vehicle body to roll, so that the vehicle body is prevented from further rolling. The anti-roll stabilizing device for the automobile only considers the anti-roll stabilizing effect and neglects the performance of the anti-roll stabilizing device in the off-road aspect. In particular, the hydraulic cylinder is arranged longitudinally, which requires a large installation space, so that the chassis is low when the automobile is off-road, and the off-road performance of the automobile is not improved.
For example, chinese patent CN1325799A discloses a regenerative suspension system for an off-road vehicle, the suspension system comprising a hydraulic cylinder having a piston defining a piston head chamber and a piston rod chamber within the cylinder, the hydraulic circuit including; a first node; a second node connected to said piston head chamber; a first control valve having an inlet for connection to a pump supply line of said vehicle and having an outlet coupled to said first junction; a control valve assembly coupling said first junction to a tank return line of said vehicle; an accumulator connected to said first node; a first check valve coupling the first node to the second node, wherein fluid flows only in a direction from the first node to the second node; a first orifice connected in parallel with said first check valve; a second check valve coupling said piston head chamber to said piston rod chamber, wherein fluid flows only in a direction from said piston head chamber to said piston rod chamber; and a second orifice connected in parallel with the second check valve. This patent achieves shock absorption by utilizing an accumulator connected to the first node and two valve sub-circuits. This patent is not purely mechanical, typically with an electronic control unit controlling the hydraulic cylinders and performing a shock absorbing function, which is not capable of performing an anti-toppling function significantly.
Furthermore, most of the dynamic adjustment suspension systems on the market at present adopt hydraulic cylinders which are longitudinally arranged, and a large installation space is needed, so that the shock absorption suspension can be seen only on hard-style off-road vehicles at present and can not be seen almost on cars and urban SUVs. Thus, the prior art is not aware of a vehicle suspension system that can accommodate the adjustment of the stabilizer bar in a self-adaptive manner to the road surface without requiring energy input, particularly a suspension system that can dynamically adjust roll and off-road performance.
Furthermore, on the one hand, due to the differences in understanding to the person skilled in the art; on the other hand, since the inventor has studied a lot of documents and patents when making the present invention, but the space is not limited to the details and contents listed in the above, however, the present invention is by no means free of the features of the prior art, but the present invention has been provided with all the features of the prior art, and the applicant reserves the right to increase the related prior art in the background.
Disclosure of Invention
In view of the defects of the prior art, the invention provides an automobile suspension system, which at least comprises a first stabilizing unit, a second stabilizing unit and a hydraulic pressure adjusting unit, wherein the first stabilizing unit at least comprises a first hydraulic cylinder, a first stabilizer bar and a second stabilizer bar which are arranged at two ends of the first hydraulic cylinder, the second stabilizing unit at least comprises a second hydraulic cylinder, a third stabilizer bar and a fourth stabilizer bar which are arranged at two ends of the second hydraulic cylinder, the hydraulic pressure adjusting unit at least comprises an oil pipe arranged between the first stabilizing unit and the second stabilizing unit and at least two non-same-side energy accumulators, the first stabilizer bar, the second stabilizer bar, the third stabilizer bar and/or the fourth stabilizer bar dynamically adjust the hydraulic pressure change of the first hydraulic cylinder and/or the second hydraulic cylinder based on the force exerted by wheels respectively so as to form the hydraulic pressure difference between the first hydraulic cylinder and the second hydraulic cylinder under the condition that a vehicle runs, the at least one accumulator dynamically adjusts the stress state of at least one wheel in a manner of absorbing/releasing the hydraulic pressure difference between the first hydraulic cylinder and the second hydraulic cylinder. The prior art can not realize the anti-roll and off-road performance by a pure mechanical mode and simultaneously give consideration to the anti-roll and off-road performance. The invention realizes the technical effect of mutually influencing the stress state based on the stress of the wheels by the design of the transverse hydraulic cylinder which is completely opposite to the hydraulic cylinder arranged longitudinally in the prior art, so that the suspension system has better anti-roll effect when the vehicle turns, and the vehicle can bear larger bumping amplitude and the wheels can not be suspended in the air in the off-road process.
