CN211106828U - Suspension actuating mechanism and active suspension device - Google Patents

Abstract

A suspension actuating mechanism and active suspension device, the suspension actuating mechanism, is used for controlling the wheel to move up and down, including drive mechanism, actuating shaft, swing arm; the driving mechanism is connected with the actuating shaft and used for generating torque to drive the actuating shaft to rotate; one end of the swing arm is fixedly connected with the actuating shaft, the other end of the swing arm is used for connecting the wheel, and the actuating shaft drives the swing arm to rotate around the axis of the actuating shaft when rotating, so that the wheel is driven to move up and down. The utility model discloses an actuating mechanism drive is acted the axle rotation, drives the swing arm and is rotatory around the axis that acts as the axle, and then drives the wheel reciprocates, because of its vertical position that directly utilizes swing arm mechanism to control the wheel, so simple structure, transmission efficiency is high, and control algorithm is simple.

Description

A suspension actuating mechanism and active suspension device

technical field

The utility model relates to the technical field of vehicles, in particular to a suspension actuating mechanism and an active suspension device.

Background technique

For the sake of driving safety, the car should have good handling stability; for ride comfort, the car should have good ride comfort; however, there is a design contradiction between the handling stability and ride comfort of the whole vehicle, and the conventional passive suspension system is These two aspects cannot be reconciled. Active suspension can solve this problem.

At present, active suspension has the following forms: hydraulic, air and electromagnetic. Among them, the electromagnetic type is a class with many advantages. The advantage is that the electromagnetic type has high efficiency, and if it is connected to the in-vehicle battery, the demand for energy recovery can be achieved. Electromagnetic type is divided into rotary motor type and linear motor type. Compared with linear motors, rotary motors are more controllable.

At present, the electromagnetic suspension of the rotating electrical machine is mainly the rocker link connection type. In the entire actuating mechanism, a set of rocker arms and connecting rods need to be added to transmit power. However, because of the new set of rocker arms and connecting rods, the structure is complicated. At the same time, the space in the suspension, especially the swing arm, cannot be fully utilized, and the layout will occupy additional space for other parts. Moreover, through the connection of the connecting rods, there is a certain nonlinearity of motion, which will cause the complexity of active control.

The preceding statements are intended to provide general background information and may not constitute prior art.

Utility model content

The purpose of the utility model is to provide a suspension actuating mechanism and an active suspension device that do not require a rocker arm and a connecting rod.

The utility model provides a suspension actuating mechanism for controlling the up and down movement of wheels, comprising a driving mechanism, an actuating shaft and a swing arm; the driving mechanism is connected with the actuating shaft to generate torque to drive the actuation The shaft rotates; one end of the swing arm is fixedly connected to the actuating shaft, and the other end is used to connect the wheel. When the actuating shaft rotates, the swing arm is driven to rotate around the axis of the actuating shaft, thereby driving The wheels move up and down.

Further, it also includes a mounting seat connected to the subframe, the drive mechanism and the actuating shaft are accommodated in the mounting seat, and the actuating shaft is rotatably connected to the mounting seat through a bearing, so The swing arm extends out of the mounting seat from one end that is fixedly connected to the actuating shaft, and is connected to the wheel through the other end.

Further, it also includes front and rear frame fixing seats welded on the subframe, and the mounting seat is softly connected to the front and rear frame fixing seats through a plurality of bushings.

Further, an axle section is provided between the swing arm and the wheel, the axle section is rotatably connected to the end of the swing arm, and is fixedly connected to the wheel, so as to keep the wheel upright state.

Further, an elastic coupling for buffering the impact transmitted from the swing arm to the driving mechanism is provided between the driving mechanism and the actuating shaft.

Further, the elastic coupling has a first torsional rigidity within a preset rotation angle range, and rapidly increases to a second torsional rigidity beyond the preset rotation angle range, where the second torsional rigidity is greater than the first torsional rigidity.

