CN108215701B - Vehicle, transverse stabilizer bar system with switchable rigidity and switching method thereof - Google Patents
Vehicle, transverse stabilizer bar system with switchable rigidity and switching method thereof Download PDFInfo
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- CN108215701B CN108215701B CN201711434547.2A CN201711434547A CN108215701B CN 108215701 B CN108215701 B CN 108215701B CN 201711434547 A CN201711434547 A CN 201711434547A CN 108215701 B CN108215701 B CN 108215701B
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- 239000003381 stabilizer Substances 0.000 title claims abstract description 66
- 238000000034 method Methods 0.000 title claims abstract description 10
- 239000010720 hydraulic oil Substances 0.000 claims abstract description 68
- 230000003247 decreasing effect Effects 0.000 claims 1
- 238000006073 displacement reaction Methods 0.000 abstract description 3
- 238000007789 sealing Methods 0.000 description 4
- 238000010586 diagram Methods 0.000 description 3
- 239000000725 suspension Substances 0.000 description 3
- 230000009191 jumping Effects 0.000 description 2
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000000087 stabilizing effect Effects 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
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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
- B60G21/0558—Mounting means therefor adjustable including means varying the stiffness of the stabiliser
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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
- B60G21/073—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 between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
The invention provides a vehicle, a transverse stabilizer bar system with switchable rigidity and a switching method thereof, wherein an outer ring of a torque transmitter in the system is fixedly connected with a left stabilizer bar, and an inner core of the torque transmitter is fixedly connected with a right stabilizer bar; four cavities are formed between the outer ring of the torque transmitter and the inner core of the torque transmitter, the four cavities are connected with the electromagnetic directional valve through hydraulic pipelines, and the volumes of the four cavities are variable; two of the hydraulic pipelines are connected with a hydraulic oil tank through hydraulic one-way valves. According to the transverse stabilizer bar system with switchable rigidity, when the electromagnetic directional valve is electrified, the independent bouncing stroke of the wheels on two sides is large, so that the wheels and the ground have better adhesion performance, and after the relative displacement of the wheels on two sides reaches a certain value, proper roll rigidity can be provided, so that the rollover risk of a vehicle is reduced, and the safety of the vehicle is guaranteed.
Description
Technical Field
The invention relates to the technical field of automobile suspensions, in particular to a vehicle, a transverse stabilizer bar system with switchable rigidity and a switching method thereof.
Background
The stabilizer bar is an important element in a suspension system of an automobile, and flexibly connects left and right wheels, which bounce in opposite directions with respect to a vehicle body when the vehicle rolls, and provides a restoring counter moment to the suspension to enhance the anti-roll performance of the vehicle and improve the steering stability of the vehicle.
The torsional rigidity of the conventional stabilizer bar is a fixed value and cannot be changed according to the driving state of the vehicle. Vehicle owners with off-road requirements often want the stabilizer bar system to provide different roll stiffness characteristics under different road conditions, and when driving on a good road, the stabilizer bar system is usually expected to provide proper roll stiffness to prevent the vehicle from generating too large roll angle when the vehicle is over-bent; when the vehicle runs on a rough and rugged road, the left and right wheels are generally expected to be relatively independent, the free jumping stroke is larger, so that the wheels and the ground have better adhesion performance, and after the relative displacement of the left and right wheels reaches a certain value, appropriate roll stiffness can be provided, the rollover risk of the vehicle is reduced, and the safety of the vehicle is ensured.
Disclosure of Invention
To at least partially overcome the above-mentioned problems of the prior art, the present invention provides a vehicle, a stiffness switchable stabilizer bar system and a switching method thereof.
According to one aspect of the present invention, there is provided a stiffness switchable stabilizer bar system comprising a torque transmitter, a left stabilizer bar, and a right stabilizer bar; wherein,
the torque transmitter includes a torque transmitter outer race and a torque transmitter inner core;
the outer ring of the torque transmitter is fixedly connected with the left stabilizer bar, and the inner core of the torque transmitter is fixedly connected with the right stabilizer bar;
a first cavity, a second cavity, a third cavity and a fourth cavity are formed between the outer ring of the torque transmitter and the inner core of the torque transmitter, the first cavity is connected with the electromagnetic directional valve through a first hydraulic pipeline, the second cavity is connected with the electromagnetic directional valve through a second hydraulic pipeline, the third cavity is connected with the electromagnetic directional valve through a third hydraulic pipeline, the fourth cavity is connected with the electromagnetic directional valve through a fourth hydraulic pipeline, and the volumes of the first cavity, the second cavity, the third cavity and the fourth cavity are variable;
the first hydraulic pipeline is connected with the hydraulic oil tank through a first hydraulic one-way valve, and the fourth hydraulic pipeline is connected with the hydraulic oil tank through a second hydraulic one-way valve.
