CN108973581B - Adjustable suspension system applied to formula car - Google Patents
Adjustable suspension system applied to formula car Download PDFInfo
- Publication number
- CN108973581B CN108973581B CN201810841603.2A CN201810841603A CN108973581B CN 108973581 B CN108973581 B CN 108973581B CN 201810841603 A CN201810841603 A CN 201810841603A CN 108973581 B CN108973581 B CN 108973581B
- Authority
- CN
- China
- Prior art keywords
- suspension
- assembly
- rocker arm
- damping
- shock absorber
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/06—Characteristics of dampers, e.g. mechanical dampers
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2300/00—Indexing codes relating to the type of vehicle
- B60G2300/27—Racing vehicles, e.g. F1
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Abstract
The invention discloses an adjustable suspension system applying formula car, which comprises two sets of front suspension assemblies, two sets of rear suspension assemblies, a Z-shaped stabilizer bar assembly, a third damping assembly and a whole car controller. The two sets of front suspension assemblies and the two sets of rear suspension assemblies are symmetrically arranged about the longitudinal central line of the racing car, the Z-shaped transverse stabilizer bar assembly, the third damping assembly and the rear suspension assemblies are rigidly connected through lugs and bolts, and the whole car controller is arranged on the car frame. The stepping motor connected with the valve is additionally arranged on the shock absorber, the state of the whole car is collected in the movement process of the racing car, the rotation angle of the motor output shaft is actively controlled through the whole car controller, the output damping is ensured to be matched with the working condition of the racing car, and the suspension damping is adjusted in real time. Front and rear swing arms are designed to be adjustable in length to adjust the transfer ratio and stiffness of the suspension.
Description
Technical Field
The invention belongs to the technical field of equation suspensions, and particularly relates to an adjustable suspension system applying equation racing cars.
Background
Formula car, which is a car manufactured by a common formula (rule limit), must be manufactured according to a program prescribed by the technical rule of vehicles issued by the international union organization of cars, including car body structure, long width, etc. College formula racing (FSAE) is one of them, and is attended by a team at a university, and a simplified version of the formula racing is designed, which requires a high level of acceleration, braking, and drivability and is sufficiently stable and durable.
The design of formula car for universities generally requires that its suspension have some ability to adjust, which may be suspension damping or suspension stiffness.
The damping adjustment part of the adjustable suspension of the formula car is mainly adjusted manually according to the feedback of a rider. The rigidity adjusting part is mainly to passively change the rigidity of the suspension by means of front-rear suspension transverse stabilizers, and the two adjusting modes have obvious defects. The damping is manually adjusted according to the feedback of a rider, so that different requirements for the damping under the variable working conditions of an actual racing car cannot be met. The rigidity of the suspension is regulated by using the transverse stabilizer, so that the regulating rigidity range is smaller, and the regulating precision is lower. Meanwhile, the existing formula car suspension can not effectively adjust suspension damping in real time according to the state of the car, and the transverse stabilizer can not provide enough suspension stiffness damping under the state of sudden acceleration (deceleration) of the car, so that the stability influence and unsafe performance caused by larger pitching angle of the car body are caused.
Disclosure of Invention
In order to ensure the optimal suspension performance under various working conditions of the racing car, the rigidity damping of the suspension is effectively adjusted in time according to the working conditions and the state of the racing car, and the safety of the racing car in a sudden increase (decrease) speed state is improved.
An adjustable suspension system applied to formula racing cars comprises two sets of front suspension assemblies 1, two sets of rear suspension assemblies 2, a Z-shaped stabilizer bar assembly 3 and a third damping assembly 4. The two sets of front suspension assemblies 1 are respectively arranged on the inner sides of the two front wheels of the formula car, and the two sets of rear suspension assemblies 2, the Z-shaped stabilizer bar assemblies 3 and the third damping assemblies 4 are arranged on a bracket between the two rear wheels of the formula car.
The front suspension assembly 1 comprises a front damping adjustment assembly 14, the front damping adjustment assembly 14 comprises a first stepping motor 141 and a first shock absorber 142, a first spring 143 is sleeved on the first shock absorber 142, and the first stepping motor 141 is used for adjusting the damping of the first shock absorber 142. A U-shaped stabilizer bar assembly 19 is connected between the two sets of front suspension assemblies 1.