Further, the rotation angle ranges from -M to +N, where N is greater than M, and the rotation angle is - represents the reverse direction, that is, the driving mechanism drives the wheel to jump up through the elastic coupling, and the rotation angle is + indicates the positive direction, that is, the direction in which the elastic coupling is twisted by the swing arm when the wheel moves upward.

Further, an axle section is provided between the swing arm and the wheel, the axle section is rotatably connected to the end of the swing arm, and is fixedly connected to the wheel, so as to keep the wheel upright state.

Further, it also includes a mounting seat, and the actuating shaft is fixed in the mounting seat through a bearing; it also includes a plurality of mounting seats for softly connecting the mounting seat to the front and rear frame fixing seats welded on the sub-frame. bushing.

The utility model also provides an active suspension device, which includes a detection mechanism, a control mechanism, and a suspension actuation mechanism. The detection mechanism is used to collect user requirements, road conditions and vehicle body status, and feed back to the control mechanism in real time. The control mechanism is used for controlling the suspension actuating mechanism to drive the wheels to respond according to the information collected by the detection mechanism, the suspension actuating mechanism is the above-mentioned suspension actuating mechanism, and the driving mechanism includes a motor.

Further, the drive mechanism also includes a deceleration mechanism connected to the motor, the motor is an electromagnetic rotating motor, and when the electromagnetic rotating motor receives the control voltage of the control mechanism, a torque is generated, which is driven by the deceleration mechanism. The swing arm rotates.

Further, the calculation method of the torque is: when the vehicle attitude is adjusted in a static or uniform moving state, the torque required by the motor is obtained by the formula T`=K*H*L/(λ*θ*η1*η2), In the formula, T` is the motor torque, K is the suspension rigidity, H is the height of the wheel center change, L is the length of the swing arm, λ is the reduction ratio of the reduction mechanism, θ is the rotation angle of the swing arm, η1 is the efficiency of the reduction mechanism, η2 is the efficiency of wheel-end rotation.

Further, the suspension actuating mechanism is correspondingly connected to the front wheel and/or the rear wheel, and the suspension actuating mechanism corresponding to the front wheel/rear wheel is provided with a front side motor/rear side motor, during the braking process, The control mechanism controls the front side motor to apply the downward force of the superimposed suspension spring, and/or the rear side motor to apply the upward force of the counteracting suspension spring.

Further, during the turning process, the control mechanism controls the motor located on the inner side of the turn to apply an upward force against the suspension spring, and/or the motor located on the outer side of the turn to apply the downward force of the superimposed suspension spring.

Further, when the vehicle encounters an impact road, the detection mechanism pre-monitors the front step, and when approaching the step, the control mechanism controls the motor to apply an upward force to offset the suspension spring, so that the wheel is lifted, and when it leaves the top of the step Afterwards, the control mechanism controls the motor to apply the downward force of the superimposed suspension spring to lower the wheel.

Further, when the vehicle encounters a rough and uneven road, the detection mechanism monitors the road spectrum ahead in advance, and the control mechanism adjusts the torque output of the motor according to the up and down jumps of the road spectrum.

Further, after a rapid change of direction or an impact, the control mechanism controls the motor to exert a reverse force in the up and down movement direction of the vehicle body according to the jumping amplitude of the vehicle body.

Further, the control mechanism includes an angle sensor, and the rotating part of the angle sensor is fixedly connected to the actuating shaft for feeding back the rotation angle of the swing arm, so as to be compared with the angle to be rotated by the swing arm to form an angle sensor. Closed-loop control.

The suspension actuating mechanism and the active suspension device provided by the utility model drive the actuating shaft to rotate through the driving mechanism, drive the swing arm to rotate around the axis of the actuating shaft, and then drive the wheel to move up and down, because the swing arm mechanism is directly used The vertical position of the wheel is controlled, so the structure is simple, the transmission efficiency is high, and the control algorithm is simple.

Description of drawings

FIG. 1 is a schematic structural diagram of a suspension actuating mechanism according to an embodiment of the present invention.