The left stabilizer bar is fixed with the frame through a first bushing, and the right stabilizer bar is fixed with the frame through a second bushing.
Wherein a first seal, a second seal, a third seal and a fourth seal are disposed between the torque transmitter outer race and the torque transmitter inner core to form the first cavity, the second cavity, the third cavity and the fourth cavity.
According to another aspect of the present invention, there is provided a method of switching a stiffness switchable transverse stabilizer bar system, comprising:
the hydraulic oil stored in the hydraulic oil tank flows to the first cavity, the second cavity, the third cavity and the fourth cavity through the first hydraulic pipeline, the second hydraulic pipeline, the third hydraulic pipeline and the fourth hydraulic pipeline respectively;
when the electromagnetic directional valve is not electrified, the first hydraulic pipeline is communicated with the third hydraulic pipeline, the second hydraulic pipeline is communicated with the fourth hydraulic pipeline, the first cavity is communicated with the third cavity, and the second cavity is communicated with the fourth cavity so as to complete rigidity switching.
Wherein, still include: when the electromagnetic directional valve is electrified, the first hydraulic pipeline is communicated with the second hydraulic pipeline, the third hydraulic pipeline is communicated with the fourth hydraulic pipeline, the first cavity is communicated with the second cavity, and the third cavity is communicated with the fourth cavity so as to complete rigidity switching.
According to a further aspect of the invention, there is provided a vehicle comprising a switchable stiffness transverse stabilizer bar system as described above.
In summary, the present invention provides a vehicle, a lateral stabilizer bar system with switchable stiffness and a switching method thereof, wherein an outer ring of a torque transmitter of the system is fixedly connected with a left stabilizer bar, and an inner core of the torque transmitter is fixedly connected with a right stabilizer bar; a first cavity, a second cavity, a third cavity and a fourth cavity are formed between the outer ring of the torque transmitter and the inner core of the torque transmitter, the first cavity is connected with the electromagnetic directional valve through a first hydraulic pipeline, the second cavity is connected with the electromagnetic directional valve through a second hydraulic pipeline, the third cavity is connected with the electromagnetic directional valve through a third hydraulic pipeline, the fourth cavity is connected with the electromagnetic directional valve through a fourth hydraulic pipeline, and the volumes of the first cavity, the second cavity, the third cavity and the fourth cavity are variable; the first hydraulic pipeline is connected with the hydraulic oil tank through the first hydraulic one-way valve, and the fourth hydraulic pipeline is connected with the hydraulic oil tank through the second hydraulic one-way valve. The invention utilizes the electromagnetic directional valve to control the switching of two working states, when the electromagnetic directional valve is not electrified, the transverse stabilizing rod system provides proper roll rigidity, and prevents a vehicle from generating too large roll angle when the vehicle is bent; when the electromagnetic directional valve is electrified, the independent jumping stroke of the left and right wheels is larger, so that the wheels have better adhesion performance with the ground, and after the relative displacement of the left and right wheels reaches a certain value, proper roll rigidity can be provided, the rollover risk of the vehicle is reduced, and the safety of the vehicle is guaranteed.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without creative efforts.
FIG. 1 is a schematic diagram of a switchable stiffness transverse stabilizer bar system according to an embodiment of the present invention;
fig. 2 is a characteristic graph of a switchable stiffness stabilizer bar system according to an embodiment of the present invention;
fig. 3 is a hydraulic circuit diagram of a switchable stiffness transverse stabilizer bar system according to an embodiment of the present invention.