The rear suspension assembly 2 comprises a rear damping adjustment assembly 24, the rear damping adjustment assembly 24 comprises a second stepping motor 241 and a second shock absorber 26, a second spring 261 is sleeved on the second shock absorber 26, and the second stepping motor 241 is used for adjusting the damping of the second shock absorber 26. One ends of the two sets of rear suspension assemblies 2, on which the second stepping motor 241 is mounted, are respectively connected to two sides of the square lug 34, the other ends of the two sets of rear suspension assemblies 2 are respectively connected to the quadrilateral rear rocker arm pieces 23 on the inner sides of the two rear wheels, the quadrilateral rear rocker arm pieces 23 on the inner sides of the two rear wheels are also respectively connected with two ends of the Z-shaped transverse stabilizer bar assembly 3 and two ends of the third damping assembly 4, and the middle position of the Z-shaped transverse stabilizer bar assembly 3 is connected to the upper side of the square lug 34 through a connector 35. The third damping assembly 4 includes a third stepper motor 421 and a third shock absorber 42, and the third stepper motor 421 is used for adjusting the damping size of the third shock absorber 42.
In operation, the function of actively adjusting the suspension damping is realized under the real-time control action of the front damping adjustment assembly 14, the rear damping adjustment assembly 24 and the third damping assembly 4.
The further defined technical scheme is as follows:
the front suspension assembly 1 further comprises a gear ring 11, a front upright 12, a front upper cross arm 13, a fixed lug 15, a front rocker arm 16, a front lower cross arm 17 and a front rocker arm piece 18. The gear ring 11 is arranged on the inner side of a front wheel hub, the upper part and the lower part of the front wheel hub are respectively connected with a front upright post 12, the front upper cross arm 13 is of a herringbone structure formed by two upper connecting rods, one ends of the two upper connecting rods, which are intersected, are connected to the front upright post 12 above the front wheel hub, and the other ends of the two upper connecting rods are respectively connected to the first shock absorber 142 and the racing car frame through fixed lugs 15. The front lower cross arm 17 is a herringbone structure formed by two lower connecting rods, one end of each lower connecting rod is connected to the front upright post 12 below the front wheel hub, and the other ends of the two lower connecting rods are respectively connected to the first shock absorber 142 and the U-shaped transverse stabilizer bar assembly 19 through the fixing lugs 15. One end of the front rocker arm 16 is connected with the junction of the two upper connecting rods, and the other end of the front rocker arm 16 is connected to the front rocker arm piece 18 at the lower end of the first shock absorber 142.
The front rocker arm 16 includes a rod end bearing 161, a locknut 162, a rocker tube 163, and a joint 164. Two ends of the rocker arm tube 163 are respectively connected with a joint 164, the joint 164 is locked by a locknut 162, and the outer end part of the joint 164 is connected with a rod end bearing 161. The rod end bearings 161 with opposite rotation directions at the two ends are rotated, different rotation amounts of the rod end bearings are obtained through the reserved lengths of the rod end bearings 161 of the front suspension rocker arm, and then the rod end bearings are fixed through the locknuts 162, so that the front suspension rocker arm pull rods with different lengths are obtained, different suspension transmission ratios are obtained through the change of the lengths of the front suspension rocker arm pull rods, under the condition that front wheel loads are fixed, the rigidity of a suspension is changed, and then the most suitable suspension rigidity is optimized according to the running working condition of a racing car.
The rear suspension assembly 2 further includes a rear upper cross arm 21, a rear swing arm 22 and a rear lower cross arm 25. The rear upper cross arm 21 is a herringbone structure formed by two connecting rods, one end of each connecting rod is connected to a rear upright post above the rear wheel hub, and the other ends of the two connecting rods are connected to the racing car frame through fixing lugs 15 respectively. One end of the rear lower cross arm 25 is connected to a rear upright below the rear wheel hub, and the other end of the rear lower cross arm 25 is connected to the racing car frame through a fixing lug 15. One end of the rear rocker arm 22 is connected to a quadrilateral rear rocker arm sheet 23, and the other end of the rear rocker arm 22 is connected to a rear lower cross arm 25 adjacent to the rear wheel hub. The rear damping adjustment assembly 24 comprises a second stepping motor 241 and a second shock absorber 26, a second spring 261 is sleeved on the second shock absorber 26, and the second stepping motor 241 is used for adjusting the damping of the second shock absorber 26.
