CN112428764A - Two-degree-of-freedom hinged chassis integrating double-torsion-bar trailing arm type independent active suspension - Google Patents
Two-degree-of-freedom hinged chassis integrating double-torsion-bar trailing arm type independent active suspension Download PDFInfo
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- CN112428764A CN112428764A CN202011369863.8A CN202011369863A CN112428764A CN 112428764 A CN112428764 A CN 112428764A CN 202011369863 A CN202011369863 A CN 202011369863A CN 112428764 A CN112428764 A CN 112428764A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/02—Spring characteristics, e.g. mechanical springs and mechanical adjusting means
- B60G17/025—Spring characteristics, e.g. mechanical springs and mechanical adjusting means the mechanical spring being a torsion spring
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D27/00—Connections between superstructure or understructure sub-units
- B62D27/02—Connections between superstructure or understructure sub-units rigid
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Abstract
The invention discloses a two-degree-of-freedom hinged chassis integrating a double-torsion-bar trailing arm type independent active suspension, which comprises a front chassis, a rear chassis and a two-degree-of-freedom hinge mechanism, wherein the front chassis is connected with the rear chassis through the two-degree-of-freedom hinge mechanism, the two sides of the front chassis and the rear chassis are uniformly provided with the independent active suspensions, an upper cross beam is connected between the independent active suspensions and the chassis, each independent active suspension comprises two torsion bar springs which are arranged in parallel, one-way clutches are uniformly arranged on the two torsion bar springs, the one-way clutches on the two torsion bar springs are mutually meshed, one end of one torsion bar spring is connected with a power source through the one-way clutch, the other torsion bar spring is connected with a trailing arm through the one-way clutch, the lower. The invention prolongs the service life of the torsion bar spring and the height adjusting range of the active suspension vehicle body; the suspension can actively adjust the height of the vehicle body in two directions and absorb the vibration in two directions, and the trafficability of the whole vehicle is improved.
Description
Technical Field
The invention relates to the technical field of automobile suspensions and chassis, in particular to a two-degree-of-freedom hinged chassis integrating a double-torsion-bar trailing arm type independent active suspension.
Background
When the vehicle suspension system faces a complex road surface, key parts in the vehicle suspension system bear great impact load, the fatigue life and the reliability of the vehicle suspension system have great influence on the performance of the whole vehicle, the torsion bar spring is used as an important part of the vehicle suspension system, the torsion bar spring bears the action of single or alternate torsional load in the actual use process, and simultaneously bears the impact and vibration from the ground under different road conditions, and the fatigue life and the reliability of the torsion bar spring play a vital role in improving the maneuverability of the whole vehicle. In recent years, in order to improve the adaptability of a vehicle to different terrains and meet the requirements of people on the control stability and the driving smoothness of the vehicle, a trailing arm type suspension which is provided with a torsion bar spring and can actively adjust the height of the vehicle body has been researched and proposed, but the torsion bar spring of the active suspension has a shorter service life and a smaller active adjustment range.
The primary failure mode of a torsion bar spring is fatigue fracture, and its life is greatly affected when the torsion bar spring is subjected to torsion in a different direction from the initial state. Most of the existing torsion bar spring type passive suspensions adopt a pre-tightening installation mode, so that when the passive suspensions are excited by road surfaces in different directions, the torsion bar springs always keep unidirectional torsion relative to an initial position; however, in the conventional active suspension, if a pre-tightening installation mode is not adopted, the torsion bar spring can bear torsion in different directions relative to the initial state, and the pre-tightening installation mode greatly influences the active adjustment range of the height of the vehicle body.
Meanwhile, in order to achieve good ground adaptability, more and more engineering vehicles and off-road vehicles begin to adopt a multi-degree-of-freedom hinged chassis structure, wheels can be attached to the terrain all the time by the multi-degree-of-freedom hinged chassis structure, sufficient driving force is obtained, and the trafficability of the vehicles is improved.
Therefore, the independent suspension system capable of actively adjusting the height of the vehicle body in a large range and ensuring the service life of the torsion bar spring is designed, the vehicle trafficability can be greatly improved, the practical application of the active suspension system is greatly promoted, and meanwhile, the independent suspension system is integrated on the multi-degree-of-freedom active control hinged chassis and has great significance for improving trafficability and stability of engineering vehicles and off-road vehicles.