Reference numerals:
21-left stabilizer bar 22-right stabilizer bar 23-first bushing 24-second bushing
30-torque transmitter 31-torque transmitter outer race 32-torque transmitter inner core 41-first seal
42-second seal 43-third seal 44-fourth seal 51-first cavity
52-second cavity 53-third cavity 54-fourth cavity 60-hydraulic reservoir
61-first hydraulic one-way valve 62-second hydraulic one-way valve 63-electromagnetic directional valve 71-first hydraulic pipeline
72-second hydraulic line 73-third hydraulic line 74-fourth hydraulic line
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention clearer, the technical solutions in the embodiments of the present invention will be described below with reference to the accompanying drawings, and it is obvious that the described embodiments are some, but not all embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
Fig. 1 is a schematic structural diagram of a stiffness switchable stabilizer bar system according to an embodiment of the present invention, as shown in fig. 1, including a torque transmitter 30, a left stabilizer bar 21, and a right stabilizer bar 22; wherein,
the torque transmitter 30 includes a torque transmitter outer race 31 and a torque transmitter inner core 32;
the torque transmitter outer ring 31 is fixedly connected with the left stabilizer bar 21, and the torque transmitter inner core 32 is fixedly connected with the right stabilizer bar 22;
a first cavity 51, a second cavity 52, a third cavity 53 and a fourth cavity 54 are formed between the torque transmitter outer ring 31 and the torque transmitter inner core 32, the first cavity 51 is connected with the electromagnetic directional valve 63 through a first hydraulic pipeline 71, the second cavity 52 is connected with the electromagnetic directional valve 63 through a second hydraulic pipeline 72, the third cavity 53 is connected with the electromagnetic directional valve 63 through a third hydraulic pipeline 73, the fourth cavity 54 is connected with the electromagnetic directional valve 63 through a fourth hydraulic pipeline 74, and the volumes of the first cavity 51, the second cavity 52, the third cavity 53 and the fourth cavity 54 are variable;
the first hydraulic line 71 is connected to the hydraulic reservoir 60 via a first hydraulic check valve 61, and the fourth hydraulic line 74 is connected to the hydraulic reservoir 60 via a second hydraulic check valve 62.
Specifically, when the electromagnetic directional valve 63 is in the non-energized state, the first hydraulic line 71 communicates with the third hydraulic line 73, the second hydraulic line 72 communicates with the fourth hydraulic line 74, the first cavity 51 communicates with the third cavity 53, and the second cavity 52 communicates with the fourth cavity 54. At this time, if the vehicle body rolls and the left and right wheels jump in the opposite directions, the torque transmitter outer race 31 and the torque transmitter inner race 32 tend to rotate relative to each other. As shown in fig. 3, if the torque transmitter inner core 32 tends to rotate clockwise relative to the torque transmitter outer ring 31, the volumes of the first cavity 51 and the third cavity 53 tend to decrease, and the volumes of the second cavity 52 and the fourth cavity 54 tend to increase, due to the action of the first check valve 61, the hydraulic oil cannot flow back to the hydraulic oil tank 60 from the first cavity 51 and the third cavity 53, but the volume of the hydraulic oil cannot be compressed, so that the hydraulic oil in the first cavity 51 and the third cavity 53 generates high pressure, and torque can be transmitted between the torque transmitter outer ring 31 and the torque transmitter inner core 32 through the hydraulic oil pressure in the first cavity 51 and the third cavity 53; if the torque transmitter inner core 32 tends to rotate counterclockwise relative to the torque transmitter outer core 31, the volumes of the first cavity 51 and the third cavity 53 tend to increase, the volumes of the second cavity 52 and the fourth cavity 54 tend to decrease, and due to the action of the second check valve 62, hydraulic oil cannot flow back to the hydraulic oil tank 60 from the second cavity 52 and the fourth cavity 54, but the volumes of the hydraulic oil cannot be compressed, so that high pressure is generated in the hydraulic oil in the second cavity 52 and the fourth cavity 54, and torque can be transmitted between the torque transmitter outer core 31 and the torque transmitter inner core 32 through the pressures of the hydraulic oil in the second cavity 52 and the fourth cavity 54. In this state, the characteristic curve of the stabilizer bar system is as shown in curve 1 in fig. 2, and the roll angle rigidity of the system is a constant value and exhibits a linear characteristic, which is the same as that of the conventional stabilizer bar.