The Z-shaped stabilizer bar assembly 3 further comprises two first connecting bars 31, a connecting bar nut 32, a second stabilizer bar 33 and a connecting pin shaft 36. The two ends of the second stabilizer bar 33 are respectively connected with one end of a first connecting bar 31 and locked by a connecting bar nut 32. The other end of the first connecting rod 31 is connected to the quadrangular rear rocker arm piece 23 through a connecting pin 36.
The third damping assembly 4 further comprises two second connecting rods 41, a U-shaped lug 43 and a linear lug 44. Two ends of the third shock absorber 42 are respectively connected with one end of a second connecting rod 41 through a U-shaped lug 43, and the other end of the second connecting rod 41 is connected to the quadrilateral rear rocker arm piece 23 through a straight lug 44.
The first step motor 141, the second step motor 241 and the third step motor 421 have the same model, and the model is: 24BYJ48 deceleration stepping motor, rated power is 12W.
The first shock absorber 142, the second shock absorber 26 and the third shock absorber 42 are identical in model number and model number to Ohlins TTX25.
The beneficial technical effects of the invention are as follows:
(1) The stepping motor connected with the valve is additionally arranged on the shock absorber, the state of the whole car is collected in the movement process of the racing car, the rotation angle of the motor output shaft is actively controlled through the whole car controller, the output damping is ensured to be matched with the working condition of the racing car, and the suspension damping is adjusted in real time.
(2) The third damping device is designed, so that under the condition of rapid acceleration and rapid deceleration of the racing car, the pitching degree of the racing car is slowed down, the stability of the racing car is improved, and meanwhile, the safety is also improved.
(3) Two third damping arrangements, transverse and longitudinal, are designed to meet the demands of different racing vehicles.
(4) The front rocker arm and the rear rocker arm which are additionally provided with the rod end bearing and the nut in the positive and negative rotation directions are designed, the front rocker arm and the rear rocker arm can be extended or shortened through different rotation directions, so that the transmission ratio and the rigidity of the suspension are adjusted, and the rod end bearing with the fine thread pitch can ensure the adjustment precision.
Drawings
Fig. 1 is a schematic diagram of the overall assembly of the present invention on a whole vehicle.
FIG. 2 is a schematic view of a front suspension assembly of the present invention.
FIG. 3 is a schematic view of a rear suspension assembly of the present invention.
Fig. 4 is a schematic view of the front rocker arm structure and assembly position of the present invention.
FIG. 5 is a schematic view of the assembly of the rear suspension assembly, the Z-shaped stabilizer bar assembly and the third damper assembly of the present invention.
FIG. 6 is a schematic diagram of a front damping adjustment assembly of the present invention.
FIG. 7 is a schematic diagram of a second embodiment of the present invention (a third damper assembly).
Number in the upper diagram: front suspension assembly 1, ring gear 11, front upright 12, front upper cross arm 13, front damping adjustment assembly 14, first stepper motor 141, first shock absorber 142, first spring 143, fixed tab 15, front rocker arm 16, rod end bearing 161, locknut 162, rocker arm tube 163, joint 164, front lower cross arm 17, front rocker arm tab 18, U-shaped stabilizer bar assembly 19; the rear suspension assembly 2, the rear upper cross arm 21, the rear rocker arm 22, the quadrilateral rear rocker arm piece 23, the rear damping adjustment assembly 24, the second stepping motor 241, the rear lower cross arm 25, the second shock absorber 26, the second spring 261 and the triangular rear rocker arm piece 27; the Z-shaped stabilizer bar assembly 3, a first connecting rod 31, a connecting rod nut 32, a second stabilizer bar 33, square lugs 34, a connector 35 and a connecting pin 36; the third damping assembly 4, the second connecting rod 41, the third shock absorber 42, the third stepping motor 421, the U-shaped lug 43, the straight lug 44, the long waist-shaped lug 45 and the whole vehicle controller 5.
Detailed Description
The invention is further described by way of examples with reference to the accompanying drawings.
