CN110834508A - Automotive suspension system and anti-roll stabilizing device - Google Patents
Automotive suspension system and anti-roll stabilizing device Download PDFInfo
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- CN110834508A CN110834508A CN201810935611.3A CN201810935611A CN110834508A CN 110834508 A CN110834508 A CN 110834508A CN 201810935611 A CN201810935611 A CN 201810935611A CN 110834508 A CN110834508 A CN 110834508A
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- 230000000087 stabilizing effect Effects 0.000 title claims abstract description 29
- 239000000725 suspension Substances 0.000 title claims abstract description 25
- 230000001105 regulatory effect Effects 0.000 claims abstract description 58
- 239000003921 oil Substances 0.000 claims abstract description 51
- 239000010720 hydraulic oil Substances 0.000 claims abstract description 39
- 230000003019 stabilising effect Effects 0.000 claims abstract description 4
- 239000004215 Carbon black (E152) Substances 0.000 claims description 8
- 229930195733 hydrocarbon Natural products 0.000 claims description 8
- 150000002430 hydrocarbons Chemical class 0.000 claims description 8
- 230000006641 stabilisation Effects 0.000 claims description 4
- 238000011105 stabilization Methods 0.000 claims description 4
- 239000003381 stabilizer Substances 0.000 description 15
- 230000007423 decrease Effects 0.000 description 5
- 238000000034 method Methods 0.000 description 4
- 238000005096 rolling process Methods 0.000 description 4
- 230000003247 decreasing effect Effects 0.000 description 3
- 230000008569 process Effects 0.000 description 3
- 230000000712 assembly Effects 0.000 description 2
- 238000000429 assembly Methods 0.000 description 2
- 230000006835 compression Effects 0.000 description 2
- 238000007906 compression Methods 0.000 description 2
- 230000009191 jumping Effects 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000008901 benefit Effects 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 230000003139 buffering effect Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 230000007363 regulatory process Effects 0.000 description 1
- 230000035939 shock Effects 0.000 description 1
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- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2500/00—Indexing codes relating to the regulated action or device
Abstract
The invention discloses an automobile suspension system and an anti-roll stabilizing device, wherein the anti-roll stabilizing device comprises a first hydraulic cylinder and a second hydraulic cylinder, wherein the first hydraulic cylinder and the second hydraulic cylinder both comprise push rods, rod cavities and rodless cavities; the oil-gas separator also comprises a first oil-gas chamber and a second oil-gas chamber, wherein one side of the first oil-gas chamber and the other side of the second oil-gas chamber are filled with hydraulic oil, and the other side of the first oil-gas chamber and the other side of the second oil-gas chamber are filled with compressed; the hydraulic oil side of the first oil-gas chamber is communicated with the rod cavity of the first hydraulic cylinder and the rodless cavity of the second hydraulic cylinder through a first pipeline; the hydraulic oil side of the second oil-gas chamber is communicated with the rodless cavity of the first hydraulic cylinder and the rod cavity of the second hydraulic cylinder through a second pipeline; prevent the incline stabilising arrangement still the cooperation set up pressure regulating pipeline and pressure regulating valve spare or only set up pressure regulating valve spare to adjust first oil gas room with the compressed gas side pressure of second oil gas room. The anti-roll stabilizing device provided by the invention is convenient to arrange and meets the design requirements of generalization and light weight of automobiles.
Description
Technical Field
The invention relates to the technical field of automobiles, in particular to an automobile suspension system and a roll-preventing stabilizing device thereof.
Background
The automotive suspension system is a general term for all force transmission connecting devices between the automobile body and the wheels, and has the functions of transmitting force and torque acting between the wheels and the automobile body, buffering impact force transmitted to the automobile body from an uneven road surface and reducing vibration caused by the impact force so as to ensure that the automobile can run smoothly.
Referring to fig. 1, fig. 1 is a schematic diagram of a typical suspension system of a vehicle in the prior art.
As shown in fig. 1, the suspension system for an automobile includes a side frame 01, a wheel bracket 02a/02b, a side damper assembly 03a/03b, a stabilizer bar 04, and the like. The connection relationship is as follows: the frame 01 supports the vehicle body at the top end, supports the vehicle body at the bottom end on the wheel support 02a/02b on the corresponding side through the shock absorbing assemblies 03a/03b on the two sides, and is connected with the first rod piece 06a/06b between the bottom end and the wheel support 02a/02b on the corresponding side.