The existing hydraulic cylinder is arranged vertically, and the stress state of the wheels cannot be reversely adjusted based on the force applied by the wheels. The first stabilizer bar and the second stabilizer bar are connected in a relative rotation manner through one end of the first hydraulic cylinder arranged in a horizontal manner and in the first hydraulic cylinder, and the third stabilizer bar and the fourth stabilizer bar are connected in a relative rotation manner through one end of the second hydraulic cylinder arranged in a horizontal manner and in the second hydraulic cylinder. The hydraulic cylinder is arranged horizontally, so that not only can the height space be saved, but also the wheels can be more conveniently connected with the rotary piston of the hydraulic cylinder, and the mutual influence of the stress state of the wheels and the hydraulic change of the hydraulic cylinder is realized.
At least one first rotary piston which is in sealing contact with the inner wall of the first hydraulic cylinder and can move is fixed at one end of the first stabilizer bar, at least one second rotary piston which is in sealing contact with the inner wall of the first hydraulic cylinder and can move is fixed at one end of the second stabilizer bar, at least one third rotary piston which is in sealing contact with the inner wall of the second hydraulic cylinder and can move is fixed at one end of the third stabilizer bar, at least one fourth rotary piston which is in sealing contact with the inner wall of the second hydraulic cylinder and can move is fixed at one end of the fourth stabilizer bar, wherein the one end of the fourth stabilizer bar is located in the second hydraulic cylinder. The setting of rotary piston can influence and change the hydraulic pressure in the suspension system through the wheel stress state that the stabilizer bar is connected to influence the wheel stress state of opposite side through hydraulic dynamic adjustment, reduce the influence of the heeling force, the resistance that the vehicle received, strengthen the equilibrium of vehicle.
The prior art can not adjust the stress state of the wheel through pure machinery. The hydraulic adjusting unit at least comprises a first oil pipe, a first energy accumulator connected with the first oil pipe, a second oil pipe and a second energy accumulator connected with the second oil pipe, the first oil pipe is connected between the first end of the first hydraulic cylinder and the first end of the second hydraulic cylinder, the second oil pipe is connected between the second end of the first hydraulic cylinder and the second end of the second hydraulic cylinder, and therefore the first energy accumulator and the second energy accumulator are arranged on the same side. The energy accumulator can effectively absorb or release hydraulic energy changed by hydraulic pressure, and the adjustment of the stress state of the wheel is realized by adjusting the hydraulic pressure difference.
Preferably, the first hydraulic cylinder is dynamically partitioned into at least two cavities by a first rotary piston and a second rotary piston in a dynamic movement manner, the second hydraulic cylinder is dynamically partitioned into at least two cavities by a third rotary piston and a fourth rotary piston in a dynamic movement manner, and the number of the cavities in the hydraulic cylinder may be two, three or more.
The first oil pipe provided with the first energy accumulator is arranged between the first cavity of the first hydraulic cylinder and the third cavity of the second hydraulic cylinder in a mode of deviating from the center of the hydraulic cylinder, and the second oil pipe provided with the second energy accumulator is arranged between the non-first cavity of the first hydraulic cylinder and the non-third cavity of the second hydraulic cylinder in a mode of deviating from the center of the hydraulic cylinder. The cavity body at the same geometric position is connected, and the correlation of hydraulic change of wheels at the same side is realized, so that the wheels are mutually influenced through hydraulic change, and the dynamic adjustment and balance of the whole vehicle are facilitated.
Preferably, in the longitudinal direction, the position of the first cavity of the first hydraulic cylinder is higher than the horizontal central axis of the first hydraulic cylinder, and the position of the third cavity of the second hydraulic cylinder is higher than the horizontal central axis of the second hydraulic cylinder.