Disclosure of Invention
The invention aims to solve the technical problem that aiming at the defects in the prior art, the invention provides the two-degree-of-freedom hinged chassis of the integrated double-torsion-bar trailing arm type independent active suspension, so that the service life of a torsion bar spring and the vehicle body height adjusting range of the active suspension are prolonged; when the suspension is used for actively adjusting the height of the vehicle body in two directions and the suspension is excited by the road surface to absorb the vibration in the two directions, the two-degree-of-freedom hinged chassis can adapt to the fluctuation of the terrain by actively changing the mechanical structure while realizing the steering, so that the sufficient driving force can be obtained, and the trafficability of the whole vehicle is improved.
The technical scheme adopted by the invention for solving the technical problems is as follows:
a two-degree-of-freedom hinged chassis integrating double-torsion-bar trailing arm type independent active suspensions comprises a front chassis of a frame, a rear chassis of the frame, four independent active suspensions and a two-degree-of-freedom hinge mechanism, wherein the front chassis of the frame is connected with the rear chassis of the frame through the two-degree-of-freedom hinge mechanism;
the independent driving suspension comprises a power source, two torsion bar springs and a longitudinal arm, wherein the two torsion bar springs are arranged in parallel, one-way clutches are uniformly distributed on the two torsion bar springs, the one-way clutches on the two torsion bar springs are meshed with each other, the power source is connected with one end of one torsion bar spring through the one-way clutch, the other torsion bar spring is connected with the longitudinal arm through the one-way clutch, the lower end of the longitudinal arm is connected with a tire, and the power source and the longitudinal arm are both connected with the upper cross beam.
According to the technical scheme, the torsion bar spring is connected with the one-way clutch through the spline, and the trailing arm is connected with the one-way clutch through the spline.
According to the technical scheme, the power source is a direct current motor, and the direct current motor is connected with the one-way clutch through the coupler.
According to the technical scheme, the number of the one-way clutches on each torsion bar spring is 2, the one-way clutches are distributed at two ends of each torsion bar spring, and the one-way clutches at two ends of one torsion bar spring are respectively meshed with the one-way clutches at two ends of the other torsion bar spring.
According to the technical scheme, a lower cross beam is arranged below an upper cross beam, two supports are arranged on the upper cross beam at intervals along the transverse direction, two one-way clutches on one torsion bar spring are respectively connected with the two supports of the upper cross beam, the two supports are arranged on the lower cross beam at intervals along the transverse direction, and the two one-way clutches on the other torsion bar spring are respectively connected with the two supports of the lower cross beam.
According to the technical scheme, the lower cross beam is arranged below the upper cross beam, the upper end of the power source is fixedly connected with the upper cross beam through the upper cushion block, and the lower end of the power source is fixedly connected with the lower cross beam through the lower cushion block.
According to the technical scheme, a shock absorber is connected between the trailing arm and the independent active suspension.
According to the technical scheme, the shock absorber comprises a shock absorber shell, a shock absorber sleeve, a friction plate and a disc spring, the shock absorber sleeve is sleeved in the shock absorber shell, the shock absorber sleeve is sleeved on the torsion bar spring, the shock absorber sleeve is fixedly connected with the longitudinal arm through a spline, the shock absorber shell is fixedly connected with an upper cross beam support of the independent active suspension, the friction plate and the disc spring are sequentially arranged in a cavity between the shock absorber sleeve and the shock absorber shell along the axial direction, and a pressing plate is connected between the friction plate and the disc spring.
According to the technical scheme, the lifting lugs are connected between the longitudinal arms and the upper cross beam and are connected with the upper cross beam through the inverted hook.
According to the technical scheme, the two-degree-of-freedom hinge mechanism comprises a chassis connecting piece, a pitching linear actuator, a pitching pin shaft, a steering linear actuator and a steering pin shaft, wherein the pitching pin shaft is parallel to the plane of the chassis, the steering pin shaft is perpendicular to the plane of the chassis to form a steering hinge structure, the pitching pin shaft is perpendicular to the steering pin shaft, the pitching pin shaft is fixedly connected with the front chassis and the rear chassis through the chassis connecting piece respectively to form the pitching hinge structure, the pitching linear actuator is connected with the rear frame and the pitching hinge structure through shaft hole matching respectively to control pitching of the chassis, and the steering linear actuator is connected with the front frame and the steering hinge structure through shaft hole matching respectively to control steering of the chassis.