FIG. 2 is a torque curve diagram of the elastic coupling in the suspension actuating mechanism shown in FIG. 1 .

FIG. 3 is a schematic structural diagram of the elastic coupling and related components shown in FIG. 2 .

Detailed ways

The specific embodiments of the present utility model will be described in further detail below with reference to the accompanying drawings and embodiments. The following examples are used to illustrate the present invention, but are not intended to limit the scope of the present invention.

As shown in Figure 1, in this embodiment, the suspension actuating mechanism is used to control the up and down movement of the wheels, including a motor 5, a deceleration mechanism 6, an actuating shaft 10, a swing arm 9, a bearing 8, an elastic coupling 7, a mounting Seat 4, connecting bushing 3, etc.

Mount 4 is the platform for the entire mechanism. Connecting other components through the mounting seat 4 makes the whole suspension actuating mechanism integrated and modularized, which is convenient for installation and maintenance. The motor 5 , the speed reduction mechanism 6 and the actuating shaft 10 are all accommodated in the mounting seat 4 . In other embodiments, the mounting seat 4 may not be provided.

The motor 5 and the deceleration mechanism 6 constitute a driving mechanism, which is connected to the mounting seat 4 through fasteners, and is the power source of the suspension actuating mechanism. In other embodiments, other drive mechanisms may also be employed. In this embodiment, the motor 5 is an electromagnetic rotating motor.

The actuating shaft 10 is responsible for transmitting the power of the motor to the swing arm 9 to make the wheel 13 jump up and down. When the motor 5 has the function of absorbing energy, the power of the wheel jump can be transmitted to the motor 5 to generate electricity. The bearing 8 is used to rotatably connect the actuating shaft 10 to the mount 4 . In this embodiment, two bearings 8 are used. The inner diameter of the bearing 8 is in an interference fit with the actuating shaft 10 , and the outer diameter and the inner ring of the mounting seat 4 are fixedly connected by an interference fit on the mounting seat 4 , so that the actuating shaft 10 is stable. fixed. In other embodiments, the actuating shaft 10 may also be fixed in the mounting seat 4 in other manners, or the actuating shaft 10 may be fixed on other components.

The output shaft of the reducer 6 is connected with the elastic coupling 7 by a fastener, and the elastic coupling 7 is also connected with the actuating shaft 10 by a fastener. The elastic coupling 7 can effectively reduce the impact and small vibration transmitted from the wheel end, and protect the motor 5 and the deceleration mechanism 6 . Using the elastic coupling 7, through the coupling of its elastic components, compared with the fixed coupling type, the shock and vibration transmitted from the swing arm 9 can be effectively reduced.

As shown in FIG. 2 and FIG. 3 , the elastic coupling 7 has a first torsional rigidity within a preset rotation angle range (-0.3 degrees to 1.3 degrees in this embodiment), and rapidly increases to The second torsional stiffness. The second torsional stiffness is greater than the first torsional stiffness and is close to the full stiffness level. In this way, the elastic coupling 7 has elasticity within a small preset rotation angle range, and will not immediately drive the speed reduction mechanism 6 and the swing arm 9 to rotate, which can not only filter the vibration of a small angle, but also play a buffering role, Increase the service life of the elastic coupling 7 .

The forward and reverse curves of the elastic coupling 7 may be quite different, because the impact from the wheels is basically from the bottom to the top, and the impact from the opposite direction is small. This can be achieved by adopting a special connection method of the elastic coupling 7 when connecting the speed reduction mechanism 6 and the actuating shaft 10 respectively. As shown in FIG. The elastic part adjacent to the counterclockwise direction is thicker, while the part connected to the reduction mechanism 6 on the elastic coupling 7 (the position shown by the 135 degree hatching) is thinner in the counterclockwise direction. In this way, the counter-clockwise twist corresponding to the hop from the wheel will be absorbed by the thicker elastic part (more elastic) of the elastic coupling. On the contrary, when the motor applies counterclockwise torque, the wheel can respond faster and jump up because the thickness in the opposite direction is smaller and the elasticity is smaller.