Example 1
Referring to fig. 1 to 6, an adjustable suspension system applied to formula car comprises two sets of front suspension assemblies 1, two sets of rear suspension assemblies 2, a Z-type stabilizer bar assembly 3, a third damping assembly 4 and a whole car controller 5. The two sets of front suspension assemblies 1 and the two sets of rear suspension assemblies 2 are symmetrically arranged about the longitudinal central line of the racing car, the Z-shaped transverse stabilizer bar assembly 3, the third damping assembly 4 and the rear suspension assemblies 2 are rigidly connected through lugs and bolts, and the whole car controller 5 is arranged on the frame.
The front suspension assembly 1 further comprises a gear ring 11, a front upright post 12, a front upper cross arm 13, a front damping adjustment assembly 14, a fixed lug 15, a front rocker arm 16, a front lower cross arm 17 and a front rocker arm sheet 18. The gear ring 11 is arranged on the inner side of a front wheel hub, the upper part and the lower part of the front wheel hub are respectively connected with a front upright post 12, the front upper cross arm 13 is of a herringbone structure formed by two upper connecting rods, one ends of the two upper connecting rods, which are intersected, are connected to the front upright post 12 above the front wheel hub, and the other ends of the two upper connecting rods are respectively connected to the first shock absorber 142 and the racing car frame through fixed lugs 15. The front lower cross arm 17 is a herringbone structure formed by two lower connecting rods, one end of each lower connecting rod is connected to the front upright post 12 below the front wheel hub, and the other ends of the two lower connecting rods are respectively connected to the first shock absorber 142 and the U-shaped transverse stabilizer bar assembly 19 through the fixing lugs 15. One end of the front rocker arm 16 is connected with the junction of the two upper connecting rods, and the other end of the front rocker arm 16 is connected to the front rocker arm piece 18 at the lower end of the first shock absorber 142. The front damping adjustment assembly 14 includes a first stepping motor 141 and a first shock absorber 142, a first spring 143 is sleeved on the first shock absorber 142, and the first stepping motor 141 is used for adjusting the damping size of the first shock absorber 142. A U-shaped stabilizer bar assembly 19 is connected between the two sets of front suspension assemblies 1.
The rear suspension assembly 2 includes a rear upper cross arm 21, a rear rocker arm 22, a quadrilateral rear rocker arm plate 23, a rear damping adjustment assembly 24, a rear lower cross arm 25 and a second shock absorber 26. The rear upper cross arm 21 is a herringbone structure formed by two connecting rods, one end of each connecting rod is connected to a rear upright post above the rear wheel hub, and the other ends of the two connecting rods are connected to the racing car frame through fixing lugs 15 respectively. One end of the rear lower cross arm 25 is connected to a rear upright below the rear wheel hub, and the other end of the rear lower cross arm 25 is connected to the racing car frame through a fixing lug 15. One end of the rear rocker arm 22 is connected to a quadrilateral rear rocker arm sheet 23, and the other end of the rear rocker arm 22 is connected to a rear lower cross arm 25 adjacent to the rear wheel hub.
The Z-shaped stabilizer bar assembly 3 comprises two first connecting bars 31, a connecting bar nut 32, a second stabilizer bar 33 and a connecting pin shaft 36. The two ends of the second stabilizer bar 33 are respectively connected with one end of a first connecting bar 31 and locked by a connecting bar nut 32. The other end of the first connecting rod 31 is connected to the quadrangular rear rocker arm piece 23 through a connecting pin 36. The third damping assembly 4 comprises two second connecting rods 41, a U-shaped lug 43 and a linear lug 44. Two ends of the third shock absorber 42 are respectively connected with one end of a second connecting rod 41 through a U-shaped lug 43, and the other end of the second connecting rod 41 is connected to the quadrilateral rear rocker arm piece 23 through a straight lug 44.
Referring to fig. 4, the telescopic members of the front swing arm 16 and the rear swing arm 22 employed by the front suspension assembly 1 and the rear suspension assembly 2, respectively, are all of the same structural form. In the previous suspension assembly 1, the front rocker arm 16 is formed by a rod end bearing 161, a locknut 162, a rocker arm tube 163 and a joint 164, the rod end bearing 161 with opposite rotation directions at the two ends is rotated, the different rotation amounts of the rod end bearing are obtained through the reserved length of the rod end bearing 161 of the front suspension rocker arm, and then the front suspension rocker arm is fixed by the locknut 162, so that the front suspension rocker arm with different lengths is obtained.