The invention has the following beneficial effects:
1. according to the invention, 4 independent active suspensions are adopted, and two torsion bar springs are arranged on each independent suspension to be matched with the one-way clutch, so that the torsion bar springs of the suspension always work in a torsion mode in one direction during work, the service life of the torsion bar springs is prolonged, and the vehicle height adjusting range of the active suspension is widened; when the suspension is used for actively adjusting the height of the vehicle body in two directions and the suspension is excited by the road surface to absorb the vibration in the two directions, the two-degree-of-freedom hinged chassis can adapt to the fluctuation of the terrain by actively changing the mechanical structure while realizing the steering, so that the sufficient driving force can be obtained, and the trafficability of the whole vehicle is improved.
2. The active adjustment of the height of the vehicle body is realized by installing a power source, the vehicle body is reduced when the road surface is flat, and the high-speed stability of the vehicle during running is ensured; the vehicle body is lifted when the road surface is complicated, and the cross-country and passing performance of the vehicle is improved. Meanwhile, when the wheels are excited by the road surface and the vehicle body is impacted, on one hand, the torsion bar spring is matched with the friction type shock absorber, and the impact is absorbed through damping, so that the vehicle body bounce is reduced; on the other hand, the power source applies force opposite to the impact on the vehicle body, so that the vehicle body generates a displacement trend opposite to the jumping direction, and the vehicle body jumping is reduced. The damping control is matched with the displacement control, so that the smoothness and the operation stability of the vehicle in the running process are improved.
Drawings
FIG. 1 is a schematic structural diagram of a two-degree-of-freedom articulated chassis integrated with a double torsion bar trailing arm type independent active suspension according to an embodiment of the present invention;
FIG. 2 is a partial view taken from the direction A of FIG. 1;
FIG. 3 is a schematic diagram of a dual torsion bar and one-way clutch arrangement in an embodiment of the present invention;
FIG. 4 is a schematic structural view of a shock absorber in an embodiment of the present invention;
FIG. 5 is a cross-sectional view B-B of FIG. 4;
FIG. 6 is a schematic view of a one-way clutch in an embodiment of the present invention;
in the figure, 1-independent active suspension, 2-two-degree-of-freedom hinge mechanism, 3-power source, 4-coupler, 5-upper cushion block, 6-lower cushion block, 7-upper beam, 8-lower beam, 9-first support, 10-second support, 11-third support, 12-fourth support, 13-trailing arm, 14-lifting lug, 15-shock absorber shell, 16-first one-way clutch, 17-second one-way clutch, 18-third one-way clutch, 19-fourth one-way clutch, 20-first torsion bar spring, 21-second torsion bar spring, 22-friction plate, 23-disc spring, 24-pressing plate and 25-shock absorber sleeve.
Detailed Description
The present invention will be described in detail below with reference to the accompanying drawings and examples.
Referring to fig. 1 to 6, a two-degree-of-freedom articulated chassis of an integrated double torsion bar trailing arm type independent active suspension according to an embodiment of the present invention includes a front chassis of a frame, a rear chassis of the frame, four independent active suspensions 1 and two-degree-of-freedom hinge mechanisms 2, the front chassis of the frame is connected to the rear chassis of the frame through the two-degree-of-freedom hinge mechanisms 2, two independent active suspensions 1 are disposed on two sides of the front chassis of the frame, and the other two independent active suspensions 1 are disposed on two sides of the rear chassis of the frame;
an upper cross beam 7 is connected between the independent active suspension 1 and the chassis, the independent active suspension 1 comprises a power source 3, two torsion bar springs and a longitudinal arm 13, the two torsion bar springs are arranged in parallel, one-way clutches are uniformly arranged on the two torsion bar springs, the one-way clutches on the two torsion bar springs are meshed with each other, the power source 3 is connected with one end of one torsion bar spring through the one-way clutch, the other torsion bar spring is connected with the longitudinal arm 13 through the one-way clutch, the lower end of the longitudinal arm 13 is connected with a tire, and the power source 3 and the longitudinal arm 13 are both connected with the upper cross beam 7.