The stabilizer bar 04 is arranged between two wheels, two ends of the stabilizer bar 04 are respectively connected with the vibration reduction assemblies 03a/03b on the corresponding side through second rods 07a/07b, and two side bushings 05a/05b are arranged on the stabilizer bar 04, and the two side bushings 05a/05b are connected to the wheel brackets 02a/02b on the corresponding side through third rods 08a/08 b. Wherein the connection point of the third bar 08a/08b to the wheel carrier 02a/02b coincides with the connection point of the second bar 07a/07b to the wheel carrier 02a/02 b.
The stabilizer 04 is an elastic piece and can rotate in the bushings 05a/05b on two sides; when the automobile turns, the wheels on the two sides can jump, and when the jumping amplitudes of the wheels on the two sides are inconsistent, the automobile body tends to incline; at this time, both ends of the stabilizer bar 04 are moved in different directions, respectively, so that the stabilizer bar 04 is twisted to generate a twisting moment to prevent the vehicle body from rolling further.
While such a stabilizer bar may prevent the vehicle body from rolling further, it also has its own limitations:
on the one hand, in automobile development, stabilizer bar position and trend are confirmed after other parts of chassis are arranged, therefore reserve the arrangement space for stabilizer bar very to limit, moreover, in order to reach certain anti-roll ability, stabilizer bar generally volume weight is great, also do not do benefit to the lightweight design of car for its arrangement brings certain difficulty.
On the other hand, for different vehicle body masses, the magnitude of the anti-roll moment of the anti-roll device cannot be adjusted, so that different anti-roll devices are designed for each type of vehicle body, the development cost is relatively high, the development period is relatively long, and the universal design of the vehicle is not facilitated.
In view of this, how to develop a roll stabilizing device for an automobile, which is convenient to arrange and meets the requirements of light weight and universal design of the automobile, is a technical problem to be solved by those skilled in the art.
Disclosure of Invention
In order to solve the technical problems, the invention provides an anti-roll stabilizing device of an automobile suspension system, which comprises a first hydraulic cylinder and a second hydraulic cylinder, wherein the first hydraulic cylinder and the second hydraulic cylinder both comprise push rods, rod cavities and rodless cavities; the oil-gas separator also comprises a first oil-gas chamber and a second oil-gas chamber, wherein one side of the first oil-gas chamber and the other side of the second oil-gas chamber are filled with hydraulic oil, and the other side of the first oil-gas chamber and the other side of the second oil-gas chamber are filled with compressed;
the hydraulic oil side of the first oil-gas chamber is communicated with the rod cavity of the first hydraulic cylinder and the rodless cavity of the second hydraulic cylinder through a first pipeline; the hydraulic oil side of the second oil-gas chamber is communicated with the rodless cavity of the first hydraulic cylinder and the rod cavity of the second hydraulic cylinder through a second pipeline; prevent the incline stabilising arrangement still the cooperation set up pressure regulating pipeline and pressure regulating valve spare or only set up pressure regulating valve spare to adjust first oil gas room with the compressed gas side pressure of second oil gas room.
The anti-roll stabilizing device provided by the invention is arranged on an automobile suspension system, and in the installation state, the first hydraulic cylinder and the second hydraulic cylinder are respectively arranged on the inner side of a left wheel and the inner side of a right wheel of an automobile; one of the push rods of the first hydraulic cylinder and the end of the rodless cavity of the first hydraulic cylinder is connected with a frame of the suspension system, and the other one of the push rods of the first hydraulic cylinder is connected with a wheel bracket of the suspension system; one of the push rods of the second hydraulic cylinder and the end of the rodless cavity of the second hydraulic cylinder is connected with a frame of the suspension system, and the other one of the push rods is connected with a wheel bracket of the suspension system.
When the jumping amplitudes of the left wheel and the right wheel of the automobile are inconsistent, the left wheel jumps up and the right wheel jumps down, namely the automobile body has a left-side inclination trend as an example for explanation: at the moment, the volume of the rodless cavity of the first hydraulic cylinder is reduced, and as the hydraulic oil cannot be compressed, the hydraulic oil in the cavity is compressed into the hydraulic oil side of the second oil-gas chamber through the second pipeline; meanwhile, the rod cavity of the second hydraulic cylinder is reduced in volume, and hydraulic oil in the cavity is compressed into the hydraulic oil side of the second oil-gas chamber through a second pipeline; therefore, the volume of the hydraulic oil side of the second oil gas chamber is increased, so that the compressed gas in the second oil gas chamber is compressed, and the pressure is increased.