Adjustable embodiment of front suspension assembly 1:
the front suspension assembly 1 is connected by a pull rod type, the adopted suspension is also a double-arm suspension, the suspension is connected with a frame through a front upper arm 13, a front lower arm 17 and a fixed lug 15, when the racing suspension is in a compression working condition, the point where the front rocker arm 18 is connected with the first shock absorber 142 rotates clockwise by a certain angle around the connecting point of the front rocker arm 18 and the frame, the front rocker arm 18 and the front rocker arm 16 also rotate clockwise by the same angle around the connecting point of the front rocker arm 18 and the frame, and the first spring 143 and the first shock absorber 142 are compressed. The rotation directions of the suspensions are opposite when the suspensions are in the stretching working condition, and the suspensions are anticlockwise, the first springs 143 and the first shock absorbers 142 are stretched, and in the process that the first shock absorbers 142 are compressed or stretched, the whole vehicle controller 5 calculates real-time speed and acceleration of the whole vehicle according to data collected by the sensors, so that the first stepping motor 141 of the first shock absorbers 142 is controlled to adjust front suspension damping in real time according to an algorithm, and the racing vehicle is always in an optimal state.
Adjustable embodiment of the rear suspension assembly 2:
referring to fig. 3 and 5, the connection mode used for connecting the rear suspension assembly 2 and the shock absorber is a push rod type suspension, the type of the adopted suspension is also a double-arm suspension, the rear upper arm 21 and the rear lower arm 25 are both connected with the frame connecting lug through the suspension, when the racing suspension is under the compression and extension working condition, the movement state and the front suspension of the connection point of the quadrilateral rear rocker arm piece 23 and the rear rocker arm 22 relative to the connection point of the second shock absorber 26 and the rear suspension shock absorber lug are the same, and the adjustment mode is that the rear suspension damping is adjusted in real time by controlling the second stepping motor 241 and the third stepping motor 421, so that the racing is always in the optimal state.
Referring to fig. 5, the second connecting rod 41 is connected between the quadrangular rear rocker arm piece 23 and the third shock absorber 42 by bolts. When the racing car is in an acceleration condition, the driving wheel of the racing car is a rear wheel, and the load is distributed to be larger than the load of the front wheel, so that the rear suspension is in a compressed state, the racing car can present a trend of lifting the car head, the left and right second connecting rods 41 and the two connecting points of the quadrilateral rear rocker arm pieces 23 move along the central line direction of the racing car at the same time, the third shock absorber 42 is compressed, but because each shock absorber has the function of reducing impact, the compression speed of the rear suspension of the racing car is restrained, and the damping of the rear suspension is actively increased, the pitching degree of the racing car is restrained, and the safety of the racing car is increased. When the racing car is in a deceleration working condition, the rear suspension is in an extension state, and the two connecting points of the second connecting rod 41 and the quadrilateral rear rocker arm piece 23 move away from the central line direction of the racing car at the same time, so that the third shock absorber 42 is stretched, but as each shock absorber has the effect of slowing down the impact, the speed of the rear suspension extension of the racing car is restrained, which is equivalent to the damping of the rear suspension in the deceleration condition of the racing car, the pitching of the racing car is restrained, the rigidity of the suspension is improved, the rebound speed of a tire is improved, the corresponding speed of the suspension is improved, and the ground contact performance is increased, so that the safety degree of the racing car is increased.
The suspension damping adjusting mechanism is distributed on all shock absorbers of the whole vehicle, and is formed by a first stepping motor 141, a first shock absorber 142, a first spring 143 and a gear ring 11, pulse signals generated by the sensors in the motion process of the whole vehicle can be analyzed through the frequency of the pulse signals, the speed of the whole vehicle is measured, the acceleration in the XYZ direction is measured, and the whole vehicle controller 5 is used for controlling an output shaft of the stepping motor to drive a shock absorber valve to rotate by a certain angle according to the state of the racing vehicle, so that the function of the suspension damping is actively adjusted in real time.
