CN117141181A - Anti-roll device and automobile - Google Patents

Anti-roll device and automobile Download PDF

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Publication number
CN117141181A
CN117141181A CN202310997401.8A CN202310997401A CN117141181A CN 117141181 A CN117141181 A CN 117141181A CN 202310997401 A CN202310997401 A CN 202310997401A CN 117141181 A CN117141181 A CN 117141181A
Authority
CN
China
Prior art keywords
connecting rod
link
cylinder
roll device
closed chamber
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CN202310997401.8A
Other languages
Chinese (zh)
Inventor
杨方
尹浩
侯建勇
杨阳
吴斌
徐益
聂志福
胡春波
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Zhejiang Zero Run Technology Co Ltd
Original Assignee
Zhejiang Zero Run Technology Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Zhejiang Zero Run Technology Co Ltd filed Critical Zhejiang Zero Run Technology Co Ltd
Priority to CN202310997401.8A priority Critical patent/CN117141181A/en
Publication of CN117141181A publication Critical patent/CN117141181A/en
Pending legal-status Critical Current

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Classifications

    • 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
    • B60G21/04—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 mechanically
    • B60G21/05—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 mechanically between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
    • B60G21/055—Stabiliser bars
    • 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
    • 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
    • B60G21/04—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 mechanically
    • B60G21/05—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 mechanically between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
    • B60G21/055—Stabiliser bars
    • B60G21/0551—Mounting means therefor
    • B60G21/0553—Mounting means therefor adjustable
    • 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
    • B60G21/04—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 mechanically
    • B60G21/05—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 mechanically between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
    • B60G21/055—Stabiliser bars
    • B60G21/0551—Mounting means therefor
    • B60G21/0553—Mounting means therefor adjustable
    • B60G21/0558—Mounting means therefor adjustable including means varying the stiffness of the stabiliser

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

The application relates to an anti-roll device and an automobile, which comprises a stabilizer bar and an adjusting mechanism, wherein the adjusting mechanism comprises a cylinder body and a connecting rod assembly, the cylinder body is fixedly arranged relative to the stabilizer bar, one end of the connecting rod assembly is movably connected with the stabilizer bar, the other end of the connecting rod assembly is telescopically connected with the cylinder body, and the installation position of the connecting rod assembly on the cylinder body can be adjusted. According to the anti-roll device and the automobile, the rigidity of the connecting rod assembly can be reduced or increased, the purpose of dynamically adjusting the equivalent roll rigidity of the stabilizer bar and the connecting rod is achieved, and the automobile steering stability and smoothness are met.

