CN102112364B - 包括含有使诸如电池之类的重物能够位于中心位置的箱模块中的横向扭杆和同轴阻尼器单元的四个悬架元件的用于车辆的参数化底盘系统 - Google Patents

包括含有使诸如电池之类的重物能够位于中心位置的箱模块中的横向扭杆和同轴阻尼器单元的四个悬架元件的用于车辆的参数化底盘系统 Download PDF

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CN102112364B
CN102112364B CN200980130079.7A CN200980130079A CN102112364B CN 102112364 B CN102112364 B CN 102112364B CN 200980130079 A CN200980130079 A CN 200980130079A CN 102112364 B CN102112364 B CN 102112364B
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suspension
torque rod
chassis
transverse torque
vehicle
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CN102112364A (zh
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迪米特里奥斯·A·哈齐卡基迪斯
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Abstract

一种用于车辆的底盘系统(47)、(53)和悬架模块，包括用于每个车轮的子系统，所述子系统包含横向扭杆(1)和同轴的包围的阻尼器单元(9)，具有主动自适应悬架特性。四个预制的悬架模块位于相应的箱结构(20)内，经由轴距构件(39)和轨道构件(38)连接，箱结构(20)使得能够存储构成底盘的(诸如电池或燃料电池之类的)沉重的元件。对于给定的轴距，利用上车身构件(45)，在结构刚度方面增强了坚固且自载的底盘，从而实现了高冲击能量吸收。悬架臂(5)可以包含上构件(42)、下构件(43)以及铰接接头，从内部或从外部连接于悬架模块并且将驱动力和制动力传递至车轮。悬架模块、箱结构、扭杆/阻尼器单元(17)、驱动单元(48)和传动单元(54)、悬架臂和以不对称转向特性为特征的转向模块可以复制在底盘的每个角上，以没有机械连接的电子控制(线控转向)为特征，构成车辆的底盘(53)。