Example two
The third damper assembly has different arrangements, wherein the main two types are transverse and longitudinal, the main difference is that the positions of the axes of the three dampers and the longitudinal center line of the racing car are determined, and when the axes of the dampers are perpendicular to the longitudinal center line of the racing car, the forces transmitted by the left and right dampers of the suspension are directly applied to the two ends of the third damper 42 through the second connecting rod 41. According to the first embodiment of the invention, the third damping transverse arrangement is adopted according to the rear space of the racing car based on the principle of interference prevention. Referring to fig. 7, when the shock absorber axis is horizontal to the longitudinal center line of the racing car, the third damper assembly is longitudinally arranged, the force transmitted by the left and right suspensions is applied to the triangular rear rocker arm sheet 27 through the rear rocker arm 22, then connected to the long waist type lug 45 through the second connecting rod 41, finally to the third shock absorber 42, and the pitching degree of the racing car in sudden acceleration and deceleration is slowed down through the third shock absorber 42. The third damping assemblies with different arrangement forms are mainly selected according to the space size of the racing car, and can be changed into other types under the same arrangement forms according to the difference of the front, back, left and right positions of the three shock absorbers, but the working principle is consistent. The long waist-shaped lug 45 is parallel to the axle axis and is respectively connected with the second connecting rod 41 and the third shock absorber 42 through three bolts and nuts, and the second connecting rod 41. When the racing car accelerates or decelerates, the left suspension and the right suspension of the rear wheel are compressed or stretched equally, the direction and the magnitude of the force applied to the long waist-shaped lugs 45 by the left and the right second connecting rods 41 are the same, the long waist-shaped lugs 45 can be kept parallel to the axle axis in the process of moving along the shock absorber axis, rotation can not occur, and the third damping assembly 4 can act to inhibit the pitching of the racing car; when the racing car rolls, the long waist-shaped lugs 45 rotate until the left suspension force and the right suspension force are balanced due to the fact that the forces applied by the left second connecting rod 41 and the right second connecting rod 41 are the same and opposite in direction, and the third damping assembly 4 does not work.
The above is not intended to limit the structure, shape, or any form of the present invention. Any simple modification, equivalent variation and modification of the above embodiments according to the technical substance of the present invention still fall within the scope of the technical solution of the present invention.
Claims (8)
1. An adjustable suspension system applied to formula racing cars comprises two sets of front suspension assemblies (1), two sets of rear suspension assemblies (2), a Z-shaped stabilizer bar assembly (3) and a third damping assembly (4); the two sets of front suspension assemblies (1) are respectively arranged on the inner sides of two front wheels of the formula car, and the two sets of rear suspension assemblies (2), the Z-shaped stabilizer bar assembly (3) and the third damping assembly (4) are arranged on a bracket between the two rear wheels of the formula car;
the method is characterized in that: the front suspension assembly (1) comprises a front damping adjustment assembly (14), the front damping adjustment assembly (14) comprises a first stepping motor (141) and a first shock absorber (142), a first spring (143) is sleeved on the first shock absorber (142), and the first stepping motor (141) is used for adjusting the damping size of the first shock absorber (142); a U-shaped stabilizer bar assembly (19) is connected between the two sets of front suspension assemblies (1);
the rear suspension assembly (2) comprises a rear damping adjustment assembly (24), the rear damping adjustment assembly (24) comprises a second stepping motor (241) and a second shock absorber (26), a second spring (261) is sleeved on the second shock absorber (26), and the second stepping motor (241) is used for adjusting the damping of the second shock absorber (26); one ends of the two sets of rear suspension assemblies (2) provided with the second stepping motor (241) are respectively connected to two sides of the square lug (34), the other ends of the two sets of rear suspension assemblies (2) are respectively connected to the quadrilateral rear rocker arm pieces (23) on the inner sides of the two rear wheels, the quadrilateral rear rocker arm pieces (23) on the inner sides of the two rear wheels are also respectively connected with two ends of the Z-shaped transverse stabilizer bar assembly (3) and two ends of the third damping assembly (4), and the middle position of the Z-shaped transverse stabilizer bar assembly (3) is connected to the upper side of the square lug (34) through a connector (35); the third damping assembly (4) comprises a third stepping motor (421) and a third shock absorber (42), and the third stepping motor (421) is used for adjusting the damping size of the third shock absorber (42);
during operation, the function of actively adjusting the damping of the suspension is realized under the real-time control action of the front damping adjusting assembly (14), the rear damping adjusting assembly (24) and the third damping assembly (4).