When the electromagnetic directional valve 63 is in the energized state, the first hydraulic line 71 communicates with the second hydraulic line 72, the third hydraulic line 73 communicates with the fourth hydraulic line 74, the first cavity 51 communicates with the second cavity 52, and the third cavity 53 communicates with the fourth cavity 54. At this time, if the vehicle body rolls and the left and right wheels jump in the opposite directions, the torque transmitter outer race 31 and the torque transmitter inner race 32 tend to rotate relative to each other. As shown in fig. 3, if the torque transmitter inner core 32 tends to rotate clockwise relative to the torque transmitter outer ring 31, the volumes of the first cavity 51 and the third cavity 53 tend to decrease, the volumes of the second cavity 52 and the fourth cavity 54 tend to increase, the hydraulic oil in the first cavity 51 can smoothly flow into the second cavity 52, the hydraulic oil in the third cavity 53 can smoothly flow into the fourth cavity 54, and the hydraulic oil in the four cavities does not generate high pressure, the torque transmitter inner core 32 can rotate clockwise relative to the torque transmitter outer ring 31, and after a certain angle, the side walls of the torque transmitter inner core 32 at the first cavity 51 and the third cavity 53 respectively contact with the side walls of the torque transmitter outer ring 31 at the first cavity 51 and the third cavity 53, so that the torque transmitter outer ring 31 and the torque transmitter inner core 32 can pass through the first cavity 51, the second cavity 53, The contact pressure on the side wall of the third cavity 53 transmits torque; if the torque transmitter inner core 32 has a tendency to rotate counterclockwise relative to the torque transmitter outer ring 31, the volumes of the first cavity 51 and the third cavity 53 tend to increase, the volumes of the second cavity 52 and the fourth cavity 54 tend to decrease, the hydraulic oil in the second cavity 52 can smoothly flow into the first cavity 51, the hydraulic oil in the fourth cavity 54 can smoothly flow into the third cavity 53, the hydraulic oil in the four cavities can not generate high pressure, the torque transmitter inner core 32 can rotate clockwise relative to the torque transmitter outer race 31, after the certain angle is rotated, the side walls of the torque transmitter inner core 32 at the second cavity 52 and the fourth cavity 54 are respectively contacted with the side walls of the torque transmitter outer ring 31 at the second cavity 52 and the fourth cavity 54, torque can be transmitted between the torque transmitter outer race 31 and the torque transmitter inner core 32 by contact pressure on the sidewalls of the second cavity 52, the fourth cavity 54. In this state, the stabilizer bar system has a characteristic curve as shown in curve 2 in fig. 2, and when the vehicle body roll angle is small, the stabilizer bar system does not provide roll rigidity, and the ride comfort of the vehicle can be improved, and when the vehicle body roll angle is greater than a certain angle, the stabilizer bar system provides appropriate roll rigidity to secure the safety and steering stability of the vehicle.
In addition to the above embodiment, the left stabilizer bar 21 is fixed to the vehicle body frame by the first bushing 23, and the right stabilizer bar 22 is fixed to the vehicle body frame by the second bushing 24.
Preferably, the first bushing 23 and the second bushing 24 are rubber bushings.
In addition to the above-described embodiments, a first seal 41, a second seal 42, a third seal 43, and a fourth seal 44 are provided between the torque transmitter outer race 31 and the torque transmitter inner core 32 to form the first cavity 51, the second cavity 52, the third cavity 53, and the fourth cavity 54.
In the embodiment of the invention, the first sealing element, the second sealing element, the third sealing element and the fourth sealing element are arranged, so that hydraulic oil is prevented from flowing among the first cavity, the second cavity, the third cavity and the fourth cavity, and the working efficiency of the torque transmitter is influenced.
On the basis of the above embodiment, a switching method of the transverse stabilizer bar system using the above switchable stiffness includes:
the hydraulic oil stored in the hydraulic oil tank 60 flows to the first cavity 51, the second cavity 52, the third cavity 53 and the fourth cavity 54 through the first hydraulic line 71, the second hydraulic line 72, the third hydraulic line 73 and the fourth hydraulic line 74, respectively;
when the electromagnetic directional valve 63 is not energized, the first hydraulic line 71 communicates with the third hydraulic line 73, the second hydraulic line 72 communicates with the fourth hydraulic line 74, the first cavity 51 communicates with the third cavity 53, and the second cavity 52 communicates with the fourth cavity 54, so that rigidity switching is completed.