Description

包括含有使诸如电池之类的重物能够位于中心位置的箱模块中的横向扭杆和同轴阻尼器单元的四个悬架元件的用于车辆的参数化底盘系统
技术领域
一种用于道路车辆的参数化底盘系统，该参数化底盘系统包括四个悬架元件，所述悬架元件包含位于箱结构内的横向扭杆和包围的同轴阻尼器单元，该箱结构使得能够将诸如电池或燃料电池之类的重物存储在底盘内。悬架元件使用将驱动力和制动力传递至车轮的纵向臂。包含横向扭杆和同轴阻尼器单元的悬架模块用作具有主动自适应特征和不对称转向特征的底盘结构构件。
背景技术
迄今为止，尚未设计出这样一种悬架和底盘布置。近年来，由于驾驶室空间和操纵(转向不足)的因素，出现了使轴距增大的趋势。轴距的增大导致车辆更重，车辆更重是由包含诸如电池或燃料电池之类的重物的需要进一步引起的。
发明内容
这导致了使用多个相同的子系统的本发明，所述多个相同的子系统对于给定的轴距提供了较高的结构刚度，并提供了低成本、紧凑的轻质结构。此外，容纳重物的隔间固有地设计在底盘中并且不作为补充装配。已知的前臂和后臂悬架联接于一种构想新颖的弹性装置，该弹性装置使用能够以主动自适应的方式启动的横向扭杆和包围的同轴阻尼器单元。可以利用部件多样性的概念，将四个相同的悬架模块定位在底盘的每个角上，以经济有效的方式生产生成的底盘。此外，底盘将所述模块用作结构构件，该结构构件对于给定的轴距实现了较高的结构刚度，这是因为车架在改进了车轮顺应性的同时制的短了两个悬架臂的长度(与采用常规的麦克弗逊连杆或横臂相比)。
附图说明
参照伴随本说明书的设计将能够想象本发明，本发明的某些提出的工业应用指示性地显示在本说明书中。
参照图1，其示出了悬架模块的区段。显示了横向扭杆、包围的同轴阻尼器单元在车架上的位置、以及悬架臂和车轮。
在图2中，示出了用于悬架臂的替代性定位系统(使用托架)。
在图3中，示出了用于主动自适应控制的反作用弹性装置的定位布置。
在图4中，示出了扭杆的可变固定件(设置固定端)的替代性方案。
在图5中，显示了具有经过臂的带的动力传动系统。
在图6中，显示了没有面板的悬架系统，臂和车轮以及悬架模块的区段和底盘的轨道元件。
在图7中，示出了镶板的悬架的臂的替代性铰接上区段。
在图8中，显示了具有上实心区段和次级内区段的臂的系统。
在图9中，示出了一半的底盘。在该侧，示出了悬架的部分元件和车身本体的前部附加外上区段。
在图10中，显示了替代性前组件的示意性区段，悬架臂铰接在该示意性区段中。
在图11中，显示了悬架的替代性和车轮臂。
在图12中，显示了悬架的替代性臂、车轮、区段中的阻尼器、扭杆以及轨道元件。
在图13中，显示了经由带的臂传动系统。
在图14中，以立体图显示了具有两个模块的区段的本发明系统。
在图15中，以立体图显示了车架的四分之一，本发明的基本部件示出在该立体图中。即，马达、经过臂的传动系统、不对称转向系统、区段中的模块、扭杆和同轴的阻尼器系统、以及轨道元件。
在图16中，显示了车架的四分之一的平面图。
在图17中，以平面图显示了底盘的系统，该底盘由四个四分之一车架整合形成。
具体实施方式
参照本发明的工业应用的所选指示性实施例，在下面列出系统的一些主要部分和部件。更具体地，本发明的基本部件如下：
1.悬架杆
2.悬架轴线
3.锚固端(被动端或主动端)
4.端部连接基部(悬架连接)
5.悬架臂
6.车轮
7.将悬架臂紧固于扭杆的紧固件
8.悬架臂到扭杆的连接单元
9.阻尼器(主动的或非主动的)
10.阻尼器的翼
11.(阻尼器的)翼的基部
12.扭杆到阻尼器的翼的连接件
13.阻尼器法兰(密封件)
14.用于阻尼器的液体的供给和控制阀
15.(悬架的)支撑轴承