Meanwhile, the volume of the rod cavity of the first hydraulic cylinder is increased, the volume of the rodless cavity of the second hydraulic cylinder is increased, and the hydraulic oil in the first oil gas chamber flows into the rod cavity of the first hydraulic cylinder and the rodless cavity of the second hydraulic cylinder through the first pipeline; then, the hydraulic oil side volume in the first oil gas chamber decreases, the compressed gas side volume increases, and the pressure decreases.
Therefore, the pressure intensity of the first oil-gas chamber is smaller than that of the second oil-gas chamber, the pressure intensity difference acts on the rodless cavity of the first hydraulic cylinder and the rod cavity of the second hydraulic cylinder in a reaction mode, so that the push rod in the first hydraulic cylinder acts towards the outside of the cylinder, the push rod of the second hydraulic cylinder acts towards the inside of the cylinder, at the moment, the left side of the vehicle body is subjected to upward thrust of the first hydraulic cylinder, the right side of the vehicle body is subjected to downward tension of the hydraulic cylinders, and the upward thrust on the left side and the downward tension on the right side form moment for.
And, to different automobile bodies, the automobile body quality is different, can adjust the pressure of first oil gas room and second oil gas room compression gas side through pressure regulating pipeline, pressure regulating valve spare: when the weight of the vehicle body is larger, the required moment for resisting the side inclination of the vehicle body is larger, and the pressure intensity of the compressed gas sides of the first oil-gas chamber and the second oil-gas chamber can be adjusted at the moment to increase the pressure intensity difference between the first oil-gas chamber and the second oil-gas chamber; when the vehicle body has small mass, the required moment for resisting the vehicle body side inclination is small, and the pressure of the compressed gas sides of the first oil gas chamber and the second oil gas chamber can be adjusted at the moment, so that the pressure difference between the first oil gas chamber and the second oil gas chamber is reduced.
The arrangement form of the anti-roll stabilizing device provided by the invention is completely different from that of a transverse stabilizer bar in the prior art, so that the arrangement is not limited by other parts of a suspension system any more, the arrangement is convenient, the weight is lighter compared with that of the transverse stabilizer bar, the light-weight design of an automobile is facilitated, different anti-roll moments can be obtained by adjusting according to different automobile body qualities, the same anti-roll stabilizing device can be applied to different automobile types, and the universal design of the automobile is facilitated.
Optionally, the pressure regulating circuit is configured to: communicating a hydraulic oil side of the first oil and gas chamber with a hydraulic oil side of the second oil and gas chamber; the pressure regulating valve part comprises a first control valve, and the first control valve is arranged on the pressure regulating pipeline.
Optionally, the pressure regulating circuit is configured to: communicating the compressed gas side of the first hydrocarbon chamber with the compressed gas side of the second hydrocarbon chamber; a compressed air source is arranged on the pressure regulating pipeline; the pressure regulating valve comprises a first control valve, a second control valve, a third control valve and a fourth control valve;
the first control valve is arranged on a pipe section of the pressure regulating pipeline for communicating the compressed air source with the first oil-gas chamber; the second control valve is arranged on a pipe section of the pressure regulating pipeline for communicating the compressed air source with the second oil-gas chamber; the third control valve is arranged on a pipe section of the pressure regulating pipeline, which is communicated with the first oil-gas chamber and the atmosphere side; the fourth control valve set up in the pressure regulating pipeline intercommunication the second oil gas room is with on the pipeline section of atmosphere side.
Optionally, the pressure regulating valve member comprises a first control valve, a second control valve, a third control valve and a fourth control valve;
the first control valve is arranged on a pipe section of the first pipeline communicated with the first hydraulic cylinder and the first oil-gas chamber; the second control valve is arranged on a pipe section of the first pipeline, which is communicated with the second hydraulic cylinder and the first oil-gas chamber; the third control valve is arranged on a pipe section of the second pipeline communicated with the first hydraulic cylinder and the second oil-gas chamber; the fourth control valve is arranged on the pipe section of the second oil gas chamber communicated with the second hydraulic cylinder through the second pipeline.
Optionally, the volume of the first hydraulic cylinder and the volume of the second hydraulic cylinder are equal.
Optionally, the volume of the first hydrocarbon chamber and the volume of the second hydrocarbon chamber are equal.