Furthermore, the front chassis and the rear chassis are connected through the two-degree-of-freedom hinge structure, so that the engineering vehicle and the off-road vehicle matched with the chassis can realize flexible steering, have pitching freedom, actively change the pitch angle of the front vehicle body and the rear vehicle body to adapt to the terrain of complex terrains, obtain better driving force, and greatly improve the off-road performance and the passing performance of the vehicle.
Further, the torsion bar spring is connected to the one-way clutch through a spline, and the trailing arm 13 is connected to the one-way clutch through a spline.
Further, the power source 3 is a direct current motor, and the direct current motor is connected with the one-way clutch through a coupler 4.
Furthermore, the number of the one-way clutches on each torsion bar spring is 2, the one-way clutches are distributed at two ends of each torsion bar spring, and the one-way clutches at two ends of one torsion bar spring are meshed with the one-way clutches at two ends of the other torsion bar spring in pairs respectively; the two torsion bar springs are respectively a first torsion bar spring 20 and a second torsion bar spring 21, a first one-way clutch 16 and a second one-way clutch 17 are respectively arranged at two ends of the first torsion bar spring 20, a third one-way clutch 18 and a fourth one-way clutch 19 are respectively arranged at two ends of the second torsion bar spring 21, the third one-way clutch 18 is connected with the power source 3, and the second one-way clutch 17 is connected with the trailing arm 13.
Furthermore, a lower cross beam 8 is arranged below the upper cross beam 7, two supports are arranged on the upper cross beam 7 at intervals along the transverse direction, two one-way clutches on one torsion bar spring are respectively connected with the two supports of the upper cross beam 7, two supports are arranged on the lower cross beam 8 at intervals along the transverse direction, and two one-way clutches on the other torsion bar spring are respectively connected with the two supports of the lower cross beam 8.
Further, the two supports on the upper cross beam 7 are respectively a first support 9 and a second support 10, and the two supports on the lower cross beam 8 are respectively a third support 11 and a fourth support 12.
Furthermore, a lower cross beam 8 is arranged below the upper cross beam 7, the upper end of the power source 3 is fixedly connected with the upper cross beam 7 through an upper cushion block 5, and the lower end of the power source 3 is fixedly connected with the lower cross beam 8 through a lower cushion block 6.
Further, a shock absorber is connected between the trailing arm 13 and the independent active suspension 1.
Further, the independent active suspension 1 further comprises an upper cross beam 7 and a lower cross beam 8 which are connected with the chassis, the upper cross beam 7 is arranged above the lower cross beam 8, the shock absorber comprises a shock absorber shell 15, a shock absorber sleeve 25, a friction plate 22 and a disc spring 23, the shock absorber sleeve 25 is sleeved in the shock absorber shell 15, the shock absorber sleeve 25 is used as a rotor and sleeved on the torsion bar spring, the shock absorber sleeve 25 is fixedly connected with the trailing arm 13 through a spline, the shock absorber shell 15 is used as a stator and fixedly connected with a support of the upper cross beam 7 of the independent active suspension 1, the friction plate 22 and the disc spring 23 are sequentially arranged in a cavity between the shock absorber sleeve 25 and the shock absorber shell 15 along the axial direction, and a pressing plate 24 is connected between.
Furthermore, a lifting lug 14 is connected between the longitudinal arm 13 and the upper cross beam 7, and the lifting lug 14 is connected with the upper cross beam 7 through a reversing hook.
Further, the two-degree-of-freedom hinge mechanism 2 comprises a chassis connecting piece, a pitching linear actuator, a pitching pin shaft, a steering linear actuator and a steering pin shaft, wherein the pitching pin shaft is parallel to the plane of the chassis, the steering pin shaft is perpendicular to the plane of the chassis to form a steering hinge structure, the pitching pin shaft is perpendicular to the steering pin shaft, the pitching pin shaft is fixedly connected with the front chassis and the rear chassis through the chassis connecting piece respectively to form the pitching hinge structure, the steering pin shaft is fixedly connected with the front chassis and the rear chassis through the chassis connecting piece respectively to form the steering hinge structure, the pitching linear actuator is connected with the rear frame and the pitching hinge structure through shaft hole matching respectively to control pitching of the chassis, and the steering linear actuator is connected with the front frame and the steering hinge structure.