Specifically, when the electromagnetic directional valve 63 is in the non-energized state, the first hydraulic line 71 communicates with the third hydraulic line 73, the second hydraulic line 72 communicates with the fourth hydraulic line 74, the first cavity 51 communicates with the third cavity 53, and the second cavity 52 communicates with the fourth cavity 54. At this time, if the vehicle body rolls and the left and right wheels jump in the opposite directions, the torque transmitter outer race 31 and the torque transmitter inner race 32 tend to rotate relative to each other. As shown in fig. 3, if the torque transmitter inner core 32 tends to rotate clockwise relative to the torque transmitter outer ring 31, the volumes of the first cavity 51 and the third cavity 53 tend to decrease, and the volumes of the second cavity 52 and the fourth cavity 54 tend to increase, due to the action of the first check valve 61, the hydraulic oil cannot flow back to the hydraulic oil tank 60 from the first cavity 51 and the third cavity 53, but the volume of the hydraulic oil cannot be compressed, so that the hydraulic oil in the first cavity 51 and the third cavity 53 generates high pressure, and torque can be transmitted between the torque transmitter outer ring 31 and the torque transmitter inner core 32 through the hydraulic oil pressure in the first cavity 51 and the third cavity 53; if the torque transmitter inner core 32 tends to rotate counterclockwise relative to the torque transmitter outer core 31, the volumes of the first cavity 51 and the third cavity 53 tend to increase, the volumes of the second cavity 52 and the fourth cavity 54 tend to decrease, and due to the action of the second check valve 62, hydraulic oil cannot flow back to the hydraulic oil tank 60 from the second cavity 52 and the fourth cavity 54, but the volumes of the hydraulic oil cannot be compressed, so that high pressure is generated in the hydraulic oil in the second cavity 52 and the fourth cavity 54, and torque can be transmitted between the torque transmitter outer core 31 and the torque transmitter inner core 32 through the pressures of the hydraulic oil in the second cavity 52 and the fourth cavity 54. In this state, the characteristic curve of the stabilizer bar system is as shown in curve 1 in fig. 2, and the roll angle stiffness of the stabilizer bar system is a constant value and exhibits a linear characteristic, which is the same as that of the conventional stabilizer bar.
On the basis of the above embodiment, the method further includes: when the electromagnetic directional valve 63 is energized, the first hydraulic line 71 is communicated with the second hydraulic line 72, the third hydraulic line 73 is communicated with the fourth hydraulic line 74, the first cavity 51 is communicated with the second cavity 52, and the third cavity 53 is communicated with the fourth cavity 54, so that rigidity switching is completed.
Specifically, when the electromagnetic directional valve 63 is in the energized state, the first hydraulic line 71 communicates with the second hydraulic line 72, the third hydraulic line 73 communicates with the fourth hydraulic line 74, the first cavity 51 communicates with the second cavity 52, and the third cavity 53 communicates with the fourth cavity 54. At this time, if the vehicle body rolls and the left and right wheels jump in the opposite directions, the torque transmitter outer race 31 and the torque transmitter inner race 32 tend to rotate relative to each other. As shown in fig. 3, if the torque transmitter inner core 32 tends to rotate clockwise relative to the torque transmitter outer ring 31, the volumes of the first cavity 51 and the third cavity 53 tend to decrease, the volumes of the second cavity 52 and the fourth cavity 54 tend to increase, the hydraulic oil in the first cavity 51 can smoothly flow into the second cavity 52, the hydraulic oil in the third cavity 53 can smoothly flow into the fourth cavity 54, and the hydraulic oil in the four cavities does not generate high pressure, the torque transmitter inner core 32 can rotate clockwise relative to the torque transmitter outer ring 31, and after a certain angle, the side walls of the torque transmitter inner core 32 at the first cavity 51 and the third cavity 53 respectively contact with the side walls of the torque transmitter outer ring 31 at the first cavity 51 and the third cavity 53, so that the torque transmitter outer ring 31 and the torque transmitter inner core 32 can pass through the first cavity 51, the second cavity 53, The contact pressure on the side wall of the third cavity 53 transmits torque; if the torque transmitter inner core 32 has a tendency to rotate counterclockwise relative to the torque transmitter outer ring 31, the volumes of the first cavity 51 and the third cavity 53 tend to increase, the volumes of the second cavity 52 and the fourth cavity 54 tend to decrease, the hydraulic oil in the second cavity 52 can smoothly flow into the first cavity 51, the hydraulic oil in the fourth cavity 54 can smoothly flow into the third cavity 53, the hydraulic oil in the four cavities can not generate high pressure, the torque transmitter inner core 32 can rotate clockwise relative to the torque transmitter outer race 31, after the certain angle is rotated, the side walls of the torque transmitter inner core 32 at the second cavity 52 and the fourth cavity 54 are respectively contacted with the side walls of the torque transmitter outer ring 31 at the second cavity 52 and the fourth cavity 54, torque can be transmitted between the torque transmitter outer race 31 and the torque transmitter inner core 32 by contact pressure on the sidewalls of the second cavity 52, the fourth cavity 54. In this state, the stabilizer bar system has a characteristic curve as shown in curve 2 in fig. 2, and when the vehicle body roll angle is small, the stabilizer bar system does not provide roll rigidity, and the ride comfort of the vehicle can be improved, and when the vehicle body roll angle is greater than a certain angle, the stabilizer bar system provides appropriate roll rigidity to secure the safety and steering stability of the vehicle.