The rotation angle range can be defined as -M to +N, where N is greater than M, the rotation angle is - represents the reverse direction, that is, the driving mechanism drives the wheel to jump up through the elastic coupling, and the rotation angle is + represents the positive direction. direction, that is, the direction in which the elastic coupling is twisted by the swing arm when the wheel moves upward. In this embodiment, as shown in FIG. 2 , M=0.3 degrees, and N=1.3 degrees.

In other embodiments, the elastic coupling 7 may not be provided, or the elastic coupling 7 of other structures may be adopted.

One end of the swing arm 9 is fixedly connected to the actuating shaft 10 , and the other end is connected to the wheel 13 through the shaft joint 14 . The swing arm 9 extends out of the mounting seat 4 from one end that is fixedly connected to the actuating shaft 10 , and is connected to the wheel 13 through the other end. The end of the swing arm 9 connected to the actuating shaft 10 is wider than the end connected to the wheel 13 to improve its rigidity. The cooperating form of the swing arm 9 and the actuating shaft 10 can be spline and welding form. The axle joint 14 is rotatably connected to the end of the swing arm 9 through a connecting ball joint, and is fixedly connected to the wheel 13 to keep the wheel 13 in a vertical state.

The mounting seat 4 is softly connected to the front frame fixing seat 2 and the rear frame fixing seat 12 welded on the subframe 1 through four bushings 3 . The bushings 3 are pressed into the mounts 4, and the bushings 3 are attached to the frame mounts 2, 12 by means of fasteners. The front and rear frame fixing seats 2 and 12 are welded parts of the subframe. The function of the bushing 3 is to adjust the vibration damping and handling stability. The advantage of having the four bushings 3 axially in the front-rear direction of the vehicle is that while reducing the longitudinal rigidity, the rigidity in the lateral, vertical and torsional directions is enhanced.

In this embodiment, the active suspension device includes a detection mechanism, a control mechanism, and a suspension actuation mechanism. The detection mechanism is used to collect user requirements, road conditions and vehicle body status, and feed it back to the control mechanism in real time. The control mechanism is used to control the suspension actuating mechanism to drive the wheels to respond according to the information collected by the detection mechanism. The suspension actuating mechanism is the suspension actuating mechanism as described above.

The control mechanism includes an angle sensor 11 . The angle sensor 11 is located at the other end of the actuating shaft 10 away from the elastic coupling 7 . One end of the angle sensor 11 is fixed on the mounting seat 4 by a fastener, and the rotating part in the angle sensor 11 is connected with the actuating shaft 10 by a fastener, which is responsible for accurately feeding back the angle of the swing arm 9 to match the rotation of the swing arm 9. The angle is compared to form a closed-loop control. In other embodiments, the angle sensor 11 may not be provided.

The suspension actuating mechanism is correspondingly connected to the front wheel and/or the rear wheel, and the suspension actuating mechanism corresponding to the front wheel/rear wheel is provided with a front side motor/rear side motor. That is, the suspension actuating mechanism may be connected only to the front wheels, the suspension actuating mechanism may be connected only to the rear wheels, and the suspension actuating mechanisms may be connected to both the front and rear wheels. When the suspension actuating mechanism is connected to the front wheel, its motor is called the front side motor; when the suspension actuating mechanism is connected to the rear wheel, its motor is called the rear side motor. In this embodiment, the suspension actuating mechanism is connected to both the front and rear wheels.

The working process of the active suspension device is described as follows.

When the motor 5 receives a control voltage from the control mechanism, torque is generated. After the deceleration by the deceleration mechanism 6 , the torque of the output shaft increases to 70-90 times that of the original motor 5 . The torque of the output shaft is transmitted to the actuating shaft 10 through the elastic coupling 7 . Because the actuating shaft 10 and the swing arm 9 are fixedly connected, the swing arm 9 will rotate around the axis of the actuating shaft 10 under the action of torque, thereby driving the shaft joint 14 connected with the swing arm 9 to move up and down, so as to control the wheel 13 Move up and down. When the wheel is controlled to jump up, the torque of the motor 5 overcomes the work done in compression by the stiffness of the spring; while the torque of the motor 5 overcomes the work done when the vehicle is lifted when the wheel is jumped down.

(1) When the attitude of the vehicle is adjusted in a static or uniform moving state, the motor applies torque to the swing arm to generate a vertical force, which offsets or superimposes the force of the suspension spring to raise the vehicle.

Let the motor torque be T` and the output torque of the deceleration mechanism be T. The efficiency of the reduction mechanism is η1, and the reduction ratio is λ. Then there are:

T=T`*η1*λ

The connecting ball head of the swing arm and the shaft section is subjected to the force of the vertical line of the motor as F, the length of the swing arm is L, and the rotation angle of the swing arm is θ, there are:

F=T*θ/L

Among them, F is at the same time to overcome the force generated by the rigidity of the wheel end of the suspension, the rigidity of the suspension is K, the height of the wheel center change is H, and the wheel end wheeling efficiency is η2, there are:

F=K*H/η2

So we get:

T`=K*H*L/(λ*θ*η1*η2)

At this time, in order to adjust the attitude of the vehicle, the torque required by the motor can be obtained according to the formula, so as to control the control mechanism.

(2) During the braking process, the control mechanism controls the front motor to apply the downward force of the superimposed suspension spring, and the rear motor applies the upward force to offset the suspension spring. to raise the front of the car and reduce the nodding angle of the vehicle.

(3) During the acceleration process, the control mechanism controls the front motor to exert an upward force that offsets the suspension spring, and the rear motor applies a downward force that superimposes the suspension spring. Raise the front of the car to reduce the head angle of the vehicle.

(4) During the turning process, the control mechanism controls the motor on the inner side of the turning to apply the upward force of the suspension spring to make the inner body descend; the control mechanism controls the motor on the outer side of the turning to apply the downward force of the superimposed suspension spring to lift the outer body. high. Thereby reducing roll or applying reverse roll.

(5) When the vehicle encounters an impact road, the detection mechanism monitors the front step in advance. When approaching the step, the control mechanism controls the motor to exert an upward force that offsets the suspension spring to lift the wheel and reduce the effect of the road on the wheel. force. After leaving the top of the step, the control mechanism controls the motor to apply the downward force of the superimposed suspension spring to lower the wheels and prevent the body from falling. Thereby maintaining a smooth transition of the body.

(6) When the vehicle encounters a rough and uneven road, the detection mechanism pre-monitors the road spectrum ahead, and the control mechanism adjusts the torque output of the motor according to the up and down jump of the road spectrum, so as to adapt to the beating of the road and keep the body stable.

(7) After the rapid change of direction or the impact, the control mechanism controls the body to apply a reverse force in the up and down movement direction according to the beating amplitude of the body, so as to achieve the effect of damping. This function can recover the vibration energy through the control of the output circuit and the battery.

The embodiment of the utility model directly uses the swing arm mechanism to control the vertical position of the wheel, the structure is simple, the transmission efficiency is high, and the control algorithm is simple. Applicable to all suspension types equipped with swing arms, including MacPherson suspension, multi-link suspension. In addition, the motor of the utility model is not limited to be arranged in front of the swing arm, and can be arranged according to the arrangement form of the whole vehicle, with high flexibility.

In this document, the terms "upper", "lower", "front", "rear", "left", "right", "top", "bottom", "inner", "outer", "vertical", The orientation or positional relationship indicated by "horizontal" is based on the orientation or positional relationship shown in the accompanying drawings, which is only for the clarity of expressing the technical solution and the convenience of description, and therefore should not be construed as a limitation of the present invention.

As used herein, the terms "comprising", "comprising" or any other variation thereof are intended to encompass non-exclusive inclusion, in addition to those elements listed, but also other elements not expressly listed.

