CN111422020A - Horizontal arrangement type hydraulic cylinder dynamic adjustment suspension - Google Patents
Horizontal arrangement type hydraulic cylinder dynamic adjustment suspension Download PDFInfo
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- CN111422020A CN111422020A CN202010288984.3A CN202010288984A CN111422020A CN 111422020 A CN111422020 A CN 111422020A CN 202010288984 A CN202010288984 A CN 202010288984A CN 111422020 A CN111422020 A CN 111422020A
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- hydraulic cylinder
- hydraulic
- connecting rod
- hydraulic pressure
- cavity
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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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
- B60G2204/80—Interactive suspensions; arrangement affecting more than one suspension unit
- B60G2204/83—Type of interconnection
- B60G2204/8304—Type of interconnection using a fluid
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
- B60G2204/80—Interactive suspensions; arrangement affecting more than one suspension unit
- B60G2204/83—Type of interconnection
- B60G2204/8306—Permanent; Continuous
Abstract
The invention relates to a horizontally arranged hydraulic cylinder dynamic adjustment suspension, which at least comprises two energy conversion units and a hydraulic adjustment unit, wherein the energy adjustment unit is arranged between the two energy conversion units through a pipeline, the energy conversion units at least comprise a hydraulic cylinder and a torque transmission mechanism which are connected with each other, one energy conversion unit is respectively connected with a front wheel of a vehicle through two connecting rods, the other energy conversion unit is respectively connected with a rear wheel of the vehicle through two connecting rods, under the condition that the wheels are stressed, the torque transmission mechanism relates the torsion state of the connecting rods with the hydraulic state of the hydraulic cylinder in a mode of changing the piston moving state of the hydraulic cylinder based on the torque of the connecting rods, so that under the condition that hydraulic pressure difference occurs between the hydraulic cylinders with the connection relationship, the hydraulic adjustment unit adjusts the hydraulic state of the hydraulic cylinder in a mode of absorbing and/or releasing hydraulic pressure, the torsional state of the connecting rod is correspondingly adjusted based on the hydraulic state of the hydraulic cylinder, so that the vertical load of the wheel on the vehicle body is reduced.
Description
Technical Field
The invention relates to the technical field of automobiles, in particular to a horizontally-arranged hydraulic cylinder dynamic adjustment suspension.
Background
Vehicles with rigid axles typically have a stabilizer bar that limits lateral movement of the wheels relative to the body of the vehicle. The stabilizer or track bar typically includes a rigid rod that extends laterally in the same plane as the axle to connect one end of the axle to the vehicle body on the opposite side of the vehicle. The lever is attached at either end with a pivot that only allows the lever to rotate up and down so that the axle can only move vertically. Therefore, the stabilizer bar is generally mounted to the frame of the vehicle body through a bracket. The bracket must withstand lateral forces. Suspension systems, such as air suspensions, may be mounted in the same area of the vehicle body to withstand vertical movement of the axle and wheel relative to the vehicle body.
In parameter tuning of a vehicle suspension, anti-roll performance and off-road performance are in an opposite relationship, and if tuning is performed toward one of the performances, the other performance is inevitably sacrificed. The addition of a conventional stabilizer bar can improve the anti-roll performance of the vehicle, but when the vehicle is running off-road, the stroke of the suspension is limited due to the stabilizer bar, resulting in a reduction in the off-road performance of the vehicle. In order to solve the contradiction, the prior art manually removes and installs the stabilizer bar according to different road conditions, or controls the connection and disconnection of the stabilizer bar through electronic equipment. The manual operation is undoubtedly very cumbersome, while the reliability of the electronic control is not as high as with purely mechanical constructions.
For example, chinese patent CN107264218A discloses an axle suspension system for a vehicle comprising at least one body element, an axle for supporting a left wheel and a right wheel, at least two shock absorber units and a stabilizer bar, wherein a first end of said stabilizer bar is connected to said axle and at least one of said shock absorber units and a second end of said stabilizer bar is mounted to said body element, characterized in that both said at least one shock absorber unit and said second end of said stabilizer bar are connected to a continuous mounting support, said continuous mounting support being mounted to said body element. This patent is typically directed to the use of a stabilizer axle and vertical movement of the wheel relative to the vehicle body, with the stabilizer bar being only capable of bearing forces and not capable of reverse dynamic adjustment of the forces experienced by the wheel.
For example, chinese patent CN204526723U discloses a quick-break stabilizer bar for go-anywhere vehicles, which is characterized in that: the stabilizer bar is made into two parts, wherein the tail end of one part is fixed with the three-jaw chuck, the connection and disconnection of the left part and the right part are realized by tightening and loosening the jaws of the three-jaw chuck, the stabilizer bar is in effect when the jaws are tightened, and the stabilizer bar is not in effect when the jaws are loosened. The transverse stabilizer bar is improved, when the vehicle runs at ordinary times, the clamping jaws are tightened, the left part and the right part are jointed, and the transverse stabilizer bar works normally to provide anti-roll performance; when cross country is needed, a driver rotates the bolt on the three-jaw chuck to loosen the jaws, the left part and the right part are disconnected, and the transverse stabilizer bar does not work; after cross country, the driver rotates the bolt on the three-jaw chuck in the reverse direction, the jaws tighten, the left part and the right part are jointed, and the transverse stabilizer bar works normally again. The stabilizer bar can perform the dual functions of anti-roll and off-road, but at the time of anti-roll, the stabilizer bar is disconnected to reduce the influence of the force of the wheel on the vehicle body. The present invention is in contrast to this, to relate the forces between the wheels to achieve a weakening of the forces between the wheels, thereby reducing the risk of rolling.
Furthermore, most of the dynamic adjustment suspension systems on the market at present adopt hydraulic cylinders which are longitudinally arranged, and a large installation space is needed, so that the shock absorption suspension can be seen only on hard-style off-road vehicles at present and can not be seen almost on cars and urban SUVs. Thus, the prior art is not aware of a vehicle suspension system that can accommodate the adjustment of the stabilizer bar in a self-adaptive manner to the road surface without requiring energy input, particularly a suspension system that can dynamically adjust roll and off-road performance.
Furthermore, on the one hand, due to the differences in understanding to the person skilled in the art; on the other hand, since the inventor has studied a lot of documents and patents when making the present invention, but the space is not limited to the details and contents listed in the above, however, the present invention is by no means free of the features of the prior art, but the present invention has been provided with all the features of the prior art, and the applicant reserves the right to increase the related prior art in the background.
Disclosure of Invention
The transverse stabilizer bar of the cross country vehicle in the prior art realizes the anti-roll through breaking the middle structure of the stabilizer bar, and has the defects that the force changing mode is abrupt change instead of dynamic change, which is not beneficial to the reduction of the vertical load of the vehicle body, and the suspension of the wheels is easier to occur.
In view of the shortcomings of the prior art, the present invention provides a horizontally arranged hydraulic cylinder dynamic adjustment suspension, which at least comprises at least two energy conversion units and at least one hydraulic adjustment unit, wherein the energy adjustment unit is arranged between the two energy conversion units through a pipeline, the energy conversion units at least comprise a hydraulic cylinder and a torque transmission mechanism which are connected with each other, wherein at least one energy conversion unit is respectively connected with a front wheel of a vehicle through at least two connecting rods, at least one energy conversion unit is respectively connected with a rear wheel of the vehicle through at least two connecting rods, and under the condition of wheel stress, the torque transmission mechanism associates the torsional state of the connecting rod with the hydraulic state of the hydraulic cylinder in a manner of changing the piston moving state of the hydraulic cylinder based on the torque of the connecting rod, so that under the condition of hydraulic pressure difference between the hydraulic cylinders with connection relationship, the hydraulic pressure adjusting unit adjusts the hydraulic pressure state of the hydraulic cylinder in a manner of absorbing and/or releasing the hydraulic pressure, so that the torsion state of the connecting rod is adjusted correspondingly based on the hydraulic pressure state of the hydraulic cylinder, and the vertical load of the wheel to the vehicle body is reduced.
The invention relates the torque of the wheels to the hydraulic pressure, dynamically adjusts the torque of the wheels by converting the torque of the wheels into the hydraulic pressure, and reversely adjusts the dynamic change of the torque between the wheels by the dynamic change of the hydraulic pressure, thereby realizing the reduction of the torque difference between the wheels and further reducing the vertical load of the wheels to the vehicle body.
The prior art does not convert and adjust the torque of the wheel from the perspective of capacity, so that the dynamic adjustment of the vertical load of the wheel to prevent the rolling and improve the off-road performance cannot be realized. Preferably, the suspension comprises at least a first energy conversion unit and a second energy conversion unit, the first energy conversion unit comprises a first hydraulic cylinder and a first torque transmission mechanism connected with a first piston thereof, the second energy conversion unit comprises a second hydraulic cylinder and a second torque transmission mechanism connected with a second piston thereof, wherein a first hydraulic pressure adjustment unit is arranged between a first end of the first hydraulic cylinder, which is not provided with a piston rod, and a first end of the second hydraulic cylinder, which is not provided with a piston rod, through a pipeline, a second hydraulic pressure adjustment unit is arranged between a second end of the first hydraulic cylinder, which is provided with a piston rod, and a second end of the second hydraulic cylinder, which is provided with a piston rod, through a pipeline, the first hydraulic pressure adjustment unit absorbs or releases hydraulic energy based on a first hydraulic pressure difference between the first end of the first hydraulic cylinder and the first end of the second hydraulic cylinder, a second hydraulic pressure difference between the second end of the first hydraulic cylinder and the second end of the second hydraulic cylinder is changed based on a change in the first hydraulic pressure difference, thereby eliminating a torque difference between the connecting rods connected to the wheels in a process in which the hydraulic pressure between the first hydraulic cylinder and the second hydraulic cylinder is changed to be balanced. According to the invention, through the arrangement of the hydraulic adjusting unit, the difference of the torques generated by the stress of the wheels is dynamically adjusted in an energy mode, the independent torques between the wheels are related to influence each other in a hydraulic difference mode, more hydraulic energy is eliminated or part of the hydraulic energy is released, and thus the torque difference between the wheels is realized in a hydraulic balance adjusting mode.
Preferably, the first hydraulic pressure adjusting unit is a first accumulator, the second hydraulic pressure adjusting unit is a second accumulator, the first accumulator and the second accumulator are respectively arranged on the same side of the first hydraulic cylinder or the second hydraulic cylinder, and the first accumulator and the second accumulator are opposite in orientation. The advantage of so setting up is that setting up two pipelines in same side rather than the both sides of pneumatic cylinder, is favorable to saving the occupation space of suspension in the horizontal direction. Preferably, the energy storage ware is horizontal formula setting, compares with vertical formula setting, and the focus that horizontal formula set up is lower, can reduce the vibration of energy storage ware, and moreover, the energy storage ware that horizontal formula set up also can reduce the occupation space of suspension on vertical for the bottom space increase of car more is favorable to the cross-country form of car.
Preferably, in the energy conversion unit according to the present invention, the torque transmission mechanism includes at least two gears that rotate relative to each other, wherein at least one rack connected to the piston rod of the hydraulic cylinder is engaged with at least one of the gears, and at least one rack fixedly connected to the cylinder body of the hydraulic cylinder is engaged with another of the gears. The torque transmission mechanism is a key link for realizing dynamic regulation of the stability of the automobile, can convert the torque of the wheel connecting rod into hydraulic energy under the condition of rotation of the wheels, can change hydraulic pressure by moving the piston rod, and can also change the hydraulic pressure by moving the hydraulic cylinder body along with the rack, so that the torque of the connecting rods of the wheels on two sides is dynamically associated, and the torque difference of the connecting rods is reversely adjusted in the regulation process of hydraulic balance.
Preferably, at least two gears in the torque transmitting mechanism are arranged in parallel, so that two racks that mesh with the two gears, respectively, are arranged in parallel. Preferably, at least two gears in the torque transmission mechanism are arranged in parallel, and two racks respectively meshed with the two gears are arranged in parallel. Preferably, the number of the gears is not limited to two, and may be three, four or more, and likewise, the number of the racks engaged with the gears is not limited to two, and may be three, four or more, and various combinations that can be achieved based on mechanical techniques may be provided. The parallel advantage of gear lies in, has the interval and not mutual contact between two gears, and rotation each other can not directly influence each other with the mode of contact, is favorable to the connecting rod independent rotation of wheel to the rotation and the atress condition of wheel are obtained to the accuracy. The advantage of the two gears being parallel is that, compared to the parallel mode, the form between the gears is more stable, the inclination or the angle change between the two gears due to the vibration of the vehicle body is not easy to occur, namely, the two gears are not easy to derail from the rack, and the stability of the suspension is better.
Preferably, at least two gears in the torque transmission mechanism are arranged on at least one guide rail to perform relative sliding, wherein the connecting rod is fixedly connected with the gear on the corresponding side in a mode of penetrating through the side wall of the guide rail. Through the arrangement of the guide rail, when the gear rotates, the rack can move relative to the gear without obstruction, the efficiency of converting torque into hydraulic energy is improved, the accuracy of dynamic adjustment of hydraulic pressure difference is facilitated, and the dynamic adjustment time of the stability of a vehicle body is shortened.
Preferably, at least one bushing is arranged on the connecting rod in a manner of penetrating through the rod body. Preferably, the connecting rod and the bushing are arranged in an articulated manner. The advantage of setting up the bush lies in, can avoid the connecting rod to take place relative motion at rocking or rotation in-process and other suspension parts, also can avoid the connecting rod to receive external impact and vibration.
Preferably, the connecting rod is Z-shaped, and the bushing on the connecting rod is arranged at the middle section of the connecting rod. Because the connecting rod is Z-shaped, the space occupied by the rotation of the middle section part is enlarged, the rotation amplitude is larger, and the connecting rod is more easily touched with the second vehicle body to generate friction. The bush sets up in the middle section of connecting rod, can protect the connecting rod better and avoid receiving the harm at the rotation state to the life-span of extension suspension.
The invention also provides a horizontally arranged hydraulic cylinder dynamic adjustment suspension of another structure, which comprises at least two energy conversion units and at least one hydraulic adjustment unit, wherein the energy adjustment unit is arranged between the two energy conversion units through a pipeline, the energy conversion units at least comprise a horizontally arranged hydraulic cylinder and a torque transmission mechanism arranged in the hydraulic cylinder, the torque transmission mechanism comprises at least two rotary pistons capable of rotating relatively, the two rotary pistons in one hydraulic cylinder are respectively connected with a front wheel of a vehicle through at least one connecting rod, the two rotary pistons in the other hydraulic cylinder are respectively connected with a rear wheel of the vehicle through at least one connecting rod, and under the condition of a wheel stress, the rotary pistons are used for correlating the torsion state of the connecting rod with the hydraulic state of the hydraulic cylinder in a mode of changing the hydraulic pressure of the hydraulic cylinder based on the torque of the connecting rod, therefore, under the condition that the hydraulic pressure difference occurs between the cavities of the hydraulic cylinders with the connection relationship, the hydraulic pressure adjusting unit adjusts the hydraulic pressure state of the hydraulic cylinders in a manner of absorbing and/or releasing the hydraulic pressure, so that the torsion state of the connection rod is correspondingly adjusted based on the hydraulic pressure state of the hydraulic cylinders, and the vertical load of the wheels to the vehicle body is reduced. In the invention, two ways of converting torque into hydraulic energy are realized by adopting hydraulic cylinders with different structures and different transverse angles of the hydraulic cylinders. This embodiment does not need the moment of torsion shifter, just can realize the moment of torsion and the hydraulic conversion of connecting rod through the pneumatic cylinder, and the structure is simpler, and lateral stability is a little better, and the dynamic adjustment effect of off-road performance is better.
Preferably, the suspension includes at least a first energy conversion unit including a third hydraulic cylinder and a second energy conversion unit including a fourth hydraulic cylinder, wherein at least two rotary pistons in the third hydraulic cylinder divide the third hydraulic cylinder into a first cavity and a second cavity in the vertical direction in a free rotation mode, the center of the first cavity is higher than that of the second cavity, at least two rotary pistons in the fourth hydraulic cylinder divide the inside of the fourth hydraulic cylinder into a third cavity and a fourth cavity in a free rotation mode in the vertical direction, the center of the third cavity is higher than that of the fourth cavity, a first hydraulic adjusting unit is arranged between the first cavity and the third cavity through a pipeline, and a second hydraulic adjusting unit is arranged between the second cavity and the fourth cavity through a pipeline. This embodiment is through connecting the different cavitys of two pneumatic cylinders, and under the very fast condition of hydraulic pressure change in the pipeline, the third energy storage ware or fourth energy storage ware change the interior hydraulic energy of pipeline into compression energy or potential energy storage, are favorable to the normal flow of the hydraulic oil in the pipeline and the stability of whole suspension system.
Drawings
FIG. 1 is a schematic structural view of an automotive suspension system of the present invention;
FIG. 2 is a schematic diagram of a first energy conversion unit of the present invention;
FIG. 3 is a schematic diagram of a second energy conversion unit of the present invention;
FIG. 4 is a schematic view of the anti-roll principle of the present invention;
FIG. 5 is a schematic illustration of the principle of the off-road performance of the present invention;
FIG. 6 is a schematic structural diagram of another embodiment of the present invention;
FIG. 7 is an enlarged partial view of another embodiment of the present invention;
FIG. 8 is a graphical representation of the change in roll angle of the present invention;
FIG. 9 is a graphical representation of the vertical load profile of a prior art four wheel suspension system of the present invention;
FIG. 10 is a schematic view of steering wheel angle over time; and
fig. 11 is a graph of amplitude versus time.
List of reference numerals
201: a first connecting rod; 202: a first bushing; 203: a first guide rail; 204: a first hydraulic cylinder; 205: a second bushing; 206: a second connecting rod; 207: a first accumulator; 208: a first conduit; 209: third connecting rod, 210: third bushing, 211: a second hydraulic cylinder; 212: a fourth bushing; 213: fourth connecting rod, 214: a second guide rail; 215: a second accumulator; 216: second pipe, 217: a first gear; 218: a first rack; 219: a first piston; 220: a first piston rod; 221: a second rack; 222 a second gear; 301: a compression-side piston; 302: a tension side piston;
101: fifth connecting rod, 102: fifth bushing, 103: third hydraulic cylinder, 104: sixth bushing, 105: sixth connecting rod, 106: third accumulator, 107: third conduit, 108: seventh connecting rod, 109: seventh bushing, 110: fourth hydraulic cylinder, 111: eighth bushing, 112: eighth connecting rod, 113: fourth accumulator, 114: fourth duct, 115: first rotary piston, 116: a second rotary piston.
Detailed Description
The following detailed description is made with reference to fig. 1 to 8 of the drawings.
The invention provides a horizontally arranged hydraulic cylinder dynamic adjustment suspension, which can also be called a dynamic adjustment automobile suspension system, a lateral stabilizing device of an automobile suspension, a dynamic adjustment hydraulic circuit system and the like.
Example 1
As shown in fig. 1, the horizontally arranged hydraulic cylinder dynamically adjusting suspension of the present invention includes at least two energy conversion units and at least one hydraulic adjusting unit. The energy adjusting unit is arranged between the two energy conversion units through a pipeline. The number of the energy adjusting units can be one, and can also be two or more. The energy conversion unit includes at least a hydraulic cylinder and a torque transmission mechanism connected to each other for converting energy generated by torque deformation of a connecting rod connected to a wheel into hydraulic energy. Preferably, the energy conversion units are not limited to two, but may be three, four, five, six or even more.
At least one energy conversion unit is connected with the front wheels of the vehicle through at least two connecting rods respectively, and at least one energy conversion unit is connected with the rear wheels of the vehicle through at least two connecting rods respectively. In the case of a force applied to the wheel, the torque transmission mechanism associates the torsional state of the connecting rod with the hydraulic state of the hydraulic cylinder in such a manner as to change the state of movement of the piston of the hydraulic cylinder based on the torque of the connecting rod, so that in the case of a hydraulic pressure difference occurring between the hydraulic cylinders having a connection relationship, the hydraulic pressure adjusting unit adjusts the hydraulic state of the hydraulic cylinder in such a manner as to absorb and/or release the hydraulic pressure, so that the torsional state of the connecting rod is adjusted accordingly based on the hydraulic state of the hydraulic cylinder, thereby reducing the vertical load of the wheel to the vehicle body. Aiming at the problem that the transverse stability in the prior art can not be dynamically adjusted, the transverse stability of the invention can be dynamically adjusted, the stability is better, the invention can adapt to the off-road performance of the vehicle, and the unbalance of the stress of the wheels of the vehicle when the vehicle is off-road is dynamically reduced. Compared with the prior art of realizing the transverse stability by disconnecting the influence of the wheels, the transverse stabilizer bar has the advantages that the technical means is opposite, the mutual offset of the torque difference is realized by correlating the torque difference among the wheels, the stability of the transverse bar is realized, and the transverse stabilizer bar is integrated and has better safety.
As shown in fig. 1 and 2, the suspension of the present invention includes at least a first energy conversion unit and a second energy conversion unit. The first energy conversion unit comprises a first hydraulic cylinder 204 and a first torque-transmitting mechanism 203 connected to its first piston 219, the first torque-transmitting mechanism 203 being connected to the first front wheel by means of a first connecting rod 201. The second torque-transmitting mechanism 214 is connected with the second front wheel via the second connecting rod 206. The second energy conversion unit comprises a second hydraulic cylinder 211 and a second torque-transmitting mechanism 214 connected to its second piston 224. The second torque-transmitting mechanism 214 is connected to a first rear wheel of the vehicle via a third connecting rod 209, and the second torque-transmitting mechanism 214 is connected to a second rear wheel of the vehicle via a fourth connecting rod 213. Under the condition that the wheels rotate, the connecting rods connected with the wheels are twisted, hydraulic pressure changes occur in the hydraulic cylinders under the condition that the pistons move based on the rotation of the connecting rods, and mutual conversion of the torsional deformation energy of the old connecting rods and the hydraulic pressure energy is achieved.
The hydraulic cylinder of the present invention is a linear hydraulic cylinder. The hydraulic cylinder is horizontally arranged, so that the occupation of longitudinal space is reduced. A piston is arranged in the hydraulic cylinder, and a piston rod extends out of one end of the hydraulic cylinder. A first hydraulic adjusting unit is arranged between the first end of the first hydraulic cylinder, which is not provided with the piston rod, and the first end of the second hydraulic cylinder, which is not provided with the piston rod, through a pipeline. And a second hydraulic adjusting unit is arranged between the second end of the first hydraulic cylinder, which is provided with the piston rod, and the second end of the second hydraulic cylinder, which is provided with the piston rod, through a pipeline. The first hydraulic pressure adjusting unit is a first accumulator 207, the second hydraulic pressure adjusting unit is a second accumulator 215, the first accumulator 207 and the second accumulator 215 are respectively arranged on the same side of the first hydraulic cylinder or the second hydraulic cylinder, and the first accumulator 207 and the second accumulator 215 are opposite in orientation, so that the position conflict of the two accumulators is avoided.
For example, first piston 219 is included within first hydraulic cylinder 204. The first piston 219 is connected to the first torque conversion mechanism 203 via a first piston rod 220, and the second hydraulic cylinder 211 includes a second piston 223 therein. The second piston 223 is connected to the second torque conversion mechanism 214 through the second piston rod 224, so that the piston is associated with the connecting rod to perform mutual conversion of energy. The first piston 219 divides the inside of the first hydraulic cylinder 204 into a first chamber and a second chamber in which a piston rod exists. Second piston 223 divides the inside of second hydraulic cylinder 211 into a third chamber and a fourth chamber in which a piston rod exists. The first chamber of the first end of the first hydraulic cylinder 204 is connected to the third chamber of the first end of the second hydraulic cylinder 211 via a first accumulator 207. The second chamber of the second end of the first hydraulic cylinder 204 is connected to the fourth chamber of the second end of the second hydraulic cylinder 211 via a second accumulator 215. In the case of a vehicle turning, the stress conditions on the two sides of the vehicle body are opposite. Therefore, the mutual influence and change of the hydraulic energy between the cavities on different sides are equivalent to the mutual influence and change of the relative displacement of the suspensions on two sides of the vehicle. Under the condition of hydraulic energy balance, the torque states between the gears on the two sides of the vehicle body are also balanced or equal in torque, so that the vertical loads of the wheels on the two sides of the vehicle body are approximately equal, and the transverse stability of the vehicle body reaches the highest stability.
In the invention, the first hydraulic pressure adjusting unit can absorb or release hydraulic energy based on the first hydraulic pressure difference between the first end of the first hydraulic cylinder and the first end of the second hydraulic cylinder, and the second hydraulic pressure difference between the second end of the first hydraulic cylinder and the second end of the second hydraulic cylinder changes based on the change of the first hydraulic pressure difference, so that the torque difference between the connecting rods connected with wheels is eliminated in the process that the hydraulic pressure of the first hydraulic cylinder and the second hydraulic cylinder changes to be balanced, and the improvement of the lateral stability is realized. The invention not only can adjust the stability between the wheels at two sides, but also can realize the balance of the automobile body by dynamically reducing the torque difference among the wheels, realize the improvement of the off-road performance of the automobile and avoid the suspension of the wheels.
The number of the first accumulators 207 on the first pipe of the present invention is not limited, and may be one, two or more. The number of second accumulators 215 on the second conduit of the present invention is not limited and may be one, two or even more. The first accumulator 207 and the second accumulator 215 of the present invention are arranged horizontally and in an opposite manner. The advantage that so set up lies in, the mode installation that the energy storage ware set up with horizontal formula, and the length of the horizontal direction of energy storage ware is greater than the length of vertical direction promptly for the suspension reaches minimum in the occupation space of vertical direction, is favorable to increasing the bottom space of car, increases the distance with ground when being particularly favorable to the car cross-country.
Preferably, as shown in fig. 2, in the power conversion unit of the present invention, the torque transmitting mechanism includes at least two gears rotating relative to each other. The connection mode of relative rotation is favorable for the torsional deformation of the connecting rod not to be influenced by the gear on the other side in the process of converting the torsional deformation into the hydraulic energy, and the accuracy of energy conversion of a single wheel is ensured. Preferably, the two gears are hinged, and other mechanical connection modes capable of realizing mutual rotation are also possible. Preferably, there may be a gap between the two gears, or a spacer may be provided between the two gears that does not interfere with the rotation of the gears relative to each other. Preferably, the shape and material of the spacer are not limited, and the rotation of the gear can be unaffected.
At least one rack connected with a piston rod of the hydraulic cylinder is meshed with at least one gear, and at least one rack fixedly connected with a cylinder body of the hydraulic cylinder is meshed with another gear. For example, rotation of the connecting rod of the wheel on one side of the vehicle body drives the piston rod to move, and rotation of the wheel on the other side drives the hydraulic cylinder to move. Under the condition that the hydraulic pressure is balanced, the piston and the hydraulic cylinder body move in the same direction, namely the rotation difference of wheels on two sides of the vehicle body is reduced, so that the transverse stability is realized.
Preferably, at least two gears in the torque transmitting mechanism are arranged in parallel, so that two racks that mesh with the two gears, respectively, are arranged in parallel. The parallel arrangement of the racks is beneficial to the sealing performance of the relative motion of the piston rod and the hydraulic cylinder body, the problem that the sealing degree of the piston is reduced due to the fact that the piston rod has an angle with the relative motion direction of the hydraulic cylinder body, the working efficiency of the hydraulic cylinder is influenced, and the problem that the service life of the piston is shortened due to the fact that the piston is obliquely extruded by the cylinder body for a long time is solved. Therefore, the parallel arrangement of the racks is beneficial to the stability of the normal working efficiency of the hydraulic cylinder and the prolonging of the service life.
At least two racks in the torque-transmitting mechanism are disposed on at least one of the rails for relative sliding movement. The guide rail and the rack are arranged in a sliding mode, so that the friction force of the rack in the moving process can be reduced, the energy loss of friction is reduced, the sensitivity of the rack for transferring the torsional deformation energy is improved, and the conversion efficiency between the torque deformation energy and the hydraulic energy is improved.
For example, the first torque transmission mechanism is composed of a first gear 217, a second gear 222, a first rack 218, a second rack 221, and a first rack rail 203. A first gear 217 is fixed to an end of the first connecting rod 201 and is engaged with the first rack 218. The second gear 222 is fixed to an end of the second connecting rod 206 and engages with the second rack 221. The first rack 218 and the second rack 221 are arranged in parallel or parallel on the first guide rail 203 for relative sliding. The first guide rail 203 is approximately U-shaped, and the sliding track of the guide rail is arranged on the plane section of the U-shape. The vertical section of the U-shaped guide rail is a side wall, and the first connecting rod penetrates through the first side wall and is fixedly connected with the first gear 217. The second connecting rod penetrates through the second side wall and is fixedly connected with the second gear 222. The first rack 218 is fixedly connected to the first hydraulic cylinder 204, and the second rack 221 is fixedly connected to the first piston rod 220.
The second torque-transmitting mechanism is comprised of a third gear 225, a fourth gear 226, a third rack 227, a fourth rack 228, and a second rack rail 214. The third gear 225 is fixed to an end of the third connecting rod 213 and is engaged with the third rack 227. A fourth gear 226 is fixed to an end of the fourth connecting rod 209 and engages with a fourth rack 228. The third rack 227 and the fourth rack 228 are arranged in parallel or parallel on the second guide rail to realize relative sliding. The third rack 227 is fixedly connected with the second hydraulic cylinder 211, and the fourth rack 228 is fixedly connected with the second piston rod 224. The second guide rail is approximately U-shaped, and the sliding track of the guide rail is arranged on the U-shaped plane section. The vertical section of the U-shaped guide rail is a side wall, and the third connecting rod penetrates through the third side wall and is fixedly connected with the third gear. The fourth connecting rod penetrates through the fourth side wall and is fixedly connected with the fourth gear.
Preferably, the number, thickness and type of the gears are not limited, and the gears can rotate and mesh with the racks. The same rack can correspond to one gear, two parallel gears or even a plurality of gears. At least two gears are arranged between the side walls of the U-shaped guide rail, so that the friction force of the rack is reduced, and the gears can be protected from being impacted by objects such as stones bounced in the driving process, and the stability of normal operation of the suspension is guaranteed.
Preferably, the gear in the torque transmitting mechanism of the present invention is preferably a sector gear. Compare in circular gear, sector gear can save partly vertical space, is favorable to the further reduction in space of suspension to increase the space of vehicle bottom, make the suspension of vehicle bottom be difficult to damage in cross country driving, the security is better. Preferably, the angle of the rotation amplitude of the sector gear is preferably 120 degrees, so that the change of the torque of the connecting rod can be met, the vehicle body can be prevented from being touched to the greatest extent, and the risk of collision and damage can be avoided.
Preferably, the connecting rod is provided with at least one bushing in a manner of penetrating through the rod body. The first connecting rod 201, the second connecting rod 206, the third connecting rod 213 and the fourth connecting rod 209 are respectively hinged with the first bushing 202, the second bushing 205, the third bushing 212 and the fourth bushing 210. Preferably, the connecting rod becomes to be the zigzag, and the bush on the connecting rod sets up in the middle section position of connecting rod, can reduce the collision and the friction of terminal position and automobile body, is favorable to prolonging the life of connecting rod.
As shown in fig. 4, when the vehicle turns on the road, the force direction of the wheels on the same side is consistent. The wheel on one side of the compression drives the connecting rod on one side to rotate, and torque is generated. The gear on the compressed side rotates along with the connecting rod, and the gear drives the piston 301 on the compressed side in the hydraulic cylinder to move through the rack, so that hydraulic oil is extruded into one of the energy accumulators. After the oil pressure in the pipeline is balanced, the compression side piston 301 in the compression side hydraulic cylinder drives the extension side piston 302 of the extension side hydraulic cylinder to move in the same direction, and the continuous extension of the connecting rod on the extension side is restrained through the gear rack, namely the continuous extension of the wheel on the extension side is restrained through the gear rack. The suspension of the present invention now acts as a stabilizer bar, preventing the vehicle body from rolling any further.
As shown in figure 5, when the vehicle runs on a cross-country road, the stress directions of wheels on the same side are different, hydraulic oil flows from the second cavity of the first hydraulic cylinder to the fourth cavity of the second hydraulic cylinder, and flows from the third cavity of the second hydraulic cylinder to the first cavity of the first hydraulic cylinder, at the moment, the anti-roll bar does not work, the stroke of the suspension is increased, and the wild performance is enhanced.
Example 2
The invention discloses a horizontally-arranged hydraulic cylinder dynamic adjustment suspension, which at least comprises at least two energy conversion units and at least one hydraulic adjustment unit. The number of energy conversion units is not limited to 2 and may be more. The energy adjusting unit is arranged between the two energy conversion units through a pipeline.
As shown in fig. 6 and 7, the energy conversion unit includes at least a horizontally arranged hydraulic cylinder and a torque transmission mechanism provided in the hydraulic cylinder, the torque transmission mechanism including at least two rotary pistons capable of relative rotation. Two rotary pistons in one hydraulic cylinder are respectively connected with the front wheel of the vehicle through at least one connecting rod, and two rotary pistons in the other hydraulic cylinder are respectively connected with the rear wheel of the vehicle through at least one connecting rod. Under the condition that the wheels are stressed, the rotary piston converts the torsional deformation energy into hydraulic energy in a mode of changing the hydraulic pressure of the hydraulic cylinders based on the torque of the connecting rod, so that under the condition that a hydraulic pressure difference occurs between the cavities of the hydraulic cylinders with the connection relation, the hydraulic adjusting unit adjusts the hydraulic state of the hydraulic cylinders in a mode of absorbing and/or releasing the hydraulic pressure, the torsional state of the connecting rod is correspondingly adjusted based on the hydraulic state of the hydraulic cylinders, and the vertical load of the wheels to the vehicle body is reduced. The embodiment cancels a gear structure, reduces the capacity loss caused by friction, directly associates the connecting rod with the piston of the hydraulic cylinder, realizes the direct conversion of the energy of torque deformation to hydraulic energy, and has higher efficiency of dynamic regulation stability.
As shown in fig. 6 and 7, the first energy conversion unit includes a fifth connecting rod 101, a sixth connecting rod 105, and a third hydraulic cylinder 103 disposed in a horizontal manner. The fifth connecting rod 101 and the sixth connecting rod 105 are respectively zigzag bending rods, one end of each zigzag bending rod is rotatably connected with the third hydraulic cylinder, and the other end of each zigzag bending rod is connected with an axle of a wheel. Namely, the fifth connecting rod 101 and the sixth connecting rod 105 are symmetrically arranged at two ends of the horizontal third hydraulic cylinder 103 and can rotate relative to each other.
The second energy conversion unit comprises a seventh connecting rod 108, an eighth connecting rod 112 and a third hydraulic cylinder 110 arranged in a horizontal manner. The seventh connecting rod 108 and the eighth connecting rod 112 are respectively a zigzag bending rod, one end of which is rotatably connected to the fourth hydraulic cylinder 110 and the other end of which is connected to the axle of the wheel. That is, the fifth and sixth connecting rods 108 and 112 are symmetrically disposed at both ends of the horizontal third hydraulic cylinder 110 and can rotate relative to each other. In the prior art, a vehicle body is easy to roll when the vehicle turns, and a general stabilizer bar system needs to be provided with a hydraulic cylinder on each side respectively, and two hydraulic cylinders apply forces with different magnitudes to wheels on different sides respectively to achieve the technical effect of roll prevention. The design structure of the invention is just opposite to the prior art. The invention connects the wheels on two sides to form transverse connection, thereby realizing transverse stability of the wheels on two sides through the time difference from unidirectional rotation to equidirectional rotation.
For example, as shown in fig. 7, the fifth connecting rod 101 and the sixth connecting rod 105 respectively penetrate the third hydraulic cylinder 103 from one end of the third hydraulic cylinder 103, and the fifth connecting rod 101 and the sixth connecting rod 105 are connected in a relatively rotatable manner inside the third hydraulic cylinder 103. Preferably, the fifth connecting rod 101 and the sixth connecting rod 105 are hinged to each other to realize relative rotation. Preferably, the articulation facilitates making the fifth 101 and sixth 105 connecting rods transversal, facilitating the co-rotation of the wheels on both sides, thus preventing further rolling of the body. The advantage of using a hinge is also that it allows the connecting rods with the direction of compression to rotate first, after the oil pressure in the pipe is balanced the two connecting rods rotate together in the same direction. So that the connecting rods on the two sides of the hydraulic cylinder can have time difference between independent rotation and same-direction rotation to meet the requirement of dynamic adjustment.
Preferably, as shown in fig. 6 and 7, at least two rotary pistons in the third hydraulic cylinder divide the inside of the third hydraulic cylinder into a fifth chamber and a sixth chamber in a freely rotating manner in the vertical direction, and the center of the fifth chamber is higher than that of the sixth chamber. At least two rotary pistons in the fourth hydraulic cylinder divide the fourth hydraulic cylinder into a seventh cavity and an eighth cavity in the vertical direction in a free-rotating mode. The center of the seventh cavity is higher than the center of the eighth cavity. A third hydraulic adjusting unit is arranged between the fifth cavity and the seventh cavity through a pipeline, and a fourth hydraulic adjusting unit is arranged between the sixth cavity and the eighth cavity through a pipeline. Preferably, the number of chambers in the hydraulic cylinder isolated by the plurality of rotary pistons is not limited to two, and may be single or more.
For example, a first rotary piston 115 and a second rotary piston 116 are disposed laterally within the third hydraulic cylinder 103. The first rotary piston 115 in the third hydraulic cylinder 103 is fixedly connected to the fifth connecting rod 101 and arranged between the fifth connecting rod and the inner wall of the hydraulic cylinder, sealed to the inner wall. A second rotary piston 116 in the third hydraulic cylinder 103 is fixedly connected to the sixth connecting rod 105 and arranged between the sixth connecting rod and the inner wall of the hydraulic cylinder, sealed to the latter. Therefore, the first rotary piston 115 and the second rotary piston 116 are disposed in approximately opposite directions, so that the first rotary piston 115 and the second rotary piston 116 can contact the inner wall of the third hydraulic cylinder 103 and perform pressurization or depressurization, respectively, while rotating in the same direction. Similarly, a third and a fourth transverse rotary piston are arranged in the fourth hydraulic cylinder 110. A third rotary piston in a third cylinder 110 is fixedly connected to a seventh connecting rod 108 and arranged between the seventh connecting rod and the inner wall of the cylinder. The fourth rotary piston in the third hydraulic cylinder 103 is fixedly connected with the eighth connecting rod 112 and arranged between the sixth connecting rod and the inner wall of the hydraulic cylinder. Wherein the third and fourth rotary pistons are disposed in approximately opposite directions so that the third and fourth rotary pistons can contact the inner wall of the fourth hydraulic cylinder 110 and pressurize or depressurize, respectively, while rotating in the same direction. The advantage of the relative rotation of the two rotary pistons in the horizontally arranged hydraulic cylinder is that the two rotary pistons can rotate freely in the hydraulic cylinder at any angle, with the two connecting rods connected in a rotationally articulated manner. In particular, in the case where the connecting rods of both sides of the hydraulic cylinder are not rotated simultaneously at the initial stage, the hydraulic pressure adjusting unit can rapidly absorb or release the hydraulic pressure. Under the condition that the oil pressure is balanced, the rotation of one rotary piston drives the rotation of the other rotary piston. Thereby the connecting rod that is fixed with another rotary piston begins syntropy to rotate, has finally realized two rotary piston syntropy and the effect of two connecting rods that are connected with it syntropy pivoted for two syntropy pivoted connecting rods have the lateral stability function, hinder the further heeling of vehicle.
Preferably, in case the first and second rotary pistons 115 and 116 in the third hydraulic cylinder 103 separate the chamber of the third hydraulic cylinder 103 into two chambers, one chamber is connected to the third accumulator 106 in the hydraulic pressure regulation unit via a third conduit 107 and the other chamber is connected to the fourth accumulator 113 in the hydraulic pressure regulation unit via a fourth conduit 114. In case the third and fourth rotary pistons in the fourth hydraulic cylinder 108 separate the chamber of the fourth hydraulic cylinder 108 into two chambers, one chamber is connected to a third accumulator 106 in the hydraulic pressure regulation unit via a third conduit 107 and the other chamber is connected to a fourth accumulator 113 in the hydraulic pressure regulation unit via a fourth conduit 114. In particular, as shown in fig. 7, in the case where the third hydraulic cylinder and the fourth hydraulic cylinder are disposed to face each other, the third pipe 107 and the fourth pipe 114 are also disposed to face each other. The third accumulator 106 and the fourth accumulator 113 disposed on the pipeline may be disposed symmetrically or asymmetrically. According to the connecting mode of the cavity, the rotation of the wheels on the two sides of the vehicle body or on the front and the rear of the vehicle body is related into a mutual influence relationship through the hydraulic cylinder, so that the rotation of the wheels on the two sides of the vehicle body or on the front and the rear of the vehicle body is mutually influenced, the mutual action of the pressing force or the tensile force is even counteracted, the reduction of the vertical load on the whole vehicle body is realized, and the stability of the vehicle body is realized.
Preferably, the chamber of the third hydraulic cylinder 103 connected to the third conduit 107 is a fifth chamber, and the chamber of the fourth hydraulic cylinder 108 connected to the third conduit 107 is a sixth chamber. The cavity of the third hydraulic cylinder 103 connected with the fourth pipe 114 is a seventh cavity, and the cavity of the fourth hydraulic cylinder 108 connected with the fourth pipe 114 is an eighth cavity. Under the condition that the connecting rods at the two ends of the third hydraulic cylinder and/or the fourth hydraulic cylinder rotate in different directions or rotate at the same frequency, the hydraulic pressure in the fifth cavity and the seventh cavity changes, and the hydraulic pressure in the sixth cavity and the eighth cavity changes. Thus, the fluid oil in the fifth and seventh chambers may flow into or out of the third accumulator 106 based on the change in hydraulic pressure within the chambers. The liquid oil in the sixth and eighth chambers flows into or out of the fourth accumulator 113 based on the change in the hydraulic pressure in the chambers.
Similarly, under the condition that the rotation frequencies of the front wheel and the rear wheel are different, the hydraulic pressure in the fifth cavity and the seventh cavity is changed, and the hydraulic pressure in the sixth cavity and the eighth cavity is changed. Under the condition that the hydraulic pressure in the pipeline changes rapidly, the third accumulator 103 or the fourth accumulator 113 converts the hydraulic pressure energy in the pipeline into compression energy or potential energy to be stored, and normal flow of hydraulic oil in the pipeline and stability of the whole suspension system are facilitated.
Preferably, as shown in fig. 6 and 7, one end of the fifth connecting rod 101 connected to the third hydraulic cylinder 103 is provided with a fifth bush 102. One end of the sixth connecting rod 105 connected to the third hydraulic cylinder 103 is provided with a sixth bushing 104. One end of the seventh connecting rod 108 connected to the fourth hydraulic cylinder 110 is provided with a seventh bushing 109. An eighth bushing 111 is provided at one end of the eighth connecting rod 112 connected to the fourth hydraulic cylinder 110. Preferably, the connecting rod and the bushing are arranged in an articulated manner. The advantage of setting up the bush lies in, can avoid the connecting rod to take place relative motion at rocking or rotation in-process and other suspension parts, also can avoid the connecting rod to receive external impact and vibration.
Fig. 4 illustrates the principle of the present invention in terms of anti-roll operation. As shown in FIG. 3, when the vehicle turns on the road, the force direction of the wheels on the same side is consistent. The wheel on the side subjected to compression rotates the rotary piston, for example, the first rotary piston rotates clockwise, and the third rotary piston rotates counterclockwise. The fifth cavity of the third hydraulic cylinder and the seventh cavity of the fourth hydraulic cylinder squeeze the hydraulic oil into the third accumulator 103. After the oil pressure in the pipeline is balanced, the first rotary piston and the third rotary piston on the compressed side drive the rotary piston on the stretched side to rotate in the same direction, for example, the second rotary piston rotates clockwise, and the fourth rotary piston rotates counterclockwise. At this time, the fourth accumulator discharges the hydraulic oil, so that the hydraulic oil flows into the sixth cavity of the third hydraulic cylinder and the eighth cavity of the fourth hydraulic cylinder respectively. The whole suspension system of the invention equivalently reduces the acting force of the stretching side wheel on the pressure side wheel, and plays a role of a transverse connecting rod between the wheels at two sides, thereby preventing the vehicle body from further inclining. When the vehicle turns in the reverse direction, the two accumulators have opposite effects and the working principle is the same.
Fig. 5 illustrates the working principle of the present invention to improve the off-road property. As shown in FIG. 5, when the vehicle is running on a cross-country road, the wheels on the same side are stressed in different directions. For example, the first rotary piston to which the fifth connecting rod is connected rotates clockwise, and the second rotary piston to which the sixth connecting rod is connected rotates counterclockwise. The third rotary piston connected with the seventh connecting rod rotates anticlockwise, and the fourth rotary piston connected with the eighth connecting rod rotates clockwise. The hydraulic pressure in the fifth chamber increases instantaneously and the hydraulic pressure in the seventh chamber decreases instantaneously. The liquid oil in the fifth chamber flows to the seventh chamber based on the action of the pressure. The hydraulic pressure in the sixth chamber decreases instantaneously and the hydraulic pressure in the eighth chamber increases instantaneously. Based on the action of the pressure, the liquid oil in the eighth cavity flows to the sixth cavity. At the moment, the suspension system does not have the function of anti-roll, the suspension stroke is increased, and the off-road property is improved.
Example 3
This example provides test results and comparative analysis of the horizontally arranged hydraulic cylinder dynamically adjusted suspension of the present invention versus prior art suspensions.
The automotive suspension system of the present invention is dynamically adjustable. The dynamic response of the vehicle was studied by simulation experiments on different conditions, and the vehicle equipped with the invention was compared with the vehicle equipped with a conventional transverse bar, as shown in tables 1 to 2.
TABLE 1 Main parameters of the entire vehicle
1) Snake shape experiment
To verify the effect of the suspension system on the anti-roll performance of the vehicle, a serpentine path was followed as shown in fig. 10. Fig. 10 shows the change in the steering wheel angle. In fig. 10, the ordinate represents the steering wheel angle, and the abscissa represents time. The turning angle of the steering wheel is subject to a serpentine angle change.
The simulated vehicle speed is uniformly 6 different values from 10km/h to 60km/h, the simulated time length is 10s, the vehicle roll angle is subjected to simulation analysis under the working condition, the time domain response of the suspension system when the vehicle speed is 60km/h is shown in figure 8, and the maximum vehicle roll angle under different vehicle speeds is shown in table 2. In fig. 8, the ordinate indicates the angle of the roll angle, and the abscissa indicates time. The solid line represents the change in roll angle of the suspension system of the present invention. The dashed line represents the change in roll angle of a conventional prior art suspension. As is apparent from fig. 8, the vehicle mounted with the suspension system of the present invention has a small change in roll angle, i.e., the vehicle has a small roll amplitude and a low possibility of rolling, under the same road conditions.
TABLE 2 vehicle hunting test simulation results
As can be seen from Table 2, the anti-roll performance of the suspension system of the invention is better than that of the conventional suspension at different vehicle speeds, although the roll improvement degree is slightly reduced along with the increase of the vehicle speed. As can be seen from FIG. 7, when the vehicle speed is 60km/h, the improvement degree is still about 28%, which shows that the vehicle body posture of the vehicle provided with the suspension system is more stable when the vehicle is bent over, and the safety is obviously improved.
2) Test on twisted road surface
In order to study the influence of the suspension system of the invention on the off-road performance of the vehicle, the design period is 5.522m (twice the wheel base, which ensures that the vehicle is in a pure torsional working condition during running), the phase difference is 180 degrees, and the amplitude is 0.15m, for the working condition of two asynchronous sine oppositely-torsional road surfaces, as shown in fig. 11. In fig. 11, the ordinate represents amplitude, and the abscissa represents distance. The solid line represents the right wheel ground input and the dashed line represents the left wheel ground input.
The actual running speed of the vehicle on such a road surface is generally small, and the vehicle speed is set to 1 m/s. The vertical dynamic load response of four wheels of the vehicle is researched through simulation, and the simulation result is shown in fig. 9. In the test, the stress deformation degree of the tire is reflected and is an important index influencing the vehicle handling performance, if the dynamic load is 0, namely the tire is not stressed, the tire is in a suspended state at the moment.
As shown in fig. 9, the ordinate represents the vertical load, and the abscissa represents time. The first solid line represents the vertical load to the left and the second dashed line represents the vertical load to the right front wheel. The third dense dot line represents the vertical load of the left rear wheel. The vertical load staggered line of the fourth point section represents the vertical load of the right rear wheel. Figure 9 a shows the four wheel vertical load of a vehicle fitted with a conventional suspension of the prior art. b shows the vertical load of a vehicle on which the suspension system of the present invention is mounted. In a diagram, because the common transverse connecting rod in the prior art limits the relative motion of the left wheel and the right wheel, the rear wheel dynamic load of the vehicle provided with the traditional suspension is 0, which means that the tires are suspended, which is fatal to a rear wheel driven off-road vehicle, and leads to the idle running of the rear wheels, so that the vehicle is difficult to get out of the way. In the b diagram, four tires of a vehicle equipped with the suspension system of the invention are always uniformly stressed, i.e. the grounding performance is good, and the vehicle is still in a safe state. Therefore, the suspension system of the present invention has the advantage of dynamically adjusting the vertical load based on actual road conditions.
It should be noted that the above-mentioned embodiments are exemplary, and that those skilled in the art, having benefit of the present disclosure, may devise various arrangements that are within the scope of the present disclosure and that fall within the scope of the invention. It should be understood by those skilled in the art that the present specification and figures are illustrative only and are not limiting upon the claims. The scope of the invention is defined by the claims and their equivalents.
Claims (10)
1. A horizontally arranged hydraulic cylinder dynamically adjustable suspension, characterized in that the suspension comprises at least two energy transforming units and at least one hydraulic adjusting unit, the energy adjusting unit is arranged between the two energy transforming units through a pipeline, the energy transforming units comprise at least a hydraulic cylinder and a torque transmitting mechanism which are connected with each other, wherein,
at least one energy conversion unit is respectively connected with the front wheels of the vehicle through at least two connecting rods, at least one energy conversion unit is respectively connected with the rear wheels of the vehicle through at least two connecting rods,
the torque transmission mechanism associates a torsional state of the connecting rod with a hydraulic state of the hydraulic cylinder in such a manner as to change a piston movement state of the hydraulic cylinder based on a torque of the connecting rod in a case where a wheel is stressed, thereby
In the case of a hydraulic pressure difference between hydraulic cylinders having a connection relationship, the hydraulic pressure adjusting unit adjusts the hydraulic pressure state of the hydraulic cylinders in a manner of absorbing and/or releasing the hydraulic pressure, so that the torsion state of the connection rod is adjusted accordingly based on the hydraulic pressure state of the hydraulic cylinders, thereby reducing the vertical load of the wheels on the vehicle body.
2. The horizontally arranged hydraulic cylinder dynamically adjusted suspension according to claim 1, characterized in that the suspension comprises at least a first energy conversion unit comprising a first hydraulic cylinder (204) and a first torque transmitting mechanism (203) connected to its first piston (219), and a second energy conversion unit comprising a second hydraulic cylinder (211) and a second torque transmitting mechanism (214) connected to its second piston (224), wherein,
a first hydraulic pressure adjusting unit is arranged between the first end of the first hydraulic cylinder without the piston rod and the first end of the second hydraulic cylinder without the piston rod through a pipeline,
a second hydraulic pressure adjusting unit is arranged between the second end of the first hydraulic cylinder, which is provided with the piston rod, and the second end of the second hydraulic cylinder, which is provided with the piston rod, through a pipeline,
the first hydraulic pressure adjusting unit absorbs or releases hydraulic energy based on a first hydraulic pressure difference between a first end of the first hydraulic cylinder and a first end of the second hydraulic cylinder, and a second hydraulic pressure difference between a second end of the first hydraulic cylinder and a second end of the second hydraulic cylinder changes based on a change of the first hydraulic pressure difference, so that a torque difference between connecting rods connected with wheels is eliminated in a process that hydraulic pressure between the first hydraulic cylinder and the second hydraulic cylinder changes to be balanced.
3. The horizontally arranged hydraulic cylinder dynamically adjusting suspension of claim 2, wherein the first hydraulic adjustment unit is a first accumulator (207) and the second hydraulic adjustment unit is a second accumulator (215),
the first accumulator (207) and the second accumulator (215) are respectively arranged on the same side of the first or second hydraulic cylinder, and
the first accumulator (207) is oriented opposite to the second accumulator (215).
4. The horizontally arranged hydraulic cylinder dynamically adjusted suspension of claim 3, wherein in the energy conversion unit of the present invention, the torque transmission mechanism comprises at least two gears rotating relative to each other, wherein at least one rack connected to the piston rod of the hydraulic cylinder is engaged with at least one gear,
at least one rack fixedly connected with the cylinder body of the hydraulic cylinder is meshed with the other gear.
5. The horizontally arranged hydraulic cylinder dynamically adjusting suspension of any preceding claim, wherein at least two gears in the torque transmitting mechanism are arranged in parallel, whereby two racks that engage with the two gears respectively are arranged in parallel.
6. The horizontally arranged hydraulic cylinder dynamically adjusted suspension of any preceding claim, wherein at least two gears within said torque transmitting mechanism are provided on at least one rail for relative sliding movement, wherein,
the connecting rod is fixedly connected with the gear on the corresponding side in a mode of penetrating through the side wall of the guide rail.
7. The horizontally arranged hydraulic cylinder dynamically adjusted suspension according to one of the preceding claims, characterized in that at least one bushing is provided on the connecting rod in a manner penetrating the rod body.
8. The horizontally arranged hydraulic cylinder dynamically adjusted suspension of any preceding claim, wherein said connecting rod is zigzag-shaped, and a bushing on said connecting rod is provided at a mid-section of said connecting rod.
9. A horizontally arranged hydraulic cylinder dynamically adjustable suspension, characterized in that the suspension comprises at least two energy conversion units and at least one hydraulic pressure adjusting unit, the energy adjusting unit is arranged between the two energy conversion units through a pipeline, the energy conversion units comprise at least a horizontally arranged hydraulic cylinder and a torque transmission mechanism arranged in the hydraulic cylinder, the torque transmission mechanism comprises at least two rotary pistons capable of rotating relatively, wherein,
two rotary pistons in one hydraulic cylinder are respectively connected with the front wheel of the vehicle through at least one connecting rod, two rotary pistons in the other hydraulic cylinder are respectively connected with the rear wheel of the vehicle through at least one connecting rod, under the condition of stress of the wheels, the rotary pistons relate the torsion state of the connecting rods with the hydraulic state of the hydraulic cylinders in a mode of changing the hydraulic pressure of the hydraulic cylinders based on the torque of the connecting rods,
therefore, under the condition that the hydraulic pressure difference occurs between the cavities of the hydraulic cylinders with the connection relationship, the hydraulic pressure adjusting unit adjusts the hydraulic pressure state of the hydraulic cylinders in a manner of absorbing and/or releasing the hydraulic pressure, so that the torsion state of the connection rod is correspondingly adjusted based on the hydraulic pressure state of the hydraulic cylinders, and the vertical load of the wheels to the vehicle body is reduced.
10. The horizontally arranged hydraulic cylinder dynamically adjusted suspension of claim 9, characterized in that the suspension comprises at least a first energy transforming unit comprising a first hydraulic cylinder (103) and a second energy transforming unit comprising a second hydraulic cylinder (110), wherein,
at least two rotary pistons in the first hydraulic cylinder divide the interior of the first hydraulic cylinder into a first cavity and a second cavity in a free rotation mode in the vertical direction, the center of the first cavity is higher than that of the second cavity,
at least two rotary pistons in the second hydraulic cylinder divide the interior of the second hydraulic cylinder into a third cavity and a fourth cavity in a free rotation mode in the vertical direction, the center of the third cavity is higher than that of the fourth cavity,
a first hydraulic adjusting unit is arranged between the first cavity and the third cavity through a pipeline,
and a second hydraulic adjusting unit is arranged between the second cavity and the fourth cavity through a pipeline.
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| CN111422020B (en) | 2021-12-03 |
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