Further, the pitching linear actuator and the steering linear actuator are both driving motors.
The working principle of the invention is as follows: the active suspension adopts a double-torsion-bar spring structure as the elasticity and the transmission element of the suspension. The suspension system adopts the structure that the one-way clutch is matched with the torsion bar spring, so that the torsion bar spring always performs working torsion according to one direction when the suspension system works actively and passively, and the service life of the torsion bar spring is greatly prolonged; the two-degree-of-freedom hinged chassis has pitching and steering degrees of freedom, can actively adapt to terrain, keeps good terrain passing capacity and anti-overturning performance in a complex ground environment, and improves the passing performance of the whole vehicle. The independent active suspension 1 system comprises a power source 3, and the left side and the right side of the power device are arranged in a symmetrical structure. The suspension uses a torsion bar spring as an elastic element and a power transmission element, and uses a friction type damper as a damping element. The friction type damper is sleeved on the torsion bar spring, the damper shell 15 (the action of which is equivalent to a stator) is fixedly connected with the frame, and the damper sleeve 25 (the action of which is equivalent to a rotor) is connected with the trailing arm 13 through a spline. When the trailing arm 13 rotates, the friction type damper is driven to work. In addition, the trailing arm 13 is provided with a recess which allows space for the clutch to engage.
Furthermore, the suspension adopts a bilateral symmetry structure, and each 1/2 suspension is provided with two torsion bar springs and four one-way clutches. The suspension has two kinds of mode of initiative and passive, and when initiative mode, power transmission 13 is given with power transmission to trailing arm through transmission elements such as shaft coupling 4, one-way clutch, torsion bar spring to the power source 3 of suspension, and then realizes the regulation of suspension automobile body height. When the suspension is in a passive working mode, the road excitation is transmitted to the trailing arm 13 by the tire, and the torsion bar spring and the friction type shock absorber achieve the effect of shock absorption after the trailing arm 13 rotates.
Furthermore, the suspension power source 3 reduces the speed and increases the torque of the power source 3 by matching with a reduction gearbox, and the power after reducing and increasing the torque passes through a coupler 4, a one-way clutch, a torsion bar spring and other power transmission elements
Furthermore, an upper cushion block and a lower cushion block are arranged in the mounting process of the suspension, and the power source 3 is respectively fixed with an upper cross beam 7 and a lower cross beam 8 of the suspension. In addition, the upper cross beam 7 is also provided with an interface which is used for matching the upper support and the lower support to fix the one-way clutch, the torsion bar spring and the friction type shock absorber.
Further, when the suspension is in an active working state, the power source 3 of the suspension generates two motion modes, namely clockwise motion and anticlockwise motion. When the suspension is in active clockwise rotation, the outer ring of the third one-way clutch 18 rotates clockwise, at the moment, the third one-way clutch 18 is combined, the outer ring of the first one-way clutch 16 rotates anticlockwise, and at the moment, the outer ring of the first one-way clutch 16 idles; the inner ring of the third one-way clutch 18 drives the end of the trailing arm 13 of the second torsion bar spring 21 to rotate clockwise; the inner ring of the fourth one-way clutch 19 rotates clockwise, at this time, the fourth one-way clutch 19 is combined, and the outer ring of the fourth one-way clutch 19 rotates clockwise; the outer ring of the second one-way clutch 17 rotates anticlockwise to drive the trailing arm 13 to rotate anticlockwise, and the height of the vehicle body is adjusted.
Further, when the suspension is in an active anticlockwise working state, the outer ring of the third one-way clutch 18 rotates anticlockwise, at the moment, the second one-way clutch 17 is separated, and the outer ring of the third one-way clutch 18 idles; the outer ring of the first one-way clutch 16 rotates clockwise, at this time, the first one-way clutch 16 is combined, and the inner ring of the first one-way clutch 16 drives the motor end of the first torsion bar spring 20 to rotate clockwise; the inner ring of the second one-way clutch 17 rotates clockwise, at the moment, the second one-way clutch 17 is combined, and the outer ring of the second one-way clutch 17 drives the trailing arm 13 to rotate clockwise, so that the height of the vehicle body is adjusted.