Description

Anti-roll device and automobile
Technical Field
The application relates to the technical field of automobile suspension systems, in particular to an anti-roll device and an automobile.
Background
The anti-roll device is an important component of an automobile suspension system, and can prevent the automobile body from excessively laterally rolling under the driving conditions such as steering and the like, so that the automobile body can be kept balanced. In the conventional anti-roll device, the equivalent stiffness of the anti-roll device is usually a fixed value, and when the vehicle body rolls, the connecting rod deflects in different directions, so that the stabilizer bar is twisted and generates a moment for returning to a steady state, and the vehicle is returned to the steady state.
However, when facing different road conditions, if the rigidity of the anti-roll device is unchanged, when the fixed rigidity is too high, the vehicle can run on an uneven road surface, and the smoothness of the vehicle body is difficult to ensure; when the fixed rigidity is too small, the anti-roll device is weak against roll when the vehicle turns, and it is difficult to balance the steering stability and smoothness of the vehicle.
Disclosure of Invention
Based on this, it is necessary to provide an anti-roll device and an automobile capable of satisfying the steering stability and smoothness of the automobile.
In order to solve the technical problems, the application provides the following technical scheme:
an anti-roll device, the anti-roll device comprising:
a stabilizer bar;
the adjusting mechanism comprises a cylinder body and a connecting rod assembly, wherein the cylinder body is fixedly arranged relative to the stabilizer bar, one end of the connecting rod assembly is movably connected with the stabilizer bar, the other end of the connecting rod assembly is telescopically connected with the cylinder body, and the installation position of the connecting rod assembly on the cylinder body can be adjusted.
It can be understood that after the cylinder body is fixed relative to the stabilizer bar, the space between the cylinder body and the stabilizer bar is fixed, and the connecting rod assembly connected between the stabilizer bar and the cylinder body can lengthen or shorten the working length of the connecting rod assembly by adjusting the installation position on the cylinder body, so that the connecting rod assembly becomes soft or hard, the rigidity of the connecting rod assembly is reduced or increased, the purpose of dynamically adjusting the equivalent roll rigidity of the stabilizer bar and the connecting rod is achieved, and the steering stability and smoothness of the automobile are balanced.
In one embodiment, the connecting rod assembly comprises a first connecting rod and a second connecting rod, and the second connecting rod is movably connected with the first connecting rod;
the first connecting rod is connected with the stabilizer bar, and the second connecting rod is connected with the cylinder body in a telescopic mode.
In one embodiment, one of the first connecting rod and the second connecting rod is provided with a first ball, and the other one is provided with a first ball connecting seat, and the first ball is movably mounted on the first ball connecting seat so as to enable the first connecting rod to be movably connected with the second connecting rod.
In one embodiment, the adjusting mechanism further comprises a piston fixedly mounted on the second connecting rod and slidably connected to the cylinder.
In one embodiment, a first closed chamber and a second closed chamber are formed in the cylinder body, and the first closed chamber is independently arranged relative to the second closed chamber;
the piston is provided with a communication hole, and the first closed chamber can be communicated with the second closed chamber through the communication hole.
In one embodiment, the adjusting mechanism further comprises a driver in communication with the first closed chamber for driving the piston to move within the cylinder and changing an included angle formed between the first link and the second link.
In one embodiment, the first closed chamber and the second closed chamber are filled with electromagnetic liquid, and the driver can control the movement of the piston in the cylinder body by controlling the capacity of the electromagnetic liquid in the first closed chamber;
wherein the magnetic field in the region of the electromagnetic liquid can be adjusted.
It can be understood that the electromagnetic liquid can change the viscosity degree of the electromagnetic liquid along with the change of the magnetic field, so that the damping force of the movement of the piston is changed, and the rigidity of the mounting point between the connecting rod assembly and the cylinder body is changed.
In one embodiment, the cylinder includes a first cover and a second cover, the first cover and the piston cooperate to form the first closed chamber, and the second cover and the piston cooperate to form the second closed chamber.
The application also provides the following technical scheme:
an automobile comprising the anti-roll device.
In one embodiment, the device further comprises a control unit and a sensing unit, wherein the control unit is respectively connected with the sensing unit and the adjusting mechanism in a signal mode, the sensing unit can collect real-time working condition data of the automobile and generate a feedback signal, and the control unit can adjust the installation position of the connecting rod assembly on the cylinder body according to the feedback signal.
It can be understood that the automobile with the anti-roll device can be matched with the control unit and the sensing unit on the basis of the structure of the anti-roll device, so that the functions of various aspects of the automobile can be further expanded.
Due to the application of the scheme, compared with the prior art, the application has the following advantages:
according to the anti-roll device and the automobile, after the cylinder body is fixedly arranged relative to the stabilizer bar, the distance between the cylinder body and the stabilizer bar is fixed, and the connecting rod assembly connected between the stabilizer bar and the cylinder body can be lengthened or shortened by adjusting the installation position on the cylinder body, so that the connecting rod assembly can be loosened or tightened, the rigidity of the connecting rod assembly can be reduced or increased, the purpose of dynamically adjusting the equivalent roll rigidity of the stabilizer bar and the connecting rod is achieved, and the operation stability and smoothness of the automobile are balanced.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments or the conventional techniques of the present application, the drawings required for the descriptions of the embodiments or the conventional techniques will be briefly described below, and it is apparent that the drawings in the following descriptions are only some embodiments of the present application, and other drawings may be obtained according to the drawings without inventive effort for those skilled in the art.