The above are only specific embodiments of the present invention, but the protection scope of the present invention is not limited to this. Replacement should be covered within the protection scope of the present invention. Therefore, the protection scope of the present invention should be based on the protection scope of the claims.

Claims (11)

1. A suspension actuating mechanism for controlling the up and down movement of wheels, characterized in that it comprises a driving mechanism, an actuating shaft and a swing arm; the driving mechanism is connected to the actuating shaft to generate torque to drive the The actuating shaft rotates; one end of the swing arm is fixedly connected to the actuating shaft, and the other end is used to connect the wheel, and when the actuating shaft rotates, the swing arm is driven to rotate around the axis of the actuating shaft, Thereby, the wheels are driven to move up and down. 2 . The suspension actuating mechanism according to claim 1 , further comprising a mounting seat connected to the subframe, the driving mechanism and the actuating shaft are accommodated in the mounting seat, and the The actuating shaft is rotatably connected to the mounting seat through a bearing, the swing arm extends out of the mounting seat from one end that is fixedly connected to the actuating shaft, and is connected to the wheel through the other end. 3 . The suspension actuating mechanism according to claim 2 , further comprising a front and rear frame fixing seat welded on the subframe, and the mounting seat is softly connected to the front and rear vehicles through a plurality of bushings. 4 . on the rack mount. 4. The suspension actuating mechanism according to claim 1, wherein a shaft section is provided between the swing arm and the wheel, and the shaft section is rotatably connected to the end of the swing arm, And it is fixedly connected with the wheel to keep the wheel in a vertical state. 5 . The suspension actuating mechanism according to claim 1 , wherein an elasticity for buffering the impact transmitted from the swing arm to the driving mechanism is provided between the driving mechanism and the actuating shaft. 6 . Coupling. 6 . The suspension actuating mechanism according to claim 5 , wherein the elastic coupling has a first torsional rigidity within a preset rotation angle range, and rapidly increases to a first torsional rigidity beyond the preset rotation angle range. 7 . Two torsional rigidity, the second torsional rigidity is greater than the first torsional rigidity. 7 . The suspension actuating mechanism according to claim 6 , wherein the rotation angle ranges from -M to +N, wherein N is greater than M, and the rotation angle is - means reverse, that is, the driving mechanism passes through The elastic coupling drives the direction in which the wheel jumps up, and a rotation angle of + indicates the positive direction, that is, the direction in which the elastic coupling is twisted by the swing arm when the wheel moves upward. 8. An active suspension device, characterized in that it includes a detection mechanism, a control mechanism, and a suspension actuating mechanism, and the detection mechanism is used to collect user requirements, road conditions and vehicle body status, and feed back to the control mechanism in real time, so that the The control mechanism is used to control the suspension actuating mechanism to drive the wheels to respond according to the information collected by the detection mechanism, and the suspension actuating mechanism is the suspension actuating mechanism described in any one of claims 1 to 7 , the drive mechanism includes a motor. 9 . The active suspension device according to claim 8 , wherein the driving mechanism further comprises a deceleration mechanism connected to the motor, the motor is an electromagnetic rotating motor, and the electromagnetic rotating motor receives control. 10 . When the control voltage of the mechanism is applied, torque is generated, and the swing arm is driven to rotate through the deceleration mechanism. 10. The active suspension device according to claim 8, wherein the suspension actuating mechanism is correspondingly connected to the front wheel and/or the rear wheel, and the suspension actuating mechanism corresponding to the front wheel/rear wheel is set. There is a front side motor/rear side motor. During braking, the control mechanism controls the front side motor to apply the downward force of the superimposed suspension spring, and/or the rear side motor to apply the upward force of the offset suspension spring. 11 . The active suspension device according to claim 8 , wherein the control mechanism comprises an angle sensor, and the rotating part of the angle sensor is fixedly connected to the actuating shaft for feeding back the rotation angle of the swing arm. 12 . , to compare with the angle that the swing arm needs to rotate to form a closed-loop control.

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