Further, when the suspension is in a passive clockwise working state, the outer ring of the second one-way clutch 17 rotates clockwise, at the moment, the second one-way clutch 17 is separated, and the outer ring of the second one-way clutch 17 idles; the outer ring of the fourth one-way clutch 19 rotates anticlockwise, at the moment, the fourth one-way clutch 19 is combined, and the inner ring of the fourth one-way clutch 19 drives the longitudinal arm end of the second torsion bar spring 21 to rotate anticlockwise; the inner ring of the fourth one-way clutch 19 rotates anticlockwise, at the moment, the third one-way clutch 18 is combined, the outer ring of the third one-way clutch 18 tends to rotate anticlockwise, the outer ring of the first one-way clutch 16 tends to rotate clockwise, the outer ring of the third one-way clutch 18 is connected with the motor rotating shaft through a back-side spline, the motor rotating shaft is locked, the outer rings of the first one-way clutch 16 and the third one-way clutch 18 are fixed, and the second torsion bar spring 21 absorbs impact.
Further, when the suspension is in a passive counterclockwise working state, the trailing arm rotating shaft rotates counterclockwise, the outer ring of the second one-way clutch 17 rotates counterclockwise, the second one-way clutch 17 is engaged, the outer ring of the fourth one-way clutch 19 rotates clockwise, and the fourth one-way clutch 19 is disengaged; the inner ring of the second one-way clutch 17 drives the longitudinal arm end of the first torsion bar spring 20 to rotate anticlockwise; the inner ring of the first one-way clutch 16 rotates anticlockwise, at the moment, the first one-way clutch 16 is combined, the outer ring of the first one-way clutch 16 rotates anticlockwise, the outer ring of the third one-way clutch 18 rotates clockwise, at the moment, the third one-way clutch 18 is combined, the outer ring of the third one-way clutch 18 is connected with a motor rotating shaft through a back-side spline, the motor rotating shaft is locked, the outer rings of the first one-way clutch 16 and the third one-way clutch 18 are fixed, and the first torsion rod spring 20 absorbs impact.
Further, the friction type damper is sleeved only on the first torsion bar spring 20, the damper housing 15 (which functions as a stator) is fixedly connected with the frame, and the damper sleeve 25 (which functions as a rotor) is connected with the trailing arm through a spline. When the trailing arm rotates, the friction type shock absorber is driven to work, and the friction plate 22 generates damping to consume the vibration energy of the trailing arm. In addition, a gap is formed on the longitudinal arm to reserve a space for the engagement of the second one-way clutch 17 and the fourth one-way clutch 19.
In addition, the upper cross beam 7 is also provided with an interface which is used for matching the upper support and the lower support to fix the one-way clutch, the torsion bar spring and the friction type shock absorber.
Furthermore, active control can be realized through the two degrees of freedom, wherein the pitching degree of freedom is driven by the two pitching linear actuators, the steering degree of freedom is driven by the two steering linear actuators, the steering can be flexibly performed, and the chassis structure can be actively controlled to adapt to complex terrains.
Further, four independent active suspensions 1 are fixedly connected with the chassis through upper cross beams 7.
Referring to fig. 1, the two-degree-of-freedom articulated chassis integrated with a double torsion bar trailing arm type independent active suspension in one embodiment of the invention comprises four independent active suspensions 1, and a two-degree-of-freedom articulated mechanism 2 connected with a front chassis and a rear chassis.
Referring to fig. 2, the trailing arm independent suspension system in an embodiment of the present invention includes a power source 3, in this embodiment, the power source employs a dc motor, the dc motor is fixed to a suspension upper beam 7 through an upper cushion block 5, and is fixed to a suspension lower beam 8 through a lower cushion block 6, a trailing arm 13 is connected to a frame upper beam through a lifting lug 14, and excitation given to wheels by a road surface is converted into rotational motion of the trailing arm around a rotation axis.
Further, referring to fig. 3, the trailing arm type independent suspension system according to an embodiment of the present invention includes a dual torsion bar and four one-way clutch mechanism including a first one-way clutch 16, a second one-way clutch 17, a third one-way clutch 18, a fourth one-way clutch 19, a first torsion bar spring 20, a second torsion bar spring 21, wherein the third one-way clutch 18 is connected to the output shaft of the dc motor as the power source through a coupling 4, and the second one-way clutch 17 is connected to the trailing arm 13 through a backside spline.