The invention also provides an automobile suspension system, which comprises a frame, a left wheel bracket, a right wheel bracket and any one of the anti-roll stabilizing devices; the first hydraulic cylinder and the second hydraulic cylinder of the anti-roll stabilizing device are respectively arranged on the inner side of the left wheel of the automobile and the inner side of the right wheel of the automobile;
one of the push rod and the end of the rodless cavity of the first hydraulic cylinder is connected with the left wheel bracket, and the other one of the push rod and the end of the rodless cavity of the first hydraulic cylinder is connected with the frame; and one of the push rod and the end of the rodless cavity of the first hydraulic cylinder is connected with the right wheel bracket, and the other one of the push rod and the end of the rodless cavity of the first hydraulic cylinder is connected with the frame.
Optionally, a push rod of the first hydraulic cylinder is connected with the frame, and the end of the rodless cavity is connected with the left wheel bracket; the push rod of the second hydraulic cylinder is connected with the frame, and the end where the rodless cavity is located is connected with the right wheel support.
The automobile suspension system provided by the invention has the same beneficial effects as the anti-roll stabilizing device, and is not repeated herein.
Drawings
FIG. 1 is a schematic view of a typical prior art automotive suspension system.
The reference numerals in fig. 1 are as follows:
01 frame, 02a/02b wheel support, 03a/03b shock-absorbing assembly, 04 stabilizer bar, 05a/05b bush, 06a/06b first rod, 07a/07b second rod, 08a/08b third rod.
FIG. 2 is a schematic view of a first embodiment of the anti-roll stabilization device provided by the present invention;
FIG. 3 is a schematic view of a second embodiment of the anti-roll stabilizing device provided in the present invention;
FIG. 4 is a schematic view of a third embodiment of the anti-roll stabilizing device provided in the present invention;
fig. 5 is a schematic view of a suspension system of an automobile mounted with the anti-roll stabilization device shown in fig. 2.
The reference numerals in fig. 2-5 are as follows:
11 a first hydraulic cylinder, 12 a second hydraulic cylinder, 13 a first oil gas chamber, 14 a second oil gas chamber, 15 a first pipeline, 16 a second pipeline, 17a/17b pressure regulating pipeline and 18 a compressed air source;
21a/21b/21c first control valve, 22b/22c second control valve, 23b/23c third control valve, 24b/24c fourth control valve;
31a left wheel, 31b right wheel, 32a left wheel bracket, 32b right wheel bracket, 33 frame.
Detailed Description
In order to make the technical solutions of the present invention better understood by those skilled in the art, the present invention will be described in further detail below with reference to the accompanying drawings and specific embodiments.
The present invention provides an anti-roll stabilizing device and a suspension system are described together.
Referring to fig. 2 to 5, fig. 2 is a schematic view of a first embodiment of a roll-preventing stabilizing device according to the present invention; FIG. 3 is a schematic view of a second embodiment of the anti-roll stabilizing device provided in the present invention; FIG. 4 is a schematic view of a third embodiment of the anti-roll stabilizing device provided in the present invention; fig. 5 is a schematic view of a suspension system of an automobile mounted with the anti-roll stabilization device shown in fig. 2.
As shown in the drawings, the anti-roll stabilizing device provided by the present invention comprises a first hydraulic cylinder 11 and a second hydraulic cylinder 12, both of which comprise a push rod, a rod cavity and a rodless cavity; the hydraulic oil-gas separator further comprises a first oil-gas chamber 13 and a second oil-gas chamber 14, wherein one side of each oil-gas chamber is filled with hydraulic oil, and the other side of each oil-gas chamber is filled with compressed gas.
The hydraulic oil side of the first oil-gas chamber 13 is communicated with the rod cavity of the first hydraulic cylinder 11 and the rodless cavity of the second hydraulic cylinder 12 through a first pipeline 15; the hydraulic oil side of the second oil and gas chamber 14 is communicated with the rodless cavity of the first hydraulic cylinder 11 and the rod cavity of the second hydraulic cylinder 12 through a second pipeline 16; prevent incline stabilising arrangement still the cooperation and set up pressure regulating pipeline and pressure regulating valve spare or only set up pressure regulating valve spare to adjust first oil gas room 13 with the compressed gas side pressure of second oil gas room 14.
As shown in fig. 5, the anti-roll stabilizer is disposed in a suspension system of a vehicle including a frame 33, a left wheel support 32a, and a right wheel support 32b, and in an attached state, the first hydraulic cylinder 11 and the second hydraulic cylinder 12 are respectively attached to the inside of a left wheel 31a and the inside of a right wheel 31b of the vehicle.