16.(悬架的支撑的)内轴承
17.悬架箱模块，包括横向扭杆和包围的同轴阻尼器单元
18.阻尼器到箱模块的锚固件
19.扭杆的锚固点
20.悬架面板和悬架的外壳的位置的套筒
21.悬架模块的支撑引导部，位于车架面板中
22.用于箱模块的紧固部，位于面板上
23.底盘上的杆的紧固部
24.扭杆上的紧固凸起
25.底盘上的臂的外支撑托架
26.用于将臂连接于底盘的外紧固件
27.锚固件的主动端
28.反作用机构的连接端处的柄
29.(臂的)外支撑轴承
30.臂的内支撑轴承
31.锚固件的滑动机构
32.扭杆中的滑槽
33.用于传递运动的环(与杆同轴)
34.传动带
35.传动轮(或滑轮)
36.支撑轴承
37.传动带的弹性盖
38.轨道元件或构件(面板)
39.轴距元件或构件(面板)
40.悬架臂的上实心区段
41.悬架臂的次级内区段
42.悬架臂的铰接上区段
43.悬架臂的铰接下区段
44.转向轮柄(用于转向的大王销轴或转动体)
45.车身本体的附加外上构件(前和后)
46.替代性燃料或电池的存储隔间
47.车辆的总车架(底盘)
48.(用于传动和制动的)电机
49.用于进入到存储区域中的狭槽
50.臂上的空气动力学表面
51.万向节(恒速接头)
52.总子系统(图16)
53.由4个子系统组成的车辆(图17)
54.传动的组件(驱动单元)
55.(用于转向轮的)转向输入的组件
56.用于阻尼器的液体的压力控制的组件
57.(主动弹簧模式中的)用于扭杆的反作用力控制的组件
根据本发明，通过使用预制的子系统(17)和参数化部件(38)、(39)而生产车辆的车架(47)(底盘)(图14)，车辆的车架(47)(底盘)的制造是便宜的。底盘是简单且坚固的，并且可以在悬架模块(17)中的扭杆(1)的内锚固件(19)处接受主动自适应技术(图6)。
根据本发明的所选应用，本发明的车架系统是底盘型的，其使用用于后悬架的一对完全滞后的臂(5)(图9)。
由两个相对的面板(20)生成子车架，两个相对的面板(20)连接箱模块中的杆(1)(用于弹性跳动)/阻尼器(9)的两个预制横向系统(17)，预制横向系统(17)经由基部(4)将悬架臂(5)连接于杆(1)(图1)。车辆的(后)轨道由轨道的中心区段：元件(38)限定(图6)。
相同的系统颠倒过来便用作前悬架，不同之处在于：其端部上的臂(5)能够绕穿过柄(44)的轴线转动(图11)，而非稳定地锚固车轮(6)的轴承。
在子车架的情况下并且对于整个车架，前悬架和后悬架以连续的重复(复制)为特征。通过使用轴距(39)的若干区段而形成车架，主动悬架(27，28，31和57)/阻尼器(9，14，56)和存储电池或替代性燃料的面板(46)(图9)全部参与其中。在完全主动/自适应模式中，该组件具有高度控制、侧倾控制以及总是确保车轮的垂直度为期望度的动态操纵控制。
在被动模式中，本发明的系统引起(具有用于颠簸转向、侧倾转向等的必要干预的)滞后/超前(后/前)臂的驾驶特性(优点和缺点)。这是通过结合柄(44)(图12)的设计使悬架的外支撑轴承(29)的外形轮廓化(图4，图5，图11)而实现的。
这是本发明的简化形式。
该创新的最终应用是四个相同的子系统的使用，该四个相同的子系统具有主动和自适应悬架、动力传递/车轮的制动和转向、传动组件(54)、传动环(33)、传动轮(35)、悬架臂(5)，(由一个或两个电动/液压或等同机构(55)构成的)转向系统、用于阻尼器液体的压力的控制组件(56)以及执行不对称转向的、用于扭杆的反作用弹性跳动的控制组件(57)，车轮的转向基于连接于马达(48)的、嵌入在面板(20)中的箱模块(17)中的横向扭杆(1)(弹簧)和阻尼器(9)的系统。
不对称转向定义为在外(前和后)车轮上比在内车轮上引起更大的转向角。
在车辆转弯过程中，重量转移使每个轮轴的外侧的车轮上的负载增大。与外车轮和内车轮之间的负载差别相结合，外车轮以更大的转向角转向，而内车轮动态地完成其转动，以更小的角度转向。在准静态动态条件(具有非常低的车速)下，前外车轮和后外车轮转动并转向，而内车轮转动并转向得较少，从而改变其转动速度而不违反根据阿克曼的侧向滑动(侧滑)角度生成原理。
在本发明的系统(图9)中，为(前和后)悬架生成坚固的总子车架，该坚固的总子车架使得能够在中心生成用于沉重的电池或燃料电池的存储区域(46)，能够通过狭槽(49)从外部进入存储区域(46)。这使得能够制造与车身本体的外区段(45)(前和后)相结合的、附加自载的总车身本体。可以以吸收冲击能量为主要设计标准的剪裁技术来设计这些，而无需其它的设计布置(图9)。
面板(20)中的悬架箱模块(17)(图1)围住悬架。构成悬架的“弹簧”的扭杆(1)在锚固件的内固定点(19)处锚固于车架的面板(20)。扭杆(1)具有与其长度有关的不同的横截面和形状。凸起(24)紧固其在车架(23)上的位置。在杆(1)的外端上，阻尼器(9)的翼(10)经由区段(11)、(12)固定在杆上。在悬架移动期间，杆(1)(根据其长度)绕轴线(2)有差别地转动，这使翼(10)转动。阻尼器(9)的外壳锚固(18)到箱模块(17)的外壳上。通过固定在杆(1)的外端上的翼或连接于外壳(9)的较小的固定翼的相对转动运动或通过任何其它的组件实现阻尼。由法兰(13)以及供给/控制阀(14)和相关的组件(56)密封阻尼器(9)中包含的液体，实现主动阻尼。还可以通过已知的空气动力学表面(50)(图10)实现附加阻尼。利用表面(21)放置并且支撑悬架的箱模块(17)，并且通过面板上的用于箱模块的紧固区段(22)将箱模块(17)紧固在车架的面板(20)上。
杆(1)通过区段(7)和(8)连接并且紧固于悬架臂(5)(图1)。臂(5)通过杆(1)经由托架(25)可替代地支撑于车架，并且其通过紧固件(26)紧固(图2，图6，图7)。主动模式中的悬架臂通过柄(28)在端部(27)上反作用(图3)。可替代地，扭杆的表观常数(扭转刚度)利用滑动机构(31)、(32)和相关的组件通过使锚固点转移而改变(图4)。
杆(1)构成悬架和车架的结构元件，其使得能够利用用于传递运动的环(33)(图5，图15，图16)进行传动/制动(图5)。利用内轴承(30)(图4)实现悬架臂的定位。
臂(5)可替代地经由轴承(29)从外部设置到悬架的箱模块上，这将被动运行期间的运动特征提供给悬架(图4，图5，图11)。
臂(5)通过轮(35)和带(34)将运动(动力和制动)传递至驱动轮(6)(图5，图13，图15，图16)。
通过将四个模块(17)重复插入在面板(20)中而形成底盘(47)(图14)和底盘(53)(图17)，所述四个模块(17)通过轨道和轴距的限定区段(38)、(39)而连接(图6)。驱动组件利用传统的传动系统(即，没有带)经过轨道的区段(38)。
可替代地，车轮(6)通过铰接臂(42)和(43)(图7和图10)或通过具有区段(40)、(41)的臂(5)的实心区段(图8)悬挂在面板(20)上。臂(5)、(40)、(41)、(42)和(43)的形式取决于在运动期间产生的负载的运动/动力分析。
本发明的车架系统使其能够与车身本体的附加外上区段(45)(前和后)相连，该车身本体的附加外上区段(45)(前和后)主要基于它们的冲击吸收而设计，而不考虑其它的设计因素。这些区段(45)构成受控制的变形的区域(图9)。

Claims (7)

1.一种用于车辆的参数化底盘系统，包括四个悬架模块，所述悬架模块包含位于箱模块(17)中的横向扭杆(1)和同轴的阻尼器(9)，所述箱模块使得电池能够位于中心位置，其特征在于由一对两个相对的箱面板(20)形成的子车架，所述箱面板(20)围住连接于一对后悬架臂的两个悬架模块；在所述箱面板(20)内，两个预制的箱模块(17)经由连接基部(4)定位所述后悬架臂，所述两个预制的箱模块(17)中的每个都包括用于弹性跳动的横向扭杆(1)和包围所述横向扭杆(1)的同轴的阻尼器(9)，所述横向扭杆(1)具有内部锚固端(3)和经由所述连接基部(4)连接于所述后悬架臂的外端；轨道由轨道面板(38)的尺寸限定，所述轨道面板(38)用作连接两个相对的箱模块(17)的间隔器，从而生成后部子车架；倒置的后部子车架用作前部子车架；两个前悬架臂经由两个转动体(44)定位车轮(6)并且提供转向；限定车辆的轴距的两个纵向面板(39)将所述后部子车架连接于所述前部子车架以产生参数化底盘，
与所述横向扭杆(1)同轴的传动环(33)连接于具有转向组件(55)的前悬架臂，所述横向扭杆(1)经由支撑轴承(36)连接于所述同轴的传动环(33)，所述同轴的传动环(33)经由传动轮(35)和传动带(34)将动力和制动传递至车轮(6)，
所述前悬架臂由托架(25)支撑，并且在所述连接基部(4)的端部处利用紧固件(26)连接于所述横向扭杆(1)，所述托架(25)将所述纵向面板(39)连接于所述参数化底盘的前部，并且对所述前悬架臂进行定位，以确保所述前悬架臂能够绕所述转动体的轴线旋转，
在完全主动/自适应模式中，所述悬架模块通过总是确保车轮的垂直度为期望度而提供车辆的行驶高度控制、车身侧倾控制以及动态操纵控制，具有在外车轮上比在内车轮上引起更大的转向角的不对称转向特性的四个悬架模块复制在底盘的每个角上，具有没有机械连接的电子控制，构成车辆(53)的底盘；底盘通过在所述箱面板(20)中重复使用四个箱模块(17)而形成，所述四个箱模块(17)经由以参数化结构使用的轨道面板(38)和纵向面板(39)连接，
所述子车架以子系统的连续重复为特征，在所述子系统中，所述横向扭杆(1)和所述阻尼器(9)是结构构件，它们通过使用纵向面板(39)而形成坚固的车架，其中能够通过狭槽(49)从外部进入位于所述车架的中心的用于存储所述电池的存储区域(46)，
这使得能够结合车身本体的外区段(45)制造附加自携的完整的车身本体；利用用于所述车身本体的高冲击能量吸收的设计标准而无需源自底盘设计的其它设计标准，通过剪裁技术设计所述外区段(45)。
2.如权利要求1所述的用于车辆的参数化底盘系统，其特征在于：所述箱模块(17)在内部固定的锚固点(19)处锚固在车架的箱面板(20)上，所述箱模块(17)围住构成所述悬架模块的弹簧的所述横向扭杆(1)，
根据其刚度要求，所述横向扭杆(1)具有根据其长度而变化的横截面和形状，凸起(24)紧固所述横向扭杆(1)相对于车架(23)的位置；在所述横向扭杆(1)的外端上，所述阻尼器(9)的翼(10)连接于翼(10)的基部(11)和所述横向扭杆(1)到所述阻尼器(9)的翼(10)的连接件(12)，
在所述悬架模块移动期间，所述横向扭杆有差别地转动，这分别使所述翼(10)转动，因而产生阻尼；所述阻尼器(9)的外壳锚固(18)在所述箱模块(17)的外壳上。
3.如权利要求1所述的用于车辆的参数化底盘系统，其特征在于：所述横向扭杆(1)通过将悬架臂紧固于所述横向扭杆的紧固件(7)和悬架臂到所述横向扭杆的连接单元(8)连接并紧固于悬架臂，并且构成所述悬架模块和所述车架的结构元件；经由所述同轴的传动环(33)的旋转运动传递动力/制动。
4.如权利要求1所述的用于车辆的参数化底盘系统，其特征在于：在主动模式中，所述悬架模块通过反作用机构的连接端处的柄(28)反作用在锚固件的主动端(27)上；或者，所述横向扭杆(1)的扭转刚度利用滑动机构(31、32)和相关的组件借助于锚固点的滑动而改变。
5.如权利要求1所述的用于车辆的参数化底盘系统，其特征在于：所述车轮(6)通过悬架臂的铰接上区段(42)和悬架臂的铰接下区段(43)悬挂到所述箱面板(20)上，悬架臂的形式取决于悬架运动期间的运动负载分析。
6.如权利要求1所述的用于车辆的参数化底盘系统，其特征在于：通过旋转连接于所述横向扭杆(1)的翼(10)和连接于所述阻尼器的外壳的较小固定翼的相对转动运动实现阻尼；由法兰(13)和供给/控制阀(14)和相关的组件(56)密封所述阻尼器(9)，实现主动减震；还通过所述悬架臂上的空气动力学表面(50)实现附加阻尼；利用所述悬架模块的支撑引导部(21)放置并支撑所述箱模块(17)，并且所述箱模块(17)通过紧固部(22)紧固在车架的所述箱面板(20)上。
7.如权利要求1所述的用于车辆的参数化底盘系统，其特征在于：其允许与所述外区段(45)相连，所述外区段(45)基于所述外区段(45)对冲击的抵抗而不是与所述悬架模块的设计相关的其它设计因素而设计；所述外区段(45)构成受控制的变形的区域。
CN200980130079.7A 2008-06-25 2009-06-11 包括含有使诸如电池之类的重物能够位于中心位置的箱模块中的横向扭杆和同轴阻尼器单元的四个悬架元件的用于车辆的参数化底盘系统 Expired - Fee Related CN102112364B (zh)

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PCT/GR2009/000038 WO2009156769A1 (en) 2008-06-25 2009-06-11 Parametric chassis system for vehicles, comprising four suspension elements, incorporating a lateral torsion bar and co-axial damper unit, in a box-module, that allows central location of heavy items, such as batteries.

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