2. An adjustable suspension system for use with formula car as claimed in claim 1, wherein: the front suspension assembly (1) further comprises a gear ring (11), a front upright post (12), a front upper cross arm (13), a fixed lug (15), a front rocker arm (16), a front lower cross arm (17) and a front rocker arm sheet (18); the gear ring (11) is arranged on the inner side of the front wheel hub, the upper part and the lower part of the front wheel hub are respectively connected with a front upright post (12), the front upper cross arm (13) is of a herringbone structure formed by two upper connecting rods, one end where the two upper connecting rods meet is connected to the front upright post (12) above the front wheel hub, and the other ends of the two upper connecting rods are respectively connected to the first shock absorber (142) and the racing car frame through fixed lugs (15); the front lower cross arm (17) is of a herringbone structure formed by two lower connecting rods, one end where the two lower connecting rods meet is connected to a front upright post (12) below a front wheel hub, and the other ends of the two lower connecting rods are respectively connected to a first shock absorber (142) and a U-shaped transverse stabilizer bar assembly (19) through a fixed lug (15); one end of the front rocker arm (16) is connected with the junction of the two upper connecting rods, and the other end of the front rocker arm (16) is connected to a front rocker arm sheet (18) at the lower end of the first shock absorber (142).
3. An adjustable suspension system for use with formula car as claimed in claim 2, wherein: the front rocker arm (16) includes a rod end bearing (161), a locknut (162), a rocker tube (163), and a joint (164); two ends of the rocker arm pipe (163) are respectively connected with a joint (164), the joints (164) are locked by locknuts (162), and the outer side ends of the joints (164) are connected with rod end bearings (161); the front suspension rocker arm pull rod is characterized in that the rod end bearings (161) with opposite rotation directions at the two ends are rotated, different rotation amounts of the rod end bearings are obtained through the reserved lengths of the front suspension rocker arm pull rod end bearings (161), and then the front suspension rocker arm pull rods with different lengths are fixed through locknuts (162), different suspension transmission ratios are obtained through the change of the lengths of the front suspension rocker arm pull rods, the rigidity of a suspension is changed under the condition that front wheel loads are fixed, and the most suitable suspension rigidity is optimized according to the running working condition of a racing car.
4. An adjustable suspension system for use with formula car as claimed in claim 1, wherein: the rear suspension assembly (2) further comprises a rear upper cross arm (21), a rear rocker arm (22) and a rear lower cross arm (25); the rear upper cross arm (21) is of a herringbone structure formed by two connecting rods, one end of each connecting rod is connected to a rear upright post above a rear wheel hub, and the other ends of the two connecting rods are connected to a racing car frame through fixing lugs (15); one end of the rear lower cross arm (25) is connected to a rear upright post below the rear wheel hub, and the other end of the rear lower cross arm (25) is connected to the racing car frame through a fixed lug (15); one end of the rear rocker arm (22) is connected to the quadrilateral rear rocker arm sheet (23), and the other end of the rear rocker arm (22) is connected to the rear lower cross arm (25) close to the rear wheel hub.
5. An adjustable suspension system for use with formula car as claimed in claim 1, wherein: the Z-shaped transverse stabilizer bar assembly (3) further comprises two first connecting bars (31), a connecting bar nut (32), a second stabilizer bar (33) and a connecting pin shaft (36); two ends of the second stabilizing rod (33) are respectively connected with one end of a first connecting rod (31) and are locked by a connecting rod nut (32); the other end of the first connecting rod (31) is connected to the quadrilateral rear rocker arm sheet (23) through a connecting pin shaft (36).
6. An adjustable suspension system for use with formula car as claimed in claim 1, wherein: the third damping assembly (4) further comprises two second connecting rods (41), a U-shaped lug (43) and a straight lug (44); two ends of the third shock absorber (42) are respectively connected with one end of a second connecting rod (41) through U-shaped lugs (43), and the other end of the second connecting rod (41) is connected to the quadrilateral rear rocker arm sheet (23) through a straight-shaped lug (44).
7. An adjustable suspension system for use with formula car as claimed in claim 1, wherein: the first stepping motor (141), the second stepping motor (241) and the third stepping motor (421) are the same in model number, 24BYJ48 is adopted in model number, and the rated power is 12W.