Preferably, one end of the first stabilizer bar connected with the first hydraulic cylinder is provided with a first bushing; one end of the second stabilizer bar connected with the first hydraulic cylinder is provided with a second bushing; one end of the third stabilizer bar connected with the second hydraulic cylinder is provided with a third bushing; and a fourth bushing is arranged at one end of the fourth stabilizer bar connected with the second hydraulic cylinder. The setting of bush is favorable to avoiding the friction and the collision of stabilizer bar, increase of service life.
Preferably, in the event of a vehicle cornering, the at least one accumulator on the at least one oil line absorbs hydraulic energy in the oil line and the at least one accumulator on the at least one oil line releases hydraulic energy in the oil line.
Preferably, the first stabilizer bar and the second stabilizer bar are relatively oppositely hinged, and the third stabilizer bar and the fourth stabilizer bar are relatively oppositely hinged. The hinge joint is beneficial to the free rotation of the rotary piston and can more sensitively reflect the change of the stress state of the wheel.
Preferably, the first stabilizer bar, the second stabilizer bar, the third stabilizer bar and/or the fourth stabilizer bar are in a zigzag bending structure, one end of the zigzag bending structure is connected with the wheel, and the other end of the zigzag bending structure is connected with the first hydraulic cylinder or the second hydraulic cylinder.
The invention can effectively prevent the side-tipping through the purely mechanical connection, also has better off-road performance and better wheel balance.
Drawings
FIG. 1 is a schematic structural view of an automotive suspension system of the present invention;
FIG. 2 is an enlarged, fragmentary, schematic structural view of the automotive suspension system of the present invention;
FIG. 3 is a schematic view of the anti-roll principle of the present invention;
FIG. 4 is a schematic illustration of the principle of the off-road performance of the present invention;
FIG. 5 is a schematic representation of steering wheel angle over time;
FIG. 6 is a graphical representation of amplitude over time;
FIG. 7 is a graphical representation of the change in roll angle of the present invention; and
FIG. 8 is a graphical representation of the vertical load profile of a prior art four wheel suspension system in accordance with the present invention.
List of reference numerals
101: first stabilizer bar, 102: first bushing, 103: first hydraulic cylinder, 104: second bushing, 105: second stabilizer bar, 106: first accumulator, 107: first oil pipe, 108: third stabilizer bar, 109: fourth bushing, 110: second hydraulic cylinder, 111: third bushing, 112: fourth stabilizer bar, 113: second accumulator, 114: second oil pipe, 115: first rotary piston, 116: a second rotary piston.
Detailed Description
The following detailed description is made with reference to fig. 1 to 8 of the drawings.
The automobile suspension system with the anti-tilting and anti-off-road performances can also be called a dynamically adjusted automobile suspension system, a stable automobile suspension, a dynamically adjusted hydraulic circuit system and the like.
As shown in fig. 1, the automotive suspension system with both anti-roll and anti-off-road performance of the present invention includes a first stabilizing unit and a second stabilizing unit, wherein the first stabilizing unit and the second stabilizing unit are connected through a hydraulic pressure adjusting unit composed of an oil pipe and at least one accumulator. The first stabilizing unit and the second stabilizing unit do not contain an electronic control device. The first stabilizing unit is arranged between the front wheels of the vehicle, and the second stabilizing unit is arranged between the rear wheels of the vehicle.
As shown in fig. 2, the first stabilizing unit includes a first stabilizer bar 101, a second stabilizer bar 105, and a first hydraulic cylinder 103 disposed in a landscape configuration. The first stabilizer bar 101 and the second stabilizer bar 105 are respectively bent in a zigzag shape, one end of which is rotatably connected to the first hydraulic cylinder and the other end of which is connected to an axle of a wheel. That is, the first stabilizer bar 101 and the second stabilizer bar 105 are symmetrically disposed at both ends of the first hydraulic cylinder 103 of the transverse type and are rotatable relative to each other.