The push rod of the first hydraulic cylinder 11 and the end of the rod-less chamber thereof are connected to the frame 33, and the other is connected to the left wheel bracket 32 a. One of the push rods of the second hydraulic cylinder 12 and the end of the rod-less chamber thereof is connected to the frame 33, and the other is connected to the right wheel bracket 32 b.
It should be noted that the vertical arrangement of the first hydraulic cylinder 11 and the second hydraulic cylinder 12 in fig. 5 is only exemplary, and in practical applications, the first hydraulic cylinder 11 and the second hydraulic cylinder 12 are allowed to tilt.
When the runout amplitudes of the left wheel 31a and the right wheel 31b of the automobile are not consistent, the left wheel 31a is jumped up, the right wheel 31b is jumped down, and the vehicle body supported on the frame 33 has a leftward roll tendency, for example, the following is described: at this time, the rodless chamber of the first hydraulic cylinder 11 is reduced in volume, and since the hydraulic oil cannot be compressed, the hydraulic oil in the chamber is compressed into the hydraulic oil side of the second oil and gas chamber 14 through the second line 16; at the same time, the rod chamber of the second hydraulic cylinder 12 is reduced in volume, and the hydraulic oil in the chamber is also compressed into the hydraulic oil side of the second oil gas chamber 14 through the second pipeline 16; then, the hydraulic oil side volume of the second oil gas chamber 14 is increased, so that the compressed gas in the second oil gas chamber 14 is compressed, and the pressure is increased.
Meanwhile, the volume of the rod cavity of the first hydraulic cylinder 11 is increased, the volume of the rodless cavity of the second hydraulic cylinder 12 is increased, and the hydraulic oil in the first oil-gas chamber 13 flows into the rod cavity of the first hydraulic cylinder 11 and the rodless cavity of the second hydraulic cylinder 12 through the first pipeline 15; then, the volume on the hydraulic oil side in the first oil and gas chamber 13 decreases, the volume on the compressed gas side increases, and the pressure decreases.
Therefore, the pressure of the first oil-gas chamber 13 is smaller than the pressure of the second oil-gas chamber 14, and the pressure difference acts on the rodless cavity of the first hydraulic cylinder 11 and the rod cavity of the second hydraulic cylinder 12 in a reaction manner, so that the push rod in the first hydraulic cylinder 11 acts outwards, the push rod in the second hydraulic cylinder 12 acts inwards, at the moment, the left side of the vehicle body is subjected to the upward thrust of the first hydraulic cylinder 11, the right side of the vehicle body is subjected to the downward tension of the hydraulic cylinders, and the upward thrust on the left side and the downward tension on the right side form a moment for resisting the side inclination of the vehicle.
And, to different automobile bodies, the automobile body quality is different, can adjust the pressure of first oil gas room 13 and the gaseous side of second oil gas room 14 compression through pressure regulating pipeline, pressure regulating valve spare: when the vehicle body has larger mass, the required moment for resisting the vehicle body side inclination is larger, and the pressure of the compressed gas sides of the first oil-gas chamber 13 and the second oil-gas chamber 14 can be adjusted at the moment, so that the pressure difference between the two pressure is increased; when the vehicle body has a small mass and the moment required to resist the vehicle body roll is small, the pressure on the compressed gas side of the first oil gas chamber 13 and the second oil gas chamber 14 can be adjusted to reduce the pressure difference between the two.
Three specific arrangement modes of the pressure regulating pipeline and the pressure regulating valve are given, and are described one by one as follows:
example one
As shown in fig. 2, the pressure regulating line 17a is configured to: communicating the hydraulic oil side of the first oil and gas chamber 13 with the hydraulic oil side of the second oil and gas chamber 14; the pressure regulating valve member includes a first control valve 21a, and the first control valve 21a is disposed on the pressure regulating line.
The working process is as follows:
as analyzed above, when the body roll occurs, the pressures in the first oil and gas chamber 13 and the second oil and gas chamber 14 are different. If the anti-roll moment needs to be reduced, the first control valve 21a is opened or enlarged, at the moment, the pressure difference between the first oil-gas chamber 13 and the second oil-gas chamber 14 forces the hydraulic oil in the two chambers to circulate through the pressure regulating pipeline 17a, so that the hydraulic oil in the oil-gas chamber with the higher pressure is reduced, the hydraulic oil in the oil-gas chamber with the lower pressure is increased, the pressure difference between the first oil-gas chamber 13 and the second oil-gas chamber 14 is reduced, and the anti-roll moment is reduced.