On the basis of the above embodiments, the present embodiment provides a vehicle comprising the above switchable stiffness transverse stabilizer bar system.
Specifically, when the electromagnetic directional valve 63 is in the non-energized state, the first hydraulic line 71 communicates with the third hydraulic line 73, the second hydraulic line 72 communicates with the fourth hydraulic line 74, the first cavity 51 communicates with the third cavity 53, and the second cavity 52 communicates with the fourth cavity 54. At this time, if the vehicle body rolls and the left and right wheels jump in the opposite directions, the torque transmitter outer race 31 and the torque transmitter inner race 32 tend to rotate relative to each other. As shown in fig. 3, if the torque transmitter inner core 32 tends to rotate clockwise relative to the torque transmitter outer ring 31, the volumes of the first cavity 51 and the third cavity 53 tend to decrease, and the volumes of the second cavity 52 and the fourth cavity 54 tend to increase, due to the action of the first check valve 61, the hydraulic oil cannot flow back to the hydraulic oil tank 60 from the first cavity 51 and the third cavity 53, but the volume of the hydraulic oil cannot be compressed, so that the hydraulic oil in the first cavity 51 and the third cavity 53 generates high pressure, and torque can be transmitted between the torque transmitter outer ring 31 and the torque transmitter inner core 32 through the hydraulic oil pressure in the first cavity 51 and the third cavity 53; if the torque transmitter inner core 32 tends to rotate counterclockwise relative to the torque transmitter outer core 31, the volumes of the first cavity 51 and the third cavity 53 tend to increase, the volumes of the second cavity 52 and the fourth cavity 54 tend to decrease, and due to the action of the second check valve 62, hydraulic oil cannot flow back to the hydraulic oil tank 60 from the second cavity 52 and the fourth cavity 54, but the volumes of the hydraulic oil cannot be compressed, so that high pressure is generated in the hydraulic oil in the second cavity 52 and the fourth cavity 54, and torque can be transmitted between the torque transmitter outer core 31 and the torque transmitter inner core 32 through the pressures of the hydraulic oil in the second cavity 52 and the fourth cavity 54. In this state, the characteristic curve of the stabilizer bar system is as shown in curve 1 in fig. 2, and the roll angle stiffness of the stabilizer bar system is a constant value and exhibits a linear characteristic, which is the same as that of the conventional stabilizer bar.
When the electromagnetic directional valve 63 is in the energized state, the first hydraulic line 71 communicates with the second hydraulic line 72, the third hydraulic line 73 communicates with the fourth hydraulic line 74, the first cavity 51 communicates with the second cavity 52, and the third cavity 53 communicates with the fourth cavity 54. At this time, if the vehicle body rolls and the left and right wheels jump in the opposite directions, the torque transmitter outer race 31 and the torque transmitter inner race 32 tend to rotate relative to each other. As shown in fig. 3, if the torque transmitter inner core 32 tends to rotate clockwise relative to the torque transmitter outer ring 31, the volumes of the first cavity 51 and the third cavity 53 tend to decrease, the volumes of the second cavity 52 and the fourth cavity 54 tend to increase, the hydraulic oil in the first cavity 51 can smoothly flow into the second cavity 52, the hydraulic oil in the third cavity 53 can smoothly flow into the fourth cavity 54, and the hydraulic oil in the four cavities does not generate high pressure, the torque transmitter inner core 32 can rotate clockwise relative to the torque transmitter outer ring 31, and after a certain angle, the side walls of the torque transmitter inner core 32 at the first cavity 51 and the third cavity 53 respectively contact with the side walls of the torque transmitter outer ring 31 at the first cavity 51 and the third cavity 53, so that the torque transmitter outer ring 31 and the torque transmitter inner core 32 can pass through the first cavity 51, the second cavity 53, The contact pressure on the side wall of the third cavity 53 transmits torque; if the torque transmitter inner core 32 has a tendency to rotate counterclockwise relative to the torque transmitter outer ring 31, the volumes of the first cavity 51 and the third cavity 53 tend to increase, the volumes of the second cavity 52 and the fourth cavity 54 tend to decrease, the hydraulic oil in the second cavity 52 can smoothly flow into the first cavity 51, the hydraulic oil in the fourth cavity 54 can smoothly flow into the third cavity 53, the hydraulic oil in the four cavities can not generate high pressure, the torque transmitter inner core 32 can rotate clockwise relative to the torque transmitter outer race 31, after the certain angle is rotated, the side walls of the torque transmitter inner core 32 at the second cavity 52 and the fourth cavity 54 are respectively contacted with the side walls of the torque transmitter outer ring 31 at the second cavity 52 and the fourth cavity 54, torque can be transmitted between the torque transmitter outer race 31 and the torque transmitter inner core 32 by contact pressure on the sidewalls of the second cavity 52, the fourth cavity 54. In this state, the stabilizer bar system has a characteristic curve as shown in curve 2 in fig. 2, and when the vehicle body roll angle is small, the stabilizer bar system does not provide roll rigidity, and the ride comfort of the vehicle can be improved, and when the vehicle body roll angle is greater than a certain angle, the stabilizer bar system provides appropriate roll rigidity to secure the safety and steering stability of the vehicle.