The second stabilizing unit includes a third stabilizing bar 108, a fourth stabilizing bar 112, and a first hydraulic cylinder 110 arranged in a landscape configuration. The third stabilizer bar 108 and the fourth stabilizer bar 112 are respectively a zigzag bent bar, one end of which is rotatably connected to the second hydraulic cylinder 110 and the other end of which is connected to an axle of a wheel. That is, the first stabilizer bar 108 and the second stabilizer bar 112 are symmetrically disposed at both ends of the horizontal first hydraulic cylinder 110 and are rotatable relative to each other. In the prior art, a vehicle body is easy to roll when the vehicle turns, and a general stability system needs to be provided with a hydraulic cylinder on each side respectively, and the two hydraulic cylinders apply forces with different magnitudes to wheels on different sides respectively to achieve the technical effect of roll prevention. The design structure of the invention is just opposite to the prior art. The invention connects the wheels on two sides to form transverse connection, thereby realizing transverse stability of the wheels on two sides through the time difference from unidirectional rotation to equidirectional rotation.
When the vehicle turns, the vehicle body rolls outward due to the lateral acceleration, and the outer suspension compresses and the inner suspension stretches. Relative movement of the left and right suspensions causes the stabilizer bar to rotate relative to the cylinder, thereby causing the pressure in one hydraulic branch accumulator to increase and the pressure in the other hydraulic branch accumulator to decrease. The transverse stabilizer bar generates an anti-rolling moment to act on the vehicle body under the action of the pressure difference of the two hydraulic branch circuits, so that the transverse stabilizing effect is realized, and the vehicle body is prevented from further rolling.
As shown in fig. 2, the first stabilizer 101 and the second stabilizer 105 each penetrate the first hydraulic cylinder 103 from one end of the first hydraulic cylinder 103, and the first stabilizer 101 and the second stabilizer 105 are connected in a relative-rotation manner inside the first hydraulic cylinder 103. Preferably, the first stabilizer bar 101 and the second stabilizer bar 105 are hinged to each other for relative rotation. Preferably, the articulation facilitates the first stabilizer bar 101 and the second stabilizer bar 105 to act as lateral stabilizer bars, facilitating co-rotation of the wheels on both sides, thereby resisting further roll of the vehicle body. The advantage of using a hinge is also that it allows the stabilizer bar with the compression direction to rotate first, and the two stabilizer tubes to rotate together in the same direction after the oil pressure in the oil tube is balanced. So that the stabilizer bars on both sides of the hydraulic cylinder can have a time difference between the independent rotation and the same-direction rotation.
Preferably, a first rotary piston 115 and a second rotary piston 116 are arranged transversely in the first hydraulic cylinder 103. A first rotary piston 115 in the first hydraulic cylinder 103 is fixedly connected to the first stabiliser bar 101 and is arranged between the first stabiliser bar and the inner wall of the hydraulic cylinder, sealing against the inner wall. A second rotary piston 116 in the first hydraulic cylinder 103 is fixedly connected to the second stabiliser bar 105 and is arranged between the second stabiliser bar and the inner wall of the hydraulic cylinder, sealing against the inner wall. Therefore, the first rotary piston 115 and the second rotary piston 116 are disposed in approximately opposite directions, so that the first rotary piston 115 and the second rotary piston 116 can contact the inner wall of the first hydraulic cylinder 103 and perform pressurization or depressurization, respectively, while rotating in the same direction. Similarly, a third rotary piston and a fourth rotary piston are transversely arranged in the second hydraulic cylinder 110. A third rotary piston in the first hydraulic cylinder 110 is fixedly connected to the third stabilizer bar 108 and is disposed between the third stabilizer bar and the inner wall of the hydraulic cylinder. The fourth rotary piston in the first hydraulic cylinder 103 is fixedly connected to the fourth stabilizer bar 112 and is disposed between the second stabilizer bar and the inner wall of the hydraulic cylinder. The third rotary piston and the fourth rotary piston are disposed in approximately opposite directions, so that the third rotary piston and the fourth rotary piston can contact the inner wall of the second hydraulic cylinder 110 and perform pressurization or depressurization, respectively, when rotating in the same direction. The advantage of the reverse fixation of the two rotary pistons in the horizontally arranged hydraulic cylinder is that the rotary pistons and the wheels can rotate in the same direction to realize the pressure change of the hydraulic cylinder and the oil pressure balance in the oil pipe. In the case where the two stabilizer bars are connected in a rotatable hinge manner, the two rotary pistons can freely rotate at any angle within the hydraulic cylinder. In particular, in the case where the stabilizer bars on both sides of the hydraulic cylinder are not rotated simultaneously at the initial stage, the hydraulic pressure adjusting unit can quickly absorb or release the hydraulic pressure. Under the condition that the oil pressure is balanced, the rotation of one rotary piston drives the rotation of the other rotary piston. Therefore, the stabilizer bar fixed with the other rotary piston starts to rotate in the same direction, and the effects of the two rotary pistons rotating in the same direction and the two stabilizer bars connected with the two rotary pistons rotating in the same direction are finally achieved, so that the two stabilizer bars rotating in the same direction have a transverse stabilizing function and block the vehicle from further inclining.