If it is necessary to maintain or increase the anti-roll moment, the first control valve 21a is closed or reduced, and the pressure difference between the first oil gas chamber 13 and the second oil gas chamber 14 is determined by the roll force exerted by the vehicle body.
It should be understood that how the first control valve 21a is configured in the state where the vehicle body is not tilted, specifically, whether it is fully open, fully closed, or kept at a certain opening degree is not particularly limited, and may be set as appropriate depending on the vehicle body mass.
Example two
As shown in fig. 3, the pressure regulating line 17b is configured to: communicating the compressed gas side of the first chamber 13 with the hydraulic oil side of the second chamber 14; a compressed air source 18 is arranged on the pressure regulating pipeline; the pressure regulating valve members include a first control valve 21b, a second control valve 22b, a third control valve 23b and a fourth control valve 24 b;
the first control valve 21b is arranged on a pipe section of the pressure regulating pipeline 17b communicating the compressed air source 18 and the first oil-gas chamber 13; the second control valve 22b is arranged on a pipe section of the pressure regulating pipeline 17b communicating the compressed air source 18 and the second oil-gas chamber 14; the third control valve 23b is arranged on a pipe section of the pressure regulating pipeline 17b, which is communicated with the first oil-gas chamber 13 and the atmosphere side; the fourth control valve 24b is arranged on a pipe section of the pressure regulating pipeline 17b communicated with the second oil-gas chamber 14 and the atmosphere side.
The working process is still illustrated by taking the left-leaning car body as an example:
when the vehicle body inclines left, if the anti-roll moment needs to be increased, the second control valve 22b can be opened to charge the second oil-gas chamber 14, so that the pressure in the second oil-gas chamber 14 is increased; at the same time, the third control valve 23b may be opened to deflate the first chamber 13 so that the pressure in the first chamber 13 decreases, thereby increasing the pressure differential between the first 13 and second 14 chambers.
If the anti-roll moment needs to be reduced, the first control valve 21b can be opened to charge the first oil-gas chamber 13, so that the pressure in the first oil-gas chamber 13 is increased; at the same time, the fourth control valve 24b may be opened to deflate the second chamber 14 so that the pressure in the second chamber 14 is reduced, thereby reducing the pressure difference between the first chamber 13 and the second chamber 14.
It will be appreciated that it is also possible to have the inflation and deflation operations performed separately, for example, by inflating only the second chamber 14 without deflation of the first chamber 13 when an increase in the anti-roll moment is required.
Furthermore, it should be noted that when the pressure regulating pipeline is configured in the manner of this embodiment, the pressure regulating process may not only perform the regulating action when the roll occurs, but also perform the pressure regulating action when the pressure regulating pipeline is initially configured, i.e., the initial pressures of the first oil gas chamber 13 and the second oil gas chamber 14 may be regulated by inflating and deflating the air.
It should be understood that the initial pressure refers to the pressure in the oil and gas chamber when the vehicle body is not rolling, and the greater the initial pressure, the greater the anti-roll moment that can be provided at the same rolling amplitude of the vehicle body. The pressures of the first 13 and second 14 chambers are typically set to be equal in size for ease of control.
EXAMPLE III
The pressure regulating valve parts include a first control valve 21c, a second control valve 22c, a third control valve 23c and a fourth control valve 24 c;
the first control valve 21c is arranged on a pipe section of the first pipeline 15 communicating the first hydraulic cylinder 11 and the first oil and gas chamber 13; the second control valve 22c is arranged on the pipe section of the first pipeline 15 communicating the second hydraulic cylinder 12 and the first oil-gas chamber 13; the third control valve 23c is arranged on the pipe section of the second pipeline 16 communicating the first hydraulic cylinder 11 and the second oil and gas chamber 14; the fourth control valve 24c is disposed on the pipe section of the second pipeline 16 communicating the second hydraulic cylinder 12 and the second oil and gas chamber 14.
The working process is still illustrated by taking the left-leaning car body as an example:
when the vehicle body is tilted left, if it is necessary to increase the anti-roll moment, the opening degrees of the first control valve 21c and the second control valve 22c may be decreased, and at the same time, the opening degrees of the third control valve 23c and the fourth control valve 24c may be increased, thereby increasing the pressure difference of the first hydrocarbon chamber 13 and the second hydrocarbon chamber 14.