Further, the first one-way clutch 16 and the third one-way clutch 18 are engaged with each other via an outer ring gear, the second one-way clutch 17 and the fourth one-way clutch 19 are engaged with each other via an outer ring gear, the first torsion bar spring 20 is connected to the first one-way clutch 16 and the second one-way clutch 17 via splines, and the second torsion bar spring 21 is connected to the third one-way clutch 18 and the fourth one-way clutch 19 via splines.
Further, the inner and outer races of the first one-way clutch 16 and the third one-way clutch 18 are engaged when the inner race rotates counterclockwise with respect to the outer race, and the inner and outer races of the clutches are disengaged when the inner race rotates clockwise with respect to the outer race. When the inner rings of the second one-way clutch 17 and the fourth one-way clutch 19 rotate clockwise relative to the outer ring, the inner rings and the outer rings of the clutches are combined, and when the inner rings rotate counterclockwise relative to the outer ring, the inner rings and the outer rings of the one-way clutches are separated.
Further, referring to fig. 2, the lower cross beam of the suspension is provided with a third support 11 and a fourth support 12 which are connected with a second one-way clutch 17 and a third one-way clutch 18 to fix the positions of the second one-way clutch 17 and the third one-way clutch 18, and the upper cross beam of the suspension is provided with a first support 9 to fix the position of the first one-way clutch 16.
Furthermore, the system can realize the active output of a power source, actively adjust the height of the vehicle body in two directions, and the trailing arm is excited by the road surface, when the suspension absorbs the vibration in the two directions, the two torsion bar springs are always twisted in one direction, so that the service life of the torsion bar springs can be greatly prolonged, and the range of actively adjusting the height of the vehicle body can be greatly enlarged.
Further, referring to fig. 4, a friction plate damper outer shell 15 (which functions as a stator) is fixedly connected with the upper cross beam 7 through a support 10, a damper sleeve 25 (which functions as a rotor) is connected with the trailing arm 13 through a spline, and when a road receives excitation from a road surface, the excitation is converted into rotation of the trailing arm, so that the friction type damper sleeve 25 is driven to rotate relative to the outer shell, damping consumed vibration energy is provided, and vehicle body bounce is reduced.
Further, referring to fig. 5, the principle of the friction plate damper is illustrated, the damper sleeve 25 is only coaxially sleeved on the outer ring of the torsion bar spring 19, the friction plate 22, the disc spring 23 and the pressing plate 24 are arranged between the damper sleeve and the damper shell 15, and damping between the damper rotor and the stator is generated through the friction plate.
Further, referring to FIG. 6, the one-way clutch has two portions, an inner race and an outer race. The outer race of the one-way clutch has an external gear, and splines are provided on the rear side of the first one-way clutch 16 and the second one-way clutch 17, and the relative rotational directions of the inner and outer races determine the clutch state, and the inner and outer races are engaged in one direction and disengaged in the other direction.
The above is only a preferred embodiment of the present invention, and certainly, the scope of the present invention should not be limited thereby, and therefore, the present invention is not limited by the scope of the claims.
Claims (10)
1. A two-degree-of-freedom hinged chassis integrating double-torsion-bar trailing arm type independent active suspensions is characterized by comprising a front chassis, a rear chassis, four independent active suspensions and two-degree-of-freedom hinge mechanisms, wherein the front chassis is connected with the rear chassis through the two-degree-of-freedom hinge mechanisms;
an upper cross beam is connected between each independent active suspension and the corresponding chassis, each independent active suspension comprises a power source, two torsion bar springs and a longitudinal arm, the two torsion bar springs are arranged in parallel, one-way clutches are uniformly arranged on the two torsion bar springs, the one-way clutches on the two torsion bar springs are meshed with each other, the power source is connected with one end of one torsion bar spring through the one-way clutch, the other torsion bar spring is connected with the longitudinal arm through the one-way clutch, the lower end of the longitudinal arm is connected with a tire, and the power source and the longitudinal arm are both connected with the upper cross beam.
2. The two-degree-of-freedom articulated chassis of an integrated dual torsion bar trailing arm type independent active suspension according to claim 1, wherein the torsion bar spring is connected with the one-way clutch through a spline, and the trailing arm is connected with the one-way clutch through a spline.
3. The two-degree-of-freedom articulated chassis of the integrated double-torsion-bar trailing-arm independent active suspension according to claim 1, wherein the power source is a direct current motor, and the direct current motor is connected with a one-way clutch through a coupler.
4. The two-degree-of-freedom articulated chassis of the integrated double-torsion-bar trailing-arm independent active suspension according to claim 1, wherein the number of the one-way clutches on each torsion-bar spring is 2, the one-way clutches are distributed at two ends of the torsion-bar spring, and the one-way clutches at two ends of one torsion-bar spring are respectively meshed with the one-way clutches at two ends of the other torsion-bar spring.
5. The two-degree-of-freedom articulated chassis of the integrated double-torsion-bar trailing-arm independent active suspension according to claim 4, wherein a lower cross beam is arranged below the upper cross beam, two supports are arranged on the upper cross beam at intervals along the transverse direction, two one-way clutches on one torsion-bar spring are respectively connected with the two supports on the upper cross beam, two supports are arranged on the lower cross beam at intervals along the transverse direction, and two one-way clutches on the other torsion-bar spring are respectively connected with the two supports on the lower cross beam.
6. The two-degree-of-freedom articulated chassis of the integrated double-torsion-bar trailing-arm independent active suspension according to claim 1, wherein a lower cross beam is arranged below the upper cross beam, the upper end of the power source is fixedly connected with the upper cross beam through an upper cushion block, and the lower end of the power source is fixedly connected with the lower cross beam through a lower cushion block.
7. The two-degree-of-freedom articulated chassis of an integrated double torsion bar trailing arm type independent active suspension according to claim 1, wherein a shock absorber is connected between the trailing arm and the independent active suspension.
8. The two-degree-of-freedom articulated chassis of the integrated double-torsion-bar trailing arm type independent active suspension according to claim 7, wherein the shock absorber comprises a shock absorber outer shell, a shock absorber sleeve, a friction plate and a disc spring, the shock absorber sleeve is sleeved in the shock absorber outer shell, the shock absorber sleeve is sleeved on the torsion bar spring, the shock absorber sleeve is fixedly connected with the trailing arm through a spline, the shock absorber outer shell is fixedly connected with an upper cross beam support of the independent active suspension, the friction plate and the disc spring are sequentially arranged in a cavity between the shock absorber sleeve and the shock absorber outer shell along the axial direction, and a pressing plate is connected between the friction plate and.
9. The two-degree-of-freedom articulated chassis of the integrated double-torsion-bar trailing arm type independent active suspension according to claim 1, wherein a lifting lug is connected between the trailing arm and the upper cross beam and is connected with the upper cross beam through an inverted hook.
10. The two-degree-of-freedom articulated chassis of the integrated dual torsion bar trailing arm type independent active suspension of claim 1, wherein the two-degree-of-freedom articulation mechanism comprises a chassis connector, a pitch linear actuator, a pitch pin, a steering linear actuator and a steering pin, the pitch pin is parallel to the chassis plane, the steering pin is perpendicular to the chassis plane to form a steering articulation structure, the pitch pin is perpendicular to the steering pin, the pitch pin is fixedly connected with the front chassis and the rear chassis through the chassis connector to form a pitch articulation structure, the steering pin is fixedly connected with the front chassis and the rear chassis through the chassis connector to form a steering articulation structure, the pitch linear actuator is respectively connected with the rear frame and the pitch articulation structure to control the pitch of the chassis, and the steering linear actuator is respectively connected with the front frame and the steering articulation structure to control the steering of the chassis.
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| CN202011369863.8A CN112428764B (en) | 2020-11-30 | 2020-11-30 | Two-degree-of-freedom hinged chassis integrating double-torsion-bar trailing arm type independent active suspension |
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| CN202011369863.8A CN112428764B (en) | 2020-11-30 | 2020-11-30 | Two-degree-of-freedom hinged chassis integrating double-torsion-bar trailing arm type independent active suspension |
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| CN112428764B CN112428764B (en) | 2022-08-05 |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114211922A (en) * | 2021-11-24 | 2022-03-22 | 电子科技大学 | Height-adjustable cantilever device and vehicle thereof |
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| CN112428764B (en) | 2022-08-05 |
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