Finally, it should be noted that: the above examples are only intended to illustrate the technical solution of the present invention, but not to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.
Claims (5)
1. A transverse stabilizer bar system with switchable rigidity is characterized by comprising a torque transmitter, a left stabilizer bar and a right stabilizer bar; wherein,
the torque transmitter includes a torque transmitter outer race and a torque transmitter inner core;
the outer ring of the torque transmitter is fixedly connected with the left stabilizer bar, and the inner core of the torque transmitter is fixedly connected with the right stabilizer bar;
a first cavity, a second cavity, a third cavity and a fourth cavity are formed between the outer ring of the torque transmitter and the inner core of the torque transmitter, the first cavity is connected with the electromagnetic directional valve through a first hydraulic pipeline, the second cavity is connected with the electromagnetic directional valve through a second hydraulic pipeline, the third cavity is connected with the electromagnetic directional valve through a third hydraulic pipeline, the fourth cavity is connected with the electromagnetic directional valve through a fourth hydraulic pipeline, and the volumes of the first cavity, the second cavity, the third cavity and the fourth cavity are variable;
the first hydraulic pipeline is connected with the hydraulic oil tank through a first hydraulic one-way valve, and the fourth hydraulic pipeline is connected with the hydraulic oil tank through a second hydraulic one-way valve;
when the electromagnetic directional valve is in a non-electrified state, the first hydraulic pipeline is communicated with the third hydraulic pipeline, the second hydraulic pipeline is communicated with the fourth hydraulic pipeline, the first cavity is communicated with the third cavity, and the second cavity is communicated with the fourth cavity so as to complete rigidity switching;
if the inner core of the torque transmitter rotates clockwise relative to the outer ring of the torque transmitter, the volumes of the first cavity and the third cavity are reduced, the volumes of the second cavity and the fourth cavity are increased, and high pressure is generated by hydraulic oil in the first cavity and the third cavity;
if the inner core of the torque transmitter rotates anticlockwise relative to the outer ring of the torque transmitter, the volumes of the first cavity and the third cavity are increased, and the volumes of the second cavity and the fourth cavity are reduced, so that high pressure is generated in hydraulic oil in the second cavity and the fourth cavity;
when the electromagnetic directional valve is in a power-on state, the first hydraulic pipeline is communicated with the second hydraulic pipeline, the third hydraulic pipeline is communicated with the fourth hydraulic pipeline, the first cavity is communicated with the second cavity, and the third cavity is communicated with the fourth cavity so as to complete rigidity switching;
if the inner core of the torque transmitter rotates clockwise relative to the outer ring of the torque transmitter, the volumes of the first cavity and the third cavity are reduced, the volumes of the second cavity and the fourth cavity are increased, hydraulic oil in the first cavity flows into the second cavity, and hydraulic oil in the third cavity flows into the fourth cavity;
if the torque transmitter inner core rotates anticlockwise relative to the torque transmitter outer ring, the volumes of the first cavity and the third cavity are increased, the volumes of the second cavity and the fourth cavity are decreased, hydraulic oil in the second cavity flows into the first cavity, and hydraulic oil in the fourth cavity flows into the third cavity.
2. The switchable stiffness transverse stabilizer bar system of claim 1 wherein the left stabilizer bar is secured to the frame by a first bushing and the right stabilizer bar is secured to the frame by a second bushing.
3. The switchable stiffness stabilizer bar system according to claim 1, wherein a first, a second, a third and a fourth seal are arranged between the torque transmitter outer race and the torque transmitter inner core to form the first, the second, the third and the fourth cavities.
4. A method of switching a transverse stabilizer bar system using switchable stiffness according to any of claims 1 to 3, comprising:
the hydraulic oil stored in the hydraulic oil tank flows to the first cavity, the second cavity, the third cavity and the fourth cavity through the first hydraulic pipeline, the second hydraulic pipeline, the third hydraulic pipeline and the fourth hydraulic pipeline respectively so as to complete rigidity switching.
5. A vehicle comprising a switchable stiffness transverse stabilizer bar system according to any one of claims 1 to 3.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201711434547.2A CN108215701B (en) | 2017-12-26 | 2017-12-26 | Vehicle, transverse stabilizer bar system with switchable rigidity and switching method thereof |
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| CN201711434547.2A CN108215701B (en) | 2017-12-26 | 2017-12-26 | Vehicle, transverse stabilizer bar system with switchable rigidity and switching method thereof |
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| CN108215701A CN108215701A (en) | 2018-06-29 |
| CN108215701B true CN108215701B (en) | 2020-07-21 |
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| US4674608A (en) * | 1983-02-08 | 1987-06-23 | Horstman Defence Systems Limited | Hydraulic damper |
| EP0933240A1 (en) * | 1998-01-29 | 1999-08-04 | Rover Group Limited | Vehicle roll damping |
| DE102005047278A1 (en) * | 2005-10-01 | 2007-04-05 | Bayerische Motoren Werke Ag | Swivel motor arrangement for use in sectionalized anti-roll bar of vehicle, has motor with cylinder rotated in housing about rotating axis, and channels running through housing for supplying fluid, where housing is fastened to vehicle |
| DE102011119244A1 (en) * | 2011-11-22 | 2012-05-10 | Daimler Ag | Hydraulically operable torsion plate for motor vehicle, is provided with hydraulic pressure relief device that is operated between hydraulic working chamber and another hydraulic working chamber |
| CN202608506U (en) * | 2012-04-20 | 2012-12-19 | 广州汽车集团股份有限公司 | Hydraulic transverse stabilizer |
| CN103786545A (en) * | 2014-01-21 | 2014-05-14 | 郑州宇通客车股份有限公司 | Active stabilizer bar system for vehicle |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE4319162A1 (en) * | 1993-06-09 | 1994-12-15 | Rexroth Mannesmann Gmbh | Hydraulic valve, in particular for controlling a hydraulic actuator in a system for the rolling stabilisation of a motor vehicle |
| JP3651726B2 (en) * | 1997-02-07 | 2005-05-25 | カヤバ工業株式会社 | Suspension device |
| KR20110019638A (en) * | 2009-08-20 | 2011-02-28 | 현대모비스 주식회사 | Control apparatus of a vehicle's roll |
| CN104999881B (en) * | 2015-07-07 | 2018-04-06 | 湖南大学 | A kind of changeable Active control suspension of double mode |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4674608A (en) * | 1983-02-08 | 1987-06-23 | Horstman Defence Systems Limited | Hydraulic damper |
| EP0933240A1 (en) * | 1998-01-29 | 1999-08-04 | Rover Group Limited | Vehicle roll damping |
| DE102005047278A1 (en) * | 2005-10-01 | 2007-04-05 | Bayerische Motoren Werke Ag | Swivel motor arrangement for use in sectionalized anti-roll bar of vehicle, has motor with cylinder rotated in housing about rotating axis, and channels running through housing for supplying fluid, where housing is fastened to vehicle |
| DE102011119244A1 (en) * | 2011-11-22 | 2012-05-10 | Daimler Ag | Hydraulically operable torsion plate for motor vehicle, is provided with hydraulic pressure relief device that is operated between hydraulic working chamber and another hydraulic working chamber |
| CN202608506U (en) * | 2012-04-20 | 2012-12-19 | 广州汽车集团股份有限公司 | Hydraulic transverse stabilizer |
| CN103786545A (en) * | 2014-01-21 | 2014-05-14 | 郑州宇通客车股份有限公司 | Active stabilizer bar system for vehicle |
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| Publication number | Publication date |
|---|---|
| CN108215701A (en) | 2018-06-29 |
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