If it is required to reduce the anti-roll moment, the opening degrees of the first and second control valves 21c and 22c may be increased, and at the same time, the opening degrees of the third and fourth control valves 23c and 24c may be decreased, thereby decreasing the pressure difference of the first and second oil and gas chambers 13 and 14.
In the above three embodiments, the first hydraulic cylinder 11 and the second hydraulic cylinder 12 may be configured to have equal volumes. The first 13 and second 14 chambers may also be configured with equal volumes.
In the three embodiments, the first oil-gas chamber 13 and the second oil-gas chamber 14 are both filled with hydraulic oil at the lower side and compressed gas at the upper side.
In the above three embodiments, the push rod of the first hydraulic cylinder 11 is connected to the frame 33, and the end of the rodless cavity is connected to the left wheel bracket 32 a; the push rod of the second hydraulic cylinder 12 is connected with the frame 33, and the end of the rodless cavity is connected with the right wheel bracket 32 b.
Of course, it may be configured such that: the push rod of the first hydraulic cylinder 11 is connected with the frame 33, and the end of the rodless cavity is connected with the left wheel bracket 32 a; the push rod of the second hydraulic cylinder 12 is connected with the right wheel bracket 32b, and the end where the rodless cavity is located is connected with the frame 33.
The present invention provides a suspension system and a roll stabilizing device for an automobile. The principles and embodiments of the present invention are explained herein using specific examples, which are presented only to assist in understanding the method and its core concepts. It should be noted that, for those skilled in the art, it is possible to make various improvements and modifications to the present invention without departing from the principle of the present invention, and those improvements and modifications also fall within the scope of the claims of the present invention.
Claims (8)
1. An anti-roll stabilizing device of an automobile suspension system is characterized by comprising a first hydraulic cylinder (11) and a second hydraulic cylinder (12), wherein the first hydraulic cylinder and the second hydraulic cylinder both comprise a push rod, a rod cavity and a rodless cavity; the hydraulic oil-gas separator further comprises a first oil-gas chamber (13) and a second oil-gas chamber (14), wherein one side of each oil-gas chamber is filled with hydraulic oil, and the other side of each oil-gas chamber is filled with compressed gas;
the hydraulic oil side of the first oil-gas chamber (13) is communicated with the rod cavity of the first hydraulic cylinder (11) and the rodless cavity of the second hydraulic cylinder (12) through a first pipeline (15); the hydraulic oil side of the second oil-gas chamber (14) is communicated with the rodless cavity of the first hydraulic cylinder (11) and the rod cavity of the second hydraulic cylinder (12) through a second pipeline (16); prevent incline stabilising arrangement still the cooperation and set up pressure regulating pipeline and pressure regulating valve spare or only set up pressure regulating valve spare to adjust first oil gas room (13) with the compressed gas side pressure of second oil gas room (14).
2. The anti-roll stabilizing device according to claim 1, characterized in that said pressure regulating line (17a) is configured to: communicating the hydraulic oil side of the first oil and gas chamber (13) with the hydraulic oil side of the second oil and gas chamber (14); the pressure regulating valve part comprises a first control valve (21a), and the first control valve (21a) is arranged on the pressure regulating pipeline (17 a).
3. The anti-roll stabilizing device according to claim 1, wherein the pressure regulating line (17b) is configured to: communicating the compressed gas side of the first hydrocarbon chamber (13) with the compressed gas side of the second hydrocarbon chamber (14); a compressed air source (18) is arranged on the pressure regulating pipeline (17 b); the pressure regulating valve parts comprise a first control valve (21b), a second control valve (22b), a third control valve (23b) and a fourth control valve (24 b);
the first control valve (21b) is arranged on a pipe section of the pressure regulating pipeline (17b) for communicating the compressed air source (18) with the first oil-gas chamber (13); the second control valve (22b) is arranged on a pipe section of the pressure regulating pipeline (17b) for communicating the compressed air source (18) with the second oil-gas chamber (14); the third control valve (23b) is arranged on a pipe section of the pressure regulating pipeline (17b) which is communicated with the first oil-gas chamber (13) and the atmosphere side; the fourth control valve (24b) is arranged on a pipe section of the pressure regulating pipeline (17b) communicated with the second oil-gas chamber (14) and the atmosphere side.
4. The anti-roll stabilization device according to claim 1, wherein the pressure regulating valve member comprises a first control valve (21c), a second control valve (22c), a third control valve (23c), and a fourth control valve (24 c);
the first control valve (21c) is arranged on a pipe section of the first pipeline (15) for communicating the first hydraulic cylinder (11) and the first oil-gas chamber (13); the second control valve (22c) is arranged on a pipe section of the first pipeline (15) for communicating the second hydraulic cylinder (12) and the first oil-gas chamber (13); the third control valve (23c) is arranged on a pipe section of the second pipeline (16) for communicating the first hydraulic cylinder (11) and the second oil-gas chamber (14); the fourth control valve (24c) is arranged on a pipe section of the second pipeline (16) for communicating the second hydraulic cylinder (12) and the second oil-gas chamber (14).
5. Anti-roll stabilizing arrangement according to any of claims 1-4, characterized in that the volume of the first hydraulic cylinder (11) and the volume of the second hydraulic cylinder (12) are equal.
6. Anti-roll stabilizing device according to any of claims 1 to 4, characterized in that the volume of said first oil and gas chamber (13) and the volume of said second oil and gas chamber (14) are equal.
7. An automotive suspension system comprising a vehicle frame (33), a left side wheel carrier (32a), a right side wheel carrier (32b) and the anti-roll stabilizing device of any one of claims 1-6; the first hydraulic cylinder (11) and the second hydraulic cylinder (12) of the anti-roll stabilizing device are respectively arranged on the inner side of a left wheel (31a) of the automobile and the inner side of a right wheel (31b) of the automobile;
the push rod and the rodless cavity of the first hydraulic cylinder (11) are arranged at one end, one end is connected with the left wheel bracket (32a), and the other end is connected with the frame (33); the push rod and the rodless cavity of the first hydraulic cylinder (11) are arranged at one end, one end is connected with the right wheel bracket (32b), and the other end is connected with the frame (33).
8. The suspension system according to claim 7, wherein the push rod of the first hydraulic cylinder (11) is connected to the frame (33), and the end of the rod-less chamber is connected to the left wheel carrier (32 a); the push rod of the second hydraulic cylinder (12) is connected with the frame (33), and the end where the rodless cavity is located is connected with the right wheel bracket (32 b).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810935611.3A CN110834508A (en) | 2018-08-16 | 2018-08-16 | Automotive suspension system and anti-roll stabilizing device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810935611.3A CN110834508A (en) | 2018-08-16 | 2018-08-16 | Automotive suspension system and anti-roll stabilizing device |
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| Publication Number | Publication Date |
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| CN110834508A true CN110834508A (en) | 2020-02-25 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN201810935611.3A Pending CN110834508A (en) | 2018-08-16 | 2018-08-16 | Automotive suspension system and anti-roll stabilizing device |
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| CN1597377A (en) * | 2004-08-02 | 2005-03-23 | 吉林大学 | Multi wheel coupled active torsion ducing suspension frame |
| JP2008273296A (en) * | 2007-04-26 | 2008-11-13 | Nissan Motor Co Ltd | Vehicular suspension device |
| US20140217692A1 (en) * | 2011-11-09 | 2014-08-07 | Aisin Seiki Kabushiki Kaisha | Suspension device for vehicle |
| CN106476561A (en) * | 2015-08-27 | 2017-03-08 | 上海汽车集团股份有限公司 | A kind of automobile anti-side-sway eliminator, suspension system and automobile |
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|---|---|---|---|---|
| US5013067A (en) * | 1989-01-19 | 1991-05-07 | Fuji Jukogyo Kabushiki Kaisha | Method and apparatus for controlling vehicle height |
| JPH05193331A (en) * | 1992-01-16 | 1993-08-03 | Nissan Motor Co Ltd | Oscillation damping device for vehicle |
| JPH07149134A (en) * | 1993-11-30 | 1995-06-13 | Yamaha Motor Co Ltd | Suspension for four-wheel vehicle |
| CN1597377A (en) * | 2004-08-02 | 2005-03-23 | 吉林大学 | Multi wheel coupled active torsion ducing suspension frame |
| JP2008273296A (en) * | 2007-04-26 | 2008-11-13 | Nissan Motor Co Ltd | Vehicular suspension device |
| US20140217692A1 (en) * | 2011-11-09 | 2014-08-07 | Aisin Seiki Kabushiki Kaisha | Suspension device for vehicle |
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Application publication date: 20200225 |
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