8. An adjustable suspension system for use with formula car as claimed in claim 1, wherein: the first shock absorber (142), the second shock absorber (26) and the third shock absorber (42) are the same in model number and are Ohlins TTX25 in model number.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810841603.2A CN108973581B (en) | 2018-07-27 | 2018-07-27 | Adjustable suspension system applied to formula car |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810841603.2A CN108973581B (en) | 2018-07-27 | 2018-07-27 | Adjustable suspension system applied to formula car |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN108973581A CN108973581A (en) | 2018-12-11 |
| CN108973581B true CN108973581B (en) | 2023-08-18 |
Family
ID=64551514
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201810841603.2A Active CN108973581B (en) | 2018-07-27 | 2018-07-27 | Adjustable suspension system applied to formula car |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN108973581B (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109664705A (en) * | 2018-12-28 | 2019-04-23 | 安徽工程大学 | A kind of independent suspension system of equation motorcycle race |
| CN110901297A (en) * | 2019-11-09 | 2020-03-24 | 赵海荣 | Vehicle with a steering wheel |
| CN112060849B (en) * | 2020-10-09 | 2023-08-01 | 湖北汽车工业学院 | Three-spring damping suspension structure of small racing car |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH06171337A (en) * | 1992-12-11 | 1994-06-21 | Suzuki Motor Corp | Suspension device for vehicle |
| CN106080071A (en) * | 2016-06-27 | 2016-11-09 | 武汉理工大学 | A kind of FSC racing car suspension system |
| CN208714877U (en) * | 2018-07-27 | 2019-04-09 | 合肥工业大学 | A kind of adjustable suspension system applied to equation motorcycle race |
-
2018
- 2018-07-27 CN CN201810841603.2A patent/CN108973581B/en active Active
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH06171337A (en) * | 1992-12-11 | 1994-06-21 | Suzuki Motor Corp | Suspension device for vehicle |
| CN106080071A (en) * | 2016-06-27 | 2016-11-09 | 武汉理工大学 | A kind of FSC racing car suspension system |
| CN208714877U (en) * | 2018-07-27 | 2019-04-09 | 合肥工业大学 | A kind of adjustable suspension system applied to equation motorcycle race |
Non-Patent Citations (1)
| Title |
|---|
| FSAE赛车双横臂悬架系统设计;李飞;吴华伟;姜杰;;重庆理工大学学报(自然科学)(第05期);83-87 * |
Also Published As
| Publication number | Publication date |
|---|---|
| CN108973581A (en) | 2018-12-11 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| JP6435417B2 (en) | Multiple support point independent suspension system | |
| CN108973581B (en) | Adjustable suspension system applied to formula car | |
| CN108058562B (en) | Active suspension device and control method thereof | |
| CN104773045A (en) | Combined spring compensation suspending device | |
| CN107234934B (en) | A kind of multi-connecting-rod separated suspension for commercial vehicle drive axle | |
| US20220227191A1 (en) | All-terrain vehicle | |
| CN103625238A (en) | Electrically-controlled rigidity-adjustable initiative laterally stabilizing device | |
| CN208714877U (en) | A kind of adjustable suspension system applied to equation motorcycle race | |
| CN205678054U (en) | A kind of balance axle with adjustment damping auxiliary device | |
| CN204821017U (en) | Adjustable height of car triangle -shaped inflatable shock absorber of preventing leaning forward | |
| WO2021227836A1 (en) | Racing car decoupling type longitudinal inclination and lateral inclination adjusting device | |
| CN203611681U (en) | Electric control rigidity-adjustable active lateral stabilizing device | |
| CN205523492U (en) | Two xarms have half initiative suspension system of grade formula | |
| CN204674327U (en) | Cluster spring compensates suspension gear | |
| CN104325858B (en) | A kind of vehicle and its active lateral stabilising arrangement | |
| CN106143043A (en) | A kind of harmonic gear-type active lateral stabilizer bar device | |
| CN206086265U (en) | Harmonic gear formula initiative stabilizer bar device | |
| CN104108421A (en) | Suspension steering device for hub direct-driving electric vehicle | |
| CN108189917B (en) | Connecting device for front wings of racing cars | |
| CN210760117U (en) | Five-link rear suspension and vehicle structure with same | |
| CN112026468A (en) | Full-domain controllable duplex semi-active vehicle suspension system | |
| CN113002654A (en) | Four-leg wheel-leg type bionic large-stroke adjustable cross-country suspension mechanism and control method | |
| WO2019027042A1 (en) | Suspension device for vehicle | |
| CN219927402U (en) | Rear axle assembly and all-terrain vehicle | |
| CN211808915U (en) | Adjustable stabilizer bar with bidirectional rigidity |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |