CN111959219B - Car stable system and car - Google Patents
Car stable system and car Download PDFInfo
- Publication number
- CN111959219B CN111959219B CN202010915984.1A CN202010915984A CN111959219B CN 111959219 B CN111959219 B CN 111959219B CN 202010915984 A CN202010915984 A CN 202010915984A CN 111959219 B CN111959219 B CN 111959219B
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- wheel
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- hydraulic cylinder
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- vehicle
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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
- B60G2200/00—Indexing codes relating to suspension types
- B60G2200/30—Rigid axle suspensions
- B60G2200/34—Stabilising mechanisms, e.g. for lateral stability
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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
Abstract
The invention discloses an automobile stabilizing system and an automobile. Each wheel side hydraulic component is respectively installed at the joint of the corresponding wheel suspension connecting component and the vehicle body frame of the automobile, and comprises wheel side hydraulic cylinders, each wheel side hydraulic cylinder is fixedly connected with the vehicle body frame and is connected with the suspension connecting component through a wheel side piston rod component. The adjusting assemblies are mounted on a body frame of the automobile and are respectively connected with the hydraulic cylinder pipelines on each wheel side. When the wheel runout vectors (including direction and size) on two sides of the automobile are inconsistent, the displacement amounts on the two sides are transmitted to the piston of the middle hydraulic cylinder through the hydraulic pressure in the wheel side hydraulic cylinder corresponding to the wheel runout vectors, then force acts on two ends of the middle elastic component, the middle elastic component provides force for moment balancing the two ends through self deformation, the trend that the runout vectors on two sides in a paired system are inconsistent is restrained, and the anti-roll and anti-dive performance of the automobile is improved.
Description
Technical Field
The invention relates to the field of automobiles, in particular to an automobile stabilizing system and an automobile.
Background
The automobile anti-roll means that: when the automobile turns, the automobile body tilts due to lateral acceleration, and the anti-tilting of the automobile is realized by improving the tilting rigidity through the device of the method so as to reduce the tilting angle, prevent the automobile from transversely tilting and improve the smoothness;
the anti-pitching of the automobile means that: when the automobile is braked suddenly or started suddenly, the automobile head can sink or lift up under the longitudinal acceleration, and the pitching resistance of the automobile is realized by reducing the pitching angle through the device of the method, so that the smoothness and the comfort are improved.
In the prior art, the anti-roll performance of the automobile is mainly realized through a stabilizer bar on an automobile suspension, and the stabilizer bar is generally a torsion bar spring made of an elastic steel tube, is in a U shape, and is transversely arranged at the front end and the rear end of the automobile. The middle part of the pole body is rotationally connected with the car body frame through a bushing and a support, and two ends of the pole are respectively fixed on a left lower supporting arm and a right lower supporting arm or a shock absorber sliding column, so that the purpose of preventing the car from transversely tipping and improving the smoothness is realized.
Therefore, the prior art automobile has the problems of large occupied space, lack of anti-dive performance and large number of suspended moving components.
Disclosure of Invention
The invention aims to solve the problems that the automobile in the prior art is large in occupied space, lacks in anti-pitching performance and is large in the number of suspended moving components. Therefore, the invention provides the automobile stabilizing system and the automobile, which can simultaneously give consideration to the anti-roll and anti-dive performances of the automobile, occupy smaller space and simplify the number of suspension components.
In order to solve the above problems, embodiments of the present invention provide an automobile stabilization system including a plurality of wheel-side hydraulic parts and an adjustment assembly provided in pairs; wherein, the first and the second end of the pipe are connected with each other,
each wheel side hydraulic component is respectively arranged at the joint of the corresponding wheel suspension connecting component and the vehicle body frame of the automobile and comprises wheel side hydraulic cylinders, one end of each wheel side hydraulic cylinder is fixedly connected with the vehicle body frame, and the other end of each wheel side hydraulic cylinder is connected with the suspension connecting component
The adjusting assembly is mounted on a body frame of the automobile and is respectively connected with each wheel side hydraulic cylinder pipeline; wherein the content of the first and second substances,
the adjusting unit controls the hydraulic pressure in the wheel-side hydraulic cylinder on the other side of the vehicle to be changed in synchronization when the hydraulic pressure in the wheel-side hydraulic cylinder on one side of the vehicle is changed.
With the above technical solution, since the vehicle stabilizing system provided in this embodiment is provided with the wheel-side hydraulic components at the joints of each wheel and suspension connecting component of the vehicle and the vehicle body frame, the hydraulic pressures of the wheel-side hydraulic components on both sides of the vehicle can be adjusted by the adjusting assembly (for example, when the wheel bounce vectors on both sides of the vehicle are not consistent, the displacement amounts on both sides are transmitted to the adjusting assembly through the hydraulic pressures in the wheel-side hydraulic cylinders corresponding thereto, and the adjusting assembly can balance the hydraulic pressures in the wheel-side hydraulic cylinders on both sides to suppress the tendency of the tire bounce vectors on both sides in the paired system to be inconsistent).
Further, another embodiment of the present invention provides an automobile stabilizing system, wherein the adjusting assembly is provided on the body frame and includes a plurality of intermediate elastic members and a plurality of intermediate hydraulic parts; wherein
Two ends of each middle elastic component in the length direction are respectively provided with one middle hydraulic part;
each of the intermediate hydraulic units includes an intermediate hydraulic cylinder, a piston of each of the intermediate hydraulic cylinders is in ball-joint transmission with an end of the corresponding intermediate elastic member, and the intermediate hydraulic cylinder is in communication with the corresponding wheel-side hydraulic cylinder line.
With the above technical solution, in the adjusting assembly in this embodiment, by providing a plurality of intermediate elastic members and intermediate hydraulic components, when wheel runout vectors at two sides of the automobile are inconsistent, displacement amounts at two sides are transmitted to a piston of an intermediate hydraulic cylinder through hydraulic pressure in a wheel-side hydraulic cylinder corresponding to the displacement amounts, so as to apply force to two ends of the intermediate elastic member, and the intermediate elastic member provides force for moment balancing the two ends through deformation of the intermediate elastic member, thereby suppressing a tendency of inconsistency of the two-side tire runout vectors in a paired system. Thereby preventing the vehicle from rolling or pitching. Therefore, the vehicle stabilization system in the present embodiment can simultaneously achieve both anti-roll and anti-dive performance while occupying a small space, reducing the number of suspension motion members.
Further, another embodiment of the present invention provides a vehicle stabilizing system, wherein each of the intermediate elastic members includes a rotation shaft and a connection member; wherein
The pivot along with the vertically of connecting piece extends, just the both ends of pivot are fixed in on the automobile body frame, the piston rod of middle pneumatic cylinder with the tip transmission of connecting piece is connected.
By adopting the technical scheme, the middle elastic component comprises the rotating shaft and the connecting piece, and the rotating shaft and the connecting piece are common parts for technicians in the field, so that the middle elastic component is arranged in the structure, and the middle elastic component can be conveniently processed and manufactured.
Further, another embodiment of the present invention provides an automobile stabilizing system, wherein each of the wheel-side hydraulic parts further includes a wheel-side piston rod assembly; wherein
The side piston rod assembly comprises a push rod, a spherical hinge connecting rod and a fixed spherical hinge rod; wherein
One end part of the push rod is fixedly connected with a piston of the hydraulic cylinder at the wheel side, and the other end of the push rod is connected with one end of the spherical hinge connecting rod in a spherical hinge manner;
the other end of the spherical hinge connecting rod is connected with the fixed spherical hinge rod in a spherical hinge mode, and the fixed spherical hinge rod is fixed on the suspension connecting component.
By adopting the technical scheme, the wheel-side hydraulic component of the embodiment is also provided with the wheel-side piston rod assembly, the wheel-side piston rod assembly comprises the push rod, the spherical hinge connecting rod and the fixed spherical hinge rod, one end of the push rod is in spherical hinge transmission connection with one end of the fixed spherical hinge rod, and the wheel-side piston rod assembly in the wheel-side hydraulic component and the wheels of the automobile can synchronously move in a certain proportion in such a way, so that the anti-pitching or anti-tilting capability of the automobile can be further provided.
Further, another embodiment of the present invention provides a vehicle stabilization system, wherein the connector is provided as a resilient plate-like structure.
By adopting the technical scheme, the connecting piece is arranged to be of the elastic plate-shaped structure, when the vector motion amounts of the pistons of the middle hydraulic cylinders at the two ends of the connecting piece are inconsistent, the moment generated by the deformation of the connecting piece is involved in the hydraulic transmission at the two ends, and the anti-roll or pitching rigidity of the automobile is further improved.
Further, another embodiment of the present invention provides a vehicle stabilizing system, wherein each of the wheel-side hydraulic cylinders has a smaller sectional area than the intermediate hydraulic cylinder.
By adopting the technical scheme, the sectional area of the wheel side hydraulic cylinder is smaller than that of the middle hydraulic cylinder, and the middle hydraulic cylinder is arranged in the vehicle body frame.
Further, another embodiment of the present invention provides a vehicle stabilization system, wherein one side and the other side of the vehicle are a left side and a right side of the vehicle; or alternatively
One side and the other side of the automobile are the front side and the rear side of the automobile.
Further, another embodiment of the present invention provides an automobile, including a body frame, 4 wheels, and the automobile stabilization system of the above structure; wherein
The automobile stabilizing system comprises 4 wheel-side hydraulic components;
the adjusting assembly comprises 4 transverse middle hydraulic cylinders and 2 transverse middle elastic components; and is
The adjustment assembly further includes at least 2 longitudinally intermediate hydraulic cylinders, and at least 1 longitudinally intermediate resilient member.
With the above technical solution, the vehicle in this embodiment adopts the vehicle stabilizing system with the above structure, and since the vehicle stabilizing system with the above structure is provided with the wheel-side hydraulic components at the joints of each wheel and suspension connecting component of the vehicle and the vehicle body frame, the hydraulic pressures of the wheel-side hydraulic components on both sides of the vehicle can be balanced by the adjusting assembly (for example, when the wheel runout vectors on both sides of the vehicle are not consistent, the displacement amounts on both sides are transmitted to the piston of the middle hydraulic cylinder through the hydraulic pressure in the wheel-side hydraulic cylinder corresponding to the displacement amounts on both sides, and then the force is applied to both ends of the middle elastic member, and the middle elastic member provides the force for moment balancing both ends through the deformation of the middle elastic member, so as to suppress the tendency that the tire runout vectors on both sides in the paired system are not consistent), thereby preventing the vehicle from rolling, and similarly preventing the vehicle from pitching. Thereby providing both anti-roll and anti-pitch performance.
Further, another embodiment of the present invention provides an automobile, wherein a suspension connecting member is connected to each of the wheels, and one end of the wheel-side hydraulic pressure member is fixed to the suspension connecting member.
With the above-described configuration, in the present embodiment, the suspension connection member is connected to each of the wheels, and the suspension connection member can be used to fix one end of the wheel-side hydraulic member, so that one end of the wheel-side hydraulic member can be more easily fixed to the wheel-suspension connection member.
Additional features and corresponding advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention.
Drawings
FIG. 1 is a schematic structural diagram of an automotive stabilization system provided in embodiment 1 of the present invention;
fig. 2 is a schematic structural diagram of hydraulic components (wheel-side hydraulic components and intermediate hydraulic components) in an automobile stabilization system provided in embodiment 1 of the present invention.
Description of the reference numerals:
10: an automotive stability system;
100: a wheel-side hydraulic unit;
110: a wheel-side hydraulic cylinder;
120: a wheel-side piston rod assembly;
121: a push rod; 122: a ball hinge connecting rod; 123: fixing the spherical hinge rod;
200: an adjustment assembly;
210: adjusting a hydraulic cylinder:
220: adjusting the piston rod assembly;
221: a push rod; 222: a ball hinge connecting rod; 223: fixing the spherical hinge rod;
21A: a transverse intermediate elastic member; 21B: a longitudinal intermediate elastic member;
211: a rotating shaft;
22A: a transverse middle hydraulic cylinder; 22B: a longitudinal middle hydraulic cylinder;
20: a wheel;
30: a suspension connecting member.
Detailed Description
The following description is given by way of example of the present invention and other advantages and features of the present invention will become apparent to those skilled in the art from the following detailed description. While the invention will be described in conjunction with the preferred embodiments, it is not intended that features of the invention be limited to these embodiments. On the contrary, the invention has been described in connection with the embodiments for the purpose of covering alternatives or modifications as may be extended based on the claims of the invention. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention. The invention may be practiced without these particulars. Moreover, some of the specific details have been left out of the description in order to avoid obscuring or obscuring the focus of the present invention. It should be noted that the embodiments and features of the embodiments may be combined with each other without conflict.
It should be noted that in this specification, like reference numerals and letters refer to like items in the following drawings, and thus, once an item is defined in one drawing, it need not be further defined and explained in subsequent drawings.
The technical solutions of the present invention will be described clearly and completely with reference to the accompanying drawings, and it should be understood that the described embodiments are some, but not all embodiments of the present invention. All other embodiments, which can be obtained by a person skilled in the art without making any creative effort based on the embodiments in the present invention, belong to the protection scope of the present invention.
In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc., indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplicity of description, but do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
In the description of the present invention, it should be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly and may be, for example, fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in a specific case to those of ordinary skill in the art.
To make the objects, technical solutions and advantages of the present invention more apparent, embodiments of the present invention will be described in detail with reference to the accompanying drawings.
Example 1:
as shown in fig. 1 to 2, an embodiment of the present embodiment provides an automobile stabilization system 10 including a plurality of wheel-side hydraulic components 100 and an adjustment assembly 200 arranged in pairs.
Specifically, in the present embodiment, each of the wheel-side hydraulic members 100 is mounted to the corresponding wheel 20 of the automobile and the connection of the suspension connection member 30 to the vehicle body frame, and includes wheel-side hydraulic cylinders 110, each of the wheel-side hydraulic cylinders 110 being fixedly connected to the vehicle body frame. The adjusting assemblies 200 are mounted on the body frame of the automobile and are respectively in line connection with the respective wheel-side hydraulic cylinders 110; wherein the adjusting unit 200 controls the hydraulic pressure in the wheel-side hydraulic cylinder 110 located at the other side of the automobile to be changed synchronously when the hydraulic pressure in the wheel-side hydraulic cylinder 110 located at one side of the automobile is changed.
More specifically, since the present embodiment provides the vehicle stabilizing system 10 in which the wheel-side hydraulic pressure part 100 is provided at the joint of each wheel 20 and the suspension connecting part 30 of the vehicle and the vehicle body frame, the hydraulic pressure of the wheel-side hydraulic pressure parts on both sides of the vehicle can be adjusted and balanced by the adjustment assembly (for example, when the wheel bounce vectors on both sides of the vehicle do not coincide, the displacement amounts on both sides are transmitted to the adjustment assembly 200 by the hydraulic pressure in the wheel-side hydraulic cylinders 100 corresponding thereto, and the adjustment assembly 200 can balance the hydraulic pressures in the wheel-side hydraulic cylinders 100 on both sides to suppress the tendency of the tire bounce vectors on both sides in a paired system.
More specifically, the number of the wheel-side hydraulic components 100 to be provided may be specifically set according to the number of the wheels 20 of the automobile. For example, a common automobile may set 4 wheel-side hydraulic components 100, 3 wheel-side hydraulic components 100 for a 3-wheel automobile, and 6 wheel-side hydraulic components 100 for a 3-axle automobile, which may be specifically set according to the type of the automobile, and this embodiment is not limited thereto.
Further, another embodiment of the present embodiment provides an automotive stability system 10, as shown in FIGS. 1-2, wherein the adjustment assembly 200 is disposed on the body frame and includes a plurality of intermediate resilient members (21A, 21B, 211) and a plurality of intermediate hydraulic components (22A, 22B).
Specifically, in the present embodiment, one intermediate hydraulic component (22a, 22b) is provided at each of the lengthwise ends of each intermediate elastic member.
More specifically, in the present embodiment, each intermediate hydraulic component (22a, 22b) includes an intermediate hydraulic cylinder (22a, 22b), the piston of each intermediate hydraulic cylinder (22a, 22b) is drivingly connected to the end of the corresponding intermediate elastic member, and the intermediate hydraulic cylinder (22a, 22b) is in line communication with the corresponding wheel-side hydraulic cylinder 110.
More specifically, the adjustment assembly 200 in this embodiment is constructed by providing a plurality of intermediate elastic members (21A, 21B, 211) and intermediate hydraulic components (22A, 22B); wherein, during the running of the automobile, when the wheel runout vectors at both sides (front and rear sides or right and left sides) of the automobile are not consistent, the displacement amounts at both sides are transmitted to the pistons of the intermediate hydraulic components (22a, 22b) through the hydraulic pressure in the wheel side hydraulic cylinders 100 corresponding thereto, and then the forces act on both ends of the intermediate elastic members (21a, 21b), and the intermediate elastic members (21a, 21b) provide forces for moment balancing both ends through the deformation thereof, thereby suppressing the tendency of the inconsistency of the wheel runout vectors at both sides in the paired systems; when the wheel-side bounce vectors on both sides (front-rear side or right-left side) of the automobile coincide, the displacement amounts on both sides are transmitted to the pistons of the intermediate hydraulic components (22a, 22b) by the hydraulic pressures in the wheel-side hydraulic cylinders 100 corresponding thereto, and then forces are exerted on both ends of the intermediate elastic members (21a, 21b), so that the intermediate elastic members (21a, 21b) rotate, and further the pistons in the intermediate hydraulic components (22a, 22b) on both ends of the intermediate elastic members (21a, 21b) move in different directions, and the hydraulic pressures in the intermediate hydraulic components (22a, 22b) change to balance the hydraulic pressures in the wheel-side hydraulic cylinders 100 on both sides of the automobile, and thus the tendency of the tire-bounce vectors on both sides in the paired systems to not coincide can be suppressed. Thus, the vehicle stabilizing system 10 in the present embodiment can provide both anti-roll and anti-dive performance of the vehicle.
More specifically, in the present embodiment, since the intermediate hydraulic components (22a, 22b) are provided at both ends of the intermediate elastic members (21a, 21b, 211), in this case, when the intermediate elastic members (21a, 21b, 211) are provided in number of 3, the intermediate hydraulic components (22a, 22b) may be provided in number of 6; when the number of the intermediate elastic members (21a, 21b, 211) is set to 4, the number of the intermediate hydraulic components (22a, 22b) may be set to 8, which may be set according to actual design and use requirements, and this embodiment does not limit this.
More specifically, in the present embodiment, the adjustment assembly 200 is not limited to be disposed below the middle portion of the vehicle body frame, and may be disposed at other portions of the vehicle body frame, for example: the lower rear part and the lower front part of the vehicle body frame.
Further, another embodiment of the present embodiment provides an automobile stabilizing system 10, as shown in fig. 1-2, in which each of the intermediate elastic members (21a, 21b, 211) includes a rotation shaft 211 and a link (21a, 21b).
Specifically, in the present embodiment, the rotation shaft 211 extends in a direction perpendicular to the links (21a, 21b), both ends of the rotation shaft 211 are fixed to the vehicle body frame, and the piston rod of the hydraulic cylinder is drivingly connected to the ends of the links (21a, 21b).
More specifically, in the present embodiment, the intermediate elastic member (21a, 21b, 211) includes the rotation shaft 211 and the connection member (21a, 21b), and since the rotation shaft 211 and the connection member (21a, 21b) are common components to those skilled in the art, the present embodiment provides the intermediate elastic member (21a, 21b, 211) in such a structure as to facilitate the manufacturing of the intermediate elastic member (21a, 21b).
More specifically, in the present embodiment, the intermediate elastic members (21a, 21b, 211) may be provided such that the number of the intermediate elastic members (21a, 21b) including 1 rotation shaft 211 and 3 connection members (21a, 21b) may be set according to the number of the actual intermediate hydraulic components (22a, 22b); wherein, the rotating shaft 211 extends along the direction vertical to the connecting pieces (21A, 21B), and both ends of the rotating shaft 211 are fixed on the vehicle body frame.
More specifically, in the present embodiment, the intermediate elastic members (21a, 21b, 211) may be elastic members made of spring steel, or may be made of a rigid material, which may be set according to actual design and use requirements, and the present embodiment is not limited thereto.
Further, another embodiment of the present embodiment provides an automobile stabilizing system 10, as shown in fig. 1-2, each wheel side hydraulic component 100 further includes a wheel side piston rod assembly 120.
Specifically, in the present embodiment, the wheel side piston rod assembly 120 includes a push rod 121, a spherical hinge connecting rod 122 and a fixed spherical hinge rod 123, wherein one end of the push rod 121 is fixedly connected with the piston of the wheel side hydraulic cylinder 110, and the other end of the push rod 121 is in spherical hinge transmission connection with one end of the spherical hinge connecting rod 122; the other end of the ball-hinge connecting rod 122 is ball-hinge connected to a fixed ball-hinge rod 123, and the fixed ball-hinge rod 123 is fixed to the suspension link 30.
Specifically, the wheel-side hydraulic component 100 of the present embodiment is further provided with a wheel-side piston rod assembly 120, and the wheel-side piston rod assembly 120 includes a push rod 121, a spherical hinge connecting rod 122 and a fixed spherical hinge rod 123, and one end of the push rod 121 is in transmission connection with one end of the fixed spherical hinge rod 123, so that the wheel-side piston rod assembly in the wheel-side hydraulic component 100 can synchronously move with the wheels of the automobile in a certain proportion, and further, the anti-pitching or anti-tilting capability of the automobile can be provided.
It is to be understood that the structure of the intermediate hydraulic cylinders (22a, 22b) is similar to that of the wheel-side hydraulic cylinder 110, which can be specifically referred to the structure shown on the right side of fig. 2; the device comprises an adjusting hydraulic cylinder 210 and an adjusting piston rod assembly 220, wherein the adjusting piston rod assembly 220 comprises a push rod 221, a spherical hinge connecting rod 222 and a fixed spherical hinge rod 223; wherein, one end of the push rod 221 is in transmission connection with one end of the fixed ball hinge rod 223, and the working principle is similar to that of the wheel side hydraulic cylinder 110; in this way, the adjusting piston rod assembly 220 in the adjusting hydraulic cylinder 210 and the two ends of the connecting members (21A, 21B) can synchronously move in a certain proportion, and therefore the anti-pitching or anti-pitching capability of the automobile can be provided.
Further, another embodiment of the present embodiment provides a vehicle stabilization system 10, as shown in fig. 1-2, in which the pushrod 121 and the fixed ball-hinge rod 123 are ball-hinged together by a ball-hinge connecting rod 122.
Specifically, in the present embodiment, the heads of the ball-joint connecting rod 122 and the fixed ball-joint connecting rod 123 are provided with spherical structures, and the other ends of the push rod 121 and the ball-joint connecting rod 122 are provided with groove structures adapted to the spherical structures. Since the two ends of the transmission component are connected through a spherical hinge, the arrangement in this way can proportionally convert the vertical jumping of the tire 20 into the linear movement of the push rod 121 in the wheel-side hydraulic cylinder 110, and the anti-pitching or anti-pitching capability of the automobile can be further provided.
Further, another embodiment of the present embodiment provides an automotive stabilization system in which the connecting members (21a, 21b) are provided as elastic plate-like structures.
Specifically, in the present embodiment, the elastic plate-like structure of the connecting member further improves the anti-pitching/anti-tilting capability of the automobile. For example, when wheel hop vectors on both sides of the automobile do not coincide during running of the automobile, displacement amounts on both sides are transmitted to the piston of the intermediate hydraulic component (22a, 22b) by the hydraulic pressure in the wheel-side hydraulic cylinder 100 corresponding thereto, and a force acts on both ends of the intermediate elastic member (21a, 21b), and at this time, since the links (21a, 21b) are provided as elastic plate-like structures, the links can be elastically deformed while rotating about the rotation axis to provide a force for moment balancing both ends.
Further, another embodiment of the present embodiment provides a vehicle stability system 10, as shown in fig. 1-2, with a ball-and-socket joint lever 122 provided as the transmission member.
More specifically, in the present embodiment, the push rod 121 and the fixed ball-joint rod 123 are drivingly connected together by the ball-joint connecting rod 122, in such a manner that the wheel-side piston rod assembly 120 in the wheel-side hydraulic component 100 is synchronously moved in proportion to the wheels 20 of the automobile.
Further, another embodiment of the present embodiment provides a vehicle stabilizing system 10, as shown in fig. 1-2, in which the sectional area of each wheel-side hydraulic cylinder 110 is smaller than the sectional area of the intermediate hydraulic cylinder (22a, 22b).
Specifically, in the present embodiment, the sectional area of the wheel side hydraulic cylinder 110 is made smaller than the sectional area of the intermediate hydraulic cylinder (22a, 22b), and since the intermediate hydraulic cylinder (22a, 22b) is provided anywhere on the vehicle body frame, the present embodiment makes the sectional area of the wheel side hydraulic cylinder 110 smaller than the sectional area of the intermediate hydraulic cylinder (22a, 22b), making the axial dimension of the intermediate hydraulic cylinder (22a, 22b) smaller, and by virtue of this structure, the intermediate hydraulic cylinder (22a, 22b) and the intermediate elastic member (21a, 21b, 211) can be more conveniently arranged on the vehicle body frame.
More specifically, in the present embodiment, the 4 transverse intermediate hydraulic cylinders 22A (anti-roll module) and the 2 longitudinal intermediate hydraulic cylinders 22B in the adjustment assembly 200 may be integrated together through a rotating shaft 211 and a corresponding connecting member (as shown in fig. 1), or the transverse intermediate hydraulic cylinder 22A corresponding to the front wheel of the automobile may be disposed at a position close to the front wheel of the automobile, and similarly, the transverse intermediate hydraulic cylinder 22A corresponding to the rear wheel of the automobile may be disposed at a position close to the rear wheel of the automobile, and the longitudinal intermediate hydraulic cylinder 22B may be disposed at other positions of the body frame. Of course, the 4 transverse intermediate hydraulic cylinders 22A (anti-roll module) and the 2 longitudinal intermediate hydraulic cylinders 22B in the adjusting assembly 200 may also be arranged on the vehicle body frame in other manners, which may be specifically set according to actual design and use requirements, and this embodiment is not limited thereto.
More specifically, in the present embodiment, the sectional area of the wheel-side hydraulic cylinder 110 may be smaller than the sectional area 5c of the intermediate hydraulic cylinders (22a, 22b)m 2 -20cm 2 Other dimensions may be set, which may be specifically set according to actual design and use requirements, and this embodiment does not limit this.
Further, another embodiment of the present invention provides a vehicle stabilization system 10, as shown in fig. 1-2, where one side and the other side of the vehicle are the left side and the right side of the vehicle.
Further, the one side and the other side of the vehicle may be the front side and the rear side of the vehicle.
Specifically, in the present embodiment, when one side and the other side of the vehicle are the left side and the right side of the vehicle, the vehicle can be prevented from rolling (i.e., leaning left or right) by the vehicle stabilization system 10 according to the present embodiment; when one side and the other side of the vehicle may be the front side and the rear side of the vehicle, the vehicle can be prevented from pitching by the vehicle stabilization system 10 according to the present embodiment.
It should be understood that, referring to fig. 1-2, the present embodiment provides an automobile stabilization system 10, which includes a plurality of wheel-side hydraulic components 100 and an adjustment assembly 200 arranged in pairs. Each wheel-side hydraulic component 100 is mounted to the corresponding wheel 20 of the automobile and the junction of the suspension connecting component 30 with the vehicle body frame, and includes wheel-side hydraulic cylinders 110, each wheel-side hydraulic cylinder 110 being fixedly connected with the vehicle body frame. The adjusting assemblies 200 are mounted on a body frame of the automobile and are respectively line-connected to the respective wheel-side hydraulic cylinders 110. When the wheel runout vectors on both sides of the automobile do not coincide, the displacement amounts on both sides are transmitted to the adjusting assembly 200 by the hydraulic pressures in the wheel-side hydraulic cylinders 100 corresponding thereto, and the adjusting assembly 200 can balance the hydraulic pressures in the wheel-side hydraulic cylinders 100 on both sides to suppress the tendency of the tire runout vectors on both sides in the paired system to do not coincide. Thereby preventing the vehicle from rolling. Thus, the vehicle stabilizing system 10 in the present embodiment can provide both anti-roll and anti-dive performance of the vehicle.
For example, fig. 1 shows an embodiment, specifically, 4 wheel-side hydraulic components 100 are provided and respectively provided at each wheel 20 and suspension connecting component 30 of an automobile, and the adjusting assembly 200 includes a rotating shaft 211, 6 intermediate hydraulic cylinders (22a, 22b), 3 intermediate elastic members (21a, 21b); wherein, 3 middle elastic components (21A, 21B) are arranged side by side, the rotating shaft 211 is respectively connected with the 3 middle elastic components (21A, 21B) in a rotating way, 6 middle hydraulic cylinders (22A, 22B) are arranged in pairs and are respectively arranged at the two ends of the middle elastic components (21A, 21B), and the middle hydraulic cylinders (22A, 22B) arranged at the two ends of the middle elastic components (21A, 21B) are respectively arranged at the upper and lower sides of the middle elastic components (21A, 21B).
It is understood that the cylinder body of the intermediate hydraulic cylinder (22a, 22b) is fixedly connected with the vehicle body frame, the piston rod of the intermediate hydraulic cylinder (22a, 22b) is in transmission connection with the end of the connecting member (21a, 21b), when the left front wheel of the automobile is lifted upwards in use, the hydraulic pressure in the wheel hydraulic cylinder at the left front wheel is increased, at the same time, the hydraulic pressure in the wheel hydraulic cylinder at the left front wheel flows to the intermediate hydraulic cylinder (22a, 22b) connected with the wheel hydraulic cylinder at the left front wheel (such as the position shown by L1 in fig. 1), at the same time, the hydraulic pressure in the intermediate hydraulic cylinder (22a, 22b) is increased, so that the piston rod moves downwards and drives the intermediate elastic member (21a, 21b, 211) to deflect downwards (the right end of the intermediate elastic member (21a, 21b) has a tendency to lift upwards); when the right front tire of the automobile wants to fall down, the hydraulic pressure in the wheel hydraulic cylinder at the right front wheel is reduced to form negative pressure, at the moment, the liquid in the middle hydraulic cylinder (22A, 22B) connected with the wheel hydraulic cylinder at the right front wheel (such as the position shown by R1 in figure 1) flows to the wheel hydraulic cylinder at the right front wheel, at the moment, the hydraulic pressure in the middle hydraulic cylinder (22A, 22B) causes the piston rod to move downwards due to the negative pressure and drives the right end (21A, 21B) of the middle elastic component to deflect downwards; in this process, both ends of the intermediate elastic members (21A, 21B, 211) move toward each other about the rotary shaft 211, and since the intermediate elastic members (21A, 21B, 211) are elastic members, an extra moment is provided by self-deformation, thereby balancing the hydraulic pressures at both ends and performing a roll-restraining function.
Similarly, the left rear wheel and the right rear wheel, the left front wheel and the left rear wheel, and the right front wheel and the right rear wheel of the automobile realize hydraulic regulation on two sides by the same principle.
However, in the solution provided by this embodiment, referring to fig. 1, among the 3 sets of intermediate hydraulic cylinders (22a, 22b), 2 pairs (i.e. two pairs on both sides in fig. 1) are used for balancing the left and right front wheels and the left and right rear wheels (i.e. preventing the roll of the vehicle), and one pair (i.e. one pair in the middle in fig. 1) is used for balancing the left front wheel and the left rear wheel (i.e. preventing the roll of the vehicle). In this structure, the two pairs of hydraulic cylinders on both sides can ensure the anti-pitching performance of the automobile, and in this case, for resource saving, the anti-pitching performance of the automobile can be ensured only by balancing the front and rear wheels on one side (for example, fig. 1 shows the left front wheel and the left rear wheel).
It should be understood that, in the present embodiment, four pairs of intermediate hydraulic cylinders (22a, 22b) may be provided to achieve the anti-pitch or anti-roll performance of the automobile (not shown in the diagram). The specific configuration may be set according to actual design and usage requirements, and this embodiment is not limited to this.
Example 2:
further, the present embodiment provides an automobile, referring to fig. 1-2 in embodiment 1, including a body frame (not shown), 4 wheels 20, and the automobile stabilizing system 10 in embodiment 1: the vehicle stabilization system 10 includes 4 wheel-side hydraulic components 100; the adjustment assembly 200 comprises 4 lateral intermediate hydraulic cylinders (22a, 22b), and 2 lateral intermediate elastic members 21A; the adjustment assembly 200 further includes at least 2 longitudinal intermediate hydraulic cylinders 22B (set to 2 as shown in fig. 1), and at least 1 longitudinal intermediate elastic member 21B (set to 1 as shown in fig. 1).
Specifically, the automobile in the present embodiment adopts the automobile stabilizing system 10 in embodiment 1, and since the automobile stabilizing system 10 in embodiment 1 is provided with the wheel-side hydraulic components 100 at the connection of each wheel 20 and the suspension connecting component 30 of the automobile and the body frame, the hydraulic pressures of the wheel-side hydraulic components 100 on both sides of the automobile can be balanced by the adjusting assembly 200, for example, when the left front wheel of the automobile is lifted upwards during use, the hydraulic pressure in the wheel-side hydraulic cylinder at the left front wheel is increased, at this time, the liquid in the wheel-side hydraulic cylinder at the left front wheel flows to the intermediate hydraulic cylinders (22a, 22b) connected to the wheel-side hydraulic cylinder 110 at the left front wheel (for example, the position shown by L1 in fig. 1), and at this time, the hydraulic pressure in the intermediate hydraulic cylinders (22a, 22b) is increased, so that the piston rods move downwards and the intermediate elastic members (21a, 21b, 211) are driven to deflect downwards (the right ends of the intermediate elastic members (21a, 21b) tend to lift upwards); similarly, when the right front tire of the automobile is allowed to fall down, the hydraulic pressure in the wheel hydraulic cylinder at the right front wheel is reduced to form negative pressure, at this time, the liquid in the middle hydraulic cylinder (22a, 22b) connected with the wheel hydraulic cylinder at the right front wheel (for example, the position shown by R1 in fig. 1) flows to the wheel hydraulic cylinder at the right front wheel, at this time, the hydraulic pressure in the middle hydraulic cylinder (22a, 22b) causes the piston rod to move downwards due to the negative pressure and drives the right end (21a, 21b) of the middle elastic member to deflect downwards; in this process, both ends of the intermediate elastic members (21A, 21B, 211) move toward each other about the rotary shaft 211, and since the intermediate elastic members (21A, 21B, 211) are elastic members, an extra moment is provided by self-deformation, thereby balancing the hydraulic pressures at both ends and performing a roll-restraining function.
Further, another embodiment of the present embodiment provides an automobile in which each wheel 20 is connected to the vehicle body frame by a suspension connecting member 30, and a wheel side piston rod assembly 120 of a wheel side hydraulic pressure member 100 is fixedly connected to the suspension connecting member 30.
Specifically, the present embodiment can fix the wheel side piston rod assembly 120 of the wheel side hydraulic component 100 by connecting the suspension connecting member 30 to each of the wheels 20, and therefore, can make it possible to more easily fix the wheel side piston rod assembly 120 of the wheel side hydraulic component 100 to the suspension connecting member 30.
More specifically, the suspension connecting member 30 may be a metal plate-shaped structure, which may be set according to actual design and use requirements, and the present embodiment is not limited thereto.
Finally, it should be noted that: the above embodiments are only used to illustrate the technical solution of the present invention, and not to limit the same; while the invention has been described in detail and with reference to the foregoing embodiments, it will be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; and these modifications or substitutions do not depart from the spirit of the corresponding technical solutions of the embodiments of the present invention.
Claims (8)
1. An automobile stabilizing system is characterized by comprising a plurality of wheel side hydraulic parts and an adjusting assembly which are arranged in pairs; wherein, the first and the second end of the pipe are connected with each other,
each wheel side hydraulic component is respectively arranged at the joint of a suspension connecting component and a vehicle body frame of a corresponding wheel of the automobile and comprises wheel side hydraulic cylinders, one end of each wheel side hydraulic cylinder is fixedly connected with the vehicle body frame, and the other end of each wheel side hydraulic cylinder is connected with the suspension connecting component;
the adjusting assembly is mounted on a body frame of the automobile and is respectively connected with each wheel side hydraulic cylinder pipeline; wherein the content of the first and second substances,
the adjusting assembly controls the hydraulic pressure in the wheel-side hydraulic cylinder located on the other side of the automobile to be changed synchronously when the hydraulic pressure in the wheel-side hydraulic cylinder located on one side of the automobile is changed;
the adjustment assembly includes a plurality of intermediate resilient members, and a plurality of intermediate hydraulic components; wherein
Two ends of each middle elastic component in the length direction are respectively provided with one middle hydraulic part;
each of the intermediate hydraulic components includes an intermediate hydraulic cylinder, a piston of each of the intermediate hydraulic cylinders is in spherical-hinge transmission with an end of the corresponding intermediate elastic member, and the intermediate hydraulic cylinder is in communication with the corresponding wheel-side hydraulic cylinder line.
2. The vehicle stabilization system of claim 1, wherein each of the intermediate resilient members comprises a shaft and a connector; wherein
The pivot along with the vertically direction of connecting piece extends, just the both ends of pivot are fixed in on the automobile body frame, the piston rod of middle pneumatic cylinder with the tip transmission of connecting piece is connected.
3. The vehicle stabilization system of claim 2, wherein each of the wheel-side hydraulic components further comprises a wheel-side piston rod assembly; wherein
The side piston rod assembly comprises a push rod, a spherical hinge connecting rod and a fixed spherical hinge rod; wherein
One end part of the push rod is fixedly connected with a piston of the hydraulic cylinder at the wheel side, and the other end of the push rod is connected with one end of the spherical hinge connecting rod in a spherical hinge manner;
the other end of the spherical hinge connecting rod is connected with the fixed spherical hinge rod in a spherical hinge mode, and the fixed spherical hinge rod is fixed on the suspension connecting component.
4. A vehicle stabilising system according to claim 2, wherein the connector is provided as a resilient plate-like structure.
5. The vehicle stabilization system of claim 2, wherein a cross-sectional area of each of the wheel side hydraulic cylinders is smaller than a cross-sectional area of the intermediate hydraulic cylinder.
6. The vehicle stabilization system of any one of claims 1 to 5, wherein the one side and the other side of the vehicle are a left side and a right side of the vehicle; or alternatively
One side and the other side of the automobile are the front side and the rear side of the automobile.
7. An automobile comprises a body frame and 4 wheels; it is characterized in that the preparation method is characterized in that,
further comprising the vehicle stabilization system of any one of claims 1-6; wherein
The automobile stabilizing system comprises 4 wheel-side hydraulic components;
the adjusting assembly comprises 4 transverse middle hydraulic cylinders and 2 transverse middle elastic members; and is
The adjustment assembly further includes at least 2 longitudinally intermediate hydraulic cylinders, and at least 1 longitudinally intermediate resilient member.
8. The vehicle of claim 7 wherein a suspension link is connected to each wheel, said suspension link being connected to said body frame.
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| CN202010915984.1A CN111959219B (en) | 2020-09-03 | 2020-09-03 | Car stable system and car |
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| CN202010915984.1A CN111959219B (en) | 2020-09-03 | 2020-09-03 | Car stable system and car |
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| CN111959219B true CN111959219B (en) | 2023-01-10 |
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|---|---|---|---|---|
| GB1396890A (en) * | 1971-07-09 | 1975-06-11 | Rover Co Ltd | Vehicle suspension systems |
| JP2005088854A (en) * | 2003-09-19 | 2005-04-07 | Toyota Motor Corp | Suspension system 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 |
| CN110789286A (en) * | 2018-08-02 | 2020-02-14 | 陈刚 | Vehicle roll control device |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN108327479A (en) * | 2018-01-25 | 2018-07-27 | 湖南大学 | A kind of active power for offroad vehicle adjusts suspension system |
| CN111422020B (en) * | 2020-04-13 | 2021-12-03 | 合肥工业大学 | Horizontal arrangement type hydraulic cylinder dynamic adjustment suspension |
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2020
- 2020-09-03 CN CN202010915984.1A patent/CN111959219B/en active Active
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB1396890A (en) * | 1971-07-09 | 1975-06-11 | Rover Co Ltd | Vehicle suspension systems |
| JP2005088854A (en) * | 2003-09-19 | 2005-04-07 | Toyota Motor Corp | Suspension system 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 |
| CN110789286A (en) * | 2018-08-02 | 2020-02-14 | 陈刚 | Vehicle roll control device |
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