Preferably, in case the first and second rotary pistons 115 and 116 in the first hydraulic cylinder 103 separate the chamber of the first hydraulic cylinder 103 into two chambers, one chamber is connected to the first accumulator 106 in the hydraulic pressure regulation unit via a first oil line 107 and the other chamber is connected to the second accumulator 113 in the hydraulic pressure regulation unit via a second oil line 114. In case the third and fourth rotary pistons in the second hydraulic cylinder 108 separate the cavity of the second hydraulic cylinder 108 into two cavities, one cavity is connected to the first accumulator 106 in the hydraulic adjustment unit via a first oil pipe 107 and the other cavity is connected to the second accumulator 113 in the hydraulic adjustment unit via a second oil pipe 114. In particular, in the case where the first hydraulic cylinder and the second hydraulic cylinder are disposed opposite to each other, the first oil pipe 107 and the second oil pipe 114 are also disposed opposite to each other. The first accumulator 106 and the second accumulator 113 disposed on the oil pipe may be disposed symmetrically or asymmetrically. The first hydraulic cylinder 103, the first accumulator 106, the second hydraulic cylinder 108 and the second accumulator 113 thus form a hydraulic pressure regulating unit under connection of the oil lines.
An accumulator is an energy storage device in a hydropneumatic system. The energy in the system is converted into compression energy or potential energy to be stored at a proper time, and when the system needs the energy, the compression energy or the potential energy is converted into hydraulic energy or air pressure and the like to be released, and the energy is supplied to the system again. When the system pressure is increased instantaneously, it can absorb the energy of the part to ensure the pressure of the whole system is normal.
Preferably, the cavity of the first hydraulic cylinder 103 connected to the first oil pipe 107 is a first cavity, and the cavity of the second hydraulic cylinder 108 connected to the first oil pipe 107 is a third cavity. The cavity of the first hydraulic cylinder 103 connected with the second oil pipe 114 is a second cavity, and the cavity of the second hydraulic cylinder 108 connected with the second oil pipe 114 is a fourth cavity. Under the condition that the stabilizer bars at the two ends of the first hydraulic cylinder and/or the second hydraulic cylinder rotate in different directions or rotate at the same frequency, the hydraulic pressure in the first cavity and the third cavity is changed, and the hydraulic pressure in the second cavity and the fourth cavity is changed. Thus, fluid oil in the first and third chambers may flow into or out of the first accumulator 106 based on changes in hydraulic pressure within the chambers. The liquid oil in the second and fourth chambers flows into or out of the second accumulator 113 based on the change in the hydraulic pressure in the chambers.
Similarly, under the condition that the rotation frequencies of the front wheel and the rear wheel are different, the hydraulic pressure in the first cavity and the third cavity is changed, and the hydraulic pressure in the second cavity and the fourth cavity is changed. Under the condition that the hydraulic pressure in the oil pipe changes rapidly, the first energy accumulator 103 or the second energy accumulator 113 converts the hydraulic energy in the oil pipe into compression energy or potential energy to be stored, and the normal flow of hydraulic oil in the oil pipe and the stability of the whole energy storage system are facilitated.
Preferably, as shown in fig. 1 and 2, one end of the first stabilizer bar 101 connected to the first hydraulic cylinder 103 is provided with a first bushing 102. One end of the second stabilizer bar 105 connected to the first hydraulic cylinder 103 is provided with a second bushing 104. One end of the third stabilizer bar 108 connected to the second hydraulic cylinder 110 is provided with a third bushing 109. One end of the fourth stabilizer bar 112 connected to the second hydraulic cylinder 110 is provided with a fourth bushing 111. Preferably, the stabilizer bar of the present invention is hingedly coupled to the bushing. The bushing has the advantages that the stabilizer bar can be prevented from moving relative to other suspension parts in the shaking or rotating process, and the stabilizer bar can be prevented from being impacted and vibrated from the outside.
Fig. 3 illustrates the principle of the present invention in terms of anti-roll operation. As shown in FIG. 3, when the vehicle turns on the road, the force direction of the wheels on the same side is consistent. The wheel on the side subjected to compression rotates the rotary piston, for example, the first rotary piston rotates clockwise, and the third rotary piston rotates counterclockwise. The first hydraulic cylinder first cavity and the second hydraulic cylinder third cavity squeeze hydraulic oil into the first accumulator 103. After the oil pressure in the pipeline is balanced, the first rotary piston and the third rotary piston on the compressed side drive the rotary piston on the stretched side to rotate in the same direction, for example, the second rotary piston rotates clockwise, and the fourth rotary piston rotates counterclockwise. At this time, the second accumulator 113 discharges the hydraulic oil, so that the hydraulic oil flows into the first hydraulic cylinder second cavity and the second hydraulic cylinder fourth cavity respectively. The whole suspension system of the invention equivalently reduces the acting force of the tension side wheel on the pressure side wheel, and plays the role of a transverse stabilizer bar between the wheels at two sides, thereby preventing the vehicle body from further inclining. When the vehicle turns in the reverse direction, the two accumulators have opposite effects and the working principle is the same.
Fig. 4 illustrates the working principle of the present invention to improve the off-road property. As shown in FIG. 4, when the vehicle is running on a cross-country road, the wheels on the same side are stressed in different directions. For example, the first rotary piston of the first stabilizer bar connection rotates clockwise, and the second rotary piston of the second stabilizer bar connection rotates counterclockwise. The third rotary piston connected to the third stabilizer bar rotates counterclockwise and the fourth rotary piston connected to the fourth stabilizer bar rotates clockwise. The hydraulic pressure in the first chamber increases instantaneously and the hydraulic pressure in the third chamber decreases instantaneously. Based on the action of the pressure, the liquid oil in the first cavity flows to the third cavity. The hydraulic pressure in the second chamber decreases instantaneously and the hydraulic pressure in the fourth chamber increases instantaneously. The liquid oil in the fourth chamber flows to the second chamber based on the action of the pressure. At the moment, the suspension system does not have the function of anti-roll, the suspension stroke is increased, and the off-road property is improved.
The automotive suspension system of the present invention is dynamically adjustable. The dynamic response of the vehicle was studied by simulation experiments on different conditions, and the vehicle equipped with the present invention was compared with the vehicle equipped with the conventional stabilizer bar, as shown in tables 1 to 2.
TABLE 1 Main parameters of the entire vehicle
1) Snake shape experiment
To verify the effect of the suspension system on the anti-roll performance of the vehicle, a serpentine path was followed as shown in fig. 5. Fig. 5 illustrates the change of the steering wheel angle. In fig. 5, the ordinate represents the steering wheel angle, and the abscissa represents time. The turning angle of the steering wheel is subject to a serpentine angle change.
The simulated vehicle speed is uniformly 6 different values from 10km/h to 60km/h, the simulated time length is 10s, the vehicle roll angle is subjected to simulation analysis under the working condition, the time domain response of the suspension system when the vehicle speed is 60km/h is shown in figure 7, and the maximum vehicle roll angle under different vehicle speeds is shown in table 2. In fig. 7, the ordinate represents the angle of the roll angle, and the abscissa represents time. The solid line represents the change in roll angle of the suspension system of the present invention. The dashed line represents the change in roll angle of a conventional prior art suspension. As is apparent from fig. 7, the vehicle mounted with the suspension system of the present invention has a small change in roll angle, i.e., the vehicle has a small roll amplitude and a low possibility of rolling, under the same road conditions.
TABLE 2 vehicle hunting test simulation results
As can be seen from Table 2, the anti-roll performance of the suspension system of the invention is better than that of the conventional suspension at different vehicle speeds, although the roll improvement degree is slightly reduced along with the increase of the vehicle speed. As can be seen from FIG. 7, when the vehicle speed is 60km/h, the improvement degree is still about 28%, which shows that the vehicle body posture of the vehicle provided with the suspension system is more stable when the vehicle is bent over, and the safety is obviously improved.
2) Test on twisted road surface
In order to study the influence of the suspension system of the invention on the off-road performance of the vehicle, the design period is 5.522m (twice the wheel base, which ensures that the vehicle is in a pure torsional working condition during running), the phase difference is 180 degrees, and the amplitude is 0.15m under the working condition of two asynchronous sine oppositely-torsional road surfaces, as shown in fig. 6. In fig. 6, the ordinate represents amplitude, and the abscissa represents distance. The solid line represents the right wheel ground input and the dashed line represents the left wheel ground input.
The actual running speed of the vehicle on such a road surface is generally small, and the vehicle speed is set to 1 m/s. The vertical dynamic load response of four wheels of the vehicle is researched through simulation, and the simulation result is shown in fig. 8. In the test, the stress deformation degree of the tire is reflected and is an important index influencing the vehicle handling performance, if the dynamic load is 0, namely the tire is not stressed, the tire is in a suspended state at the moment.
As shown in fig. 8, the ordinate represents the vertical load, and the abscissa represents time. The first solid line represents the vertical load to the left and the second dashed line represents the vertical load to the right front wheel. The third dense dot line represents the vertical load of the left rear wheel. The vertical load staggered line of the fourth point section represents the vertical load of the right rear wheel. Figure 8 a shows the four wheel vertical load of a vehicle fitted with a conventional suspension of the prior art. b shows the vertical load of a vehicle on which the suspension system of the present invention is mounted. In a diagram, since the conventional stabilizer bar in the prior art limits the relative motion of the left and right wheels, the rear wheel load of a vehicle equipped with a conventional suspension appears to be 0, which means that the tires are suspended, which is fatal to a rear wheel-driven all terrain vehicle and causes the rear wheels to spin, making it difficult to get out of the way. In the b diagram, four tires of a vehicle equipped with the suspension system of the invention are always uniformly stressed, i.e. the grounding performance is good, and the vehicle is still in a safe state. Therefore, the suspension system of the present invention has the advantage of dynamically adjusting the vertical load based on actual road conditions.
It should be noted that the above-mentioned embodiments are exemplary, and that those skilled in the art, having benefit of the present disclosure, may devise various arrangements that are within the scope of the present disclosure and that fall within the scope of the invention. It should be understood by those skilled in the art that the present specification and figures are illustrative only and are not limiting upon the claims. The scope of the invention is defined by the claims and their equivalents.
Claims (9)
Priority Applications (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110682833.0A CN113212095B (en) | 2020-04-13 | 2020-04-13 | Automobile and horizontal setting method for hydraulic cylinder of suspension of automobile |
| CN202010288985.8A CN111422021B (en) | 2020-04-13 | 2020-04-13 | An automotive suspension system with both anti-roll and off-road performance |
| CN202110670377.8A CN113199918A (en) | 2020-04-13 | 2020-04-13 | Stabilizing system and method of automobile suspension based on horizontal hydraulic cylinder |
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| CN202010288985.8A CN111422021B (en) | 2020-04-13 | 2020-04-13 | An automotive suspension system with both anti-roll and off-road performance |
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| CN202110682833.0A Division CN113212095B (en) | 2020-04-13 | 2020-04-13 | Automobile and horizontal setting method for hydraulic cylinder of suspension of automobile |
| CN202110670377.8A Division CN113199918A (en) | 2020-04-13 | 2020-04-13 | Stabilizing system and method of automobile suspension based on horizontal hydraulic cylinder |
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| CN111422021A CN111422021A (en) | 2020-07-17 |
| CN111422021B true CN111422021B (en) | 2021-07-13 |
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| CN202110670377.8A Withdrawn CN113199918A (en) | 2020-04-13 | 2020-04-13 | Stabilizing system and method of automobile suspension based on horizontal hydraulic cylinder |
| CN202110682833.0A Active CN113212095B (en) | 2020-04-13 | 2020-04-13 | Automobile and horizontal setting method for hydraulic cylinder of suspension of automobile |
| CN202010288985.8A Active CN111422021B (en) | 2020-04-13 | 2020-04-13 | An automotive suspension system with both anti-roll and off-road performance |
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| CN202110670377.8A Withdrawn CN113199918A (en) | 2020-04-13 | 2020-04-13 | Stabilizing system and method of automobile suspension based on horizontal hydraulic cylinder |
| CN202110682833.0A Active CN113212095B (en) | 2020-04-13 | 2020-04-13 | Automobile and horizontal setting method for hydraulic cylinder of suspension of automobile |
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| CN115056621A (en) * | 2022-06-28 | 2022-09-16 | 中国第一汽车股份有限公司 | A vehicle personalized function control method, device and medium based on active stabilizer bar |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| DE1105290B (en) * | 1959-10-31 | 1961-04-20 | Daimler Benz Ag | Device for stabilizing the curve of the car body in motor vehicles, especially those with air suspension |
| CN2106224U (en) * | 1990-11-15 | 1992-06-03 | 牟均福 | Full cycle rotary piston type internal-combustion engine |
| TW355699B (en) * | 1995-08-21 | 1999-04-11 | Kiectic Ltd | Vehicular suspension systems |
| AUPQ294899A0 (en) * | 1999-09-20 | 1999-10-14 | Kinetic Limited | Pressure compensation in hydraulic vehicles suspension systems |
| AUPQ934600A0 (en) * | 2000-08-11 | 2000-09-07 | Kinetic Pty Limited | Hydraulic suspension system for a vehicle |
| KR20080034699A (en) * | 2006-10-17 | 2008-04-22 | 현대자동차주식회사 | Stabilizer Bar of Vehicle Using Fluid Resistance |
| JP5761578B2 (en) * | 2011-09-27 | 2015-08-12 | アイシン精機株式会社 | Vehicle suspension system |
| CN204641316U (en) * | 2015-06-04 | 2015-09-16 | 合肥工业大学 | A kind of anti-rolling vehicle active lateral stabilizer rod |
| CN108327479A (en) * | 2018-01-25 | 2018-07-27 | 湖南大学 | A kind of active power for offroad vehicle adjusts suspension system |
| CN208134006U (en) * | 2018-03-09 | 2018-11-23 | 南京艾默格机械科技有限公司 | Hydraulic active variation rigidity lateral stability lever system |
| CN110722955A (en) * | 2018-07-16 | 2020-01-24 | 郑州宇通客车股份有限公司 | Vehicle and stabilizer bar system thereof |
-
2020
- 2020-04-13 CN CN202110670377.8A patent/CN113199918A/en not_active Withdrawn
- 2020-04-13 CN CN202110682833.0A patent/CN113212095B/en active Active
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| CN113212095B (en) | 2023-04-07 |
| CN113199918A (en) | 2021-08-03 |
| CN113212095A (en) | 2021-08-06 |
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