FIG. 1 is an exploded view of an anti-roll device according to an embodiment of the present application;
FIG. 2 is a schematic diagram of an adjusting mechanism according to an embodiment of the present application;
FIG. 3 is an exploded view of an adjustment mechanism according to an embodiment of the present application;
FIG. 4 is a schematic view of a connecting rod assembly according to an embodiment of the present application;
FIG. 5 is a schematic view of a stabilizer bar according to an embodiment of the present application;
FIG. 6 is an exploded view of a cylinder according to an embodiment of the present application;
FIG. 7 is a schematic structural diagram of a mounting base according to an embodiment of the present application;
FIG. 8 is a schematic structural view of a mounting bracket according to an embodiment of the present application;
FIG. 9 is a schematic view of an anti-roll device and knuckle according to an embodiment of the present application;
FIG. 10 is a schematic view of a steering knuckle according to an embodiment of the present application;
fig. 11 is a schematic structural view of a subframe and a suspension system according to an embodiment of the present application.
Reference numerals: 100. an anti-roll device; 10. a stabilizer bar; 11. a mounting bracket; 12. a threaded hole; 20. an adjusting mechanism; 21. a connecting rod assembly; 211. a first link; 212. a second link; 213. a first ball head; 214. a connecting shaft; 215. a second ball head; 22. a cylinder; 221. a piston; 222. a master cylinder; 2221. a connection part; 22211. connecting the matching holes; 2222. a first through hole; 223. a first cover; 2231. sealing grooves; 224. a second cover; 2241. a sealing table; 2242. a second through hole; 225. a hose; 23. a mounting base; 231. a first mounting hole; 232. a connection hole; 233. a straight rod; 234. a nut; 200. an auxiliary frame; 300. a knuckle; 301. a second mounting hole; 400. a suspension linkage; 500. strut vibration damper.
Detailed Description
In order that the above objects, features and advantages of the application will be readily understood, a more particular description of the application will be rendered by reference to the appended drawings. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present application. The present application may be embodied in many other forms than described herein and similarly modified by those skilled in the art without departing from the spirit of the application, whereby the application is not limited to the specific embodiments disclosed below.
It will be understood that when an element is referred to as being "mounted" or "disposed" on another element, it can be directly on the other element or intervening elements may also be present. When a component is considered to be "connected" to another component, it can be directly connected to the other component or intervening components may also be present. The terms "vertical", "horizontal", "upper", "lower", "left", "right" and the like are used in the description of the present application for the purpose of illustration only and do not represent the only embodiment.
Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature. In the description of the present application, the meaning of "plurality" means at least two, for example, two, three, etc., unless specifically defined otherwise.
In the present application, unless expressly stated or limited otherwise, a first feature "up" or "down" on a second feature may be that the first feature is in direct contact with the second feature, or that the first feature and the second feature are in indirect contact through intermedial media. Moreover, a first feature being "above," "over" and "on" a second feature may be a first feature being directly above or obliquely above the second feature, or simply indicating that the first feature is higher in level than the second feature. The first feature being "under", "below" and "beneath" the second feature may be the first feature being directly under or obliquely under the second feature, or simply indicating that the first feature is less level than the second feature.
Unless defined otherwise, all technical and scientific terms used in the specification of the present application have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used in the description of the application herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. The term "and/or" as used in the description of the present application includes any and all combinations of one or more of the associated listed items.
Referring to fig. 1, an anti-roll device 100 according to an embodiment of the present application includes a stabilizer bar 10 and an adjusting mechanism 20, the adjusting mechanism 20 includes a link assembly 21 and a cylinder 22, the cylinder 22 is fixedly disposed with respect to the stabilizer bar 10, one end of the link assembly 21 is movably connected to the stabilizer bar 10, the other end of the link assembly 21 is telescopically connected to the cylinder 22, and an installation position of the link assembly 21 on the cylinder 22 can be adjusted, so that a working length of the link assembly 21 is lengthened or shortened. The working length of the connecting rod assembly 21 refers to the length of the connecting rod assembly 21 located outside the cylinder 22.
It will be appreciated that after the cylinder 22 is fixedly disposed with respect to the stabilizer bar 10, the connecting rod assembly 21 connected between the stabilizer bar 10 and the cylinder 22 can change the working length of the connecting rod assembly 21 by adjusting the mounting position on the cylinder 22, so that the connecting rod assembly 21 becomes "hard" or "soft" and the rigidity of the connecting rod assembly 21 becomes larger or smaller. That is, when the working length of the link assembly 21 becomes short, the link assembly 21 becomes "hard", making the equivalent rigidity of the anti-roll device 100 large; as the working length of the link assembly 21 becomes longer, the link assembly 21 becomes "soft" and the equivalent stiffness of the anti-roll device 100 becomes smaller. Wherein the rigidity of the link assembly 21 refers to the ability of the link assembly 21 to resist elastic deformation under load, and the equivalent rigidity of the anti-roll device 100 refers to the rigidity of the stabilizer bar 10 and the rigidity of the adjustment mechanism 20 superimposed. In the present application, it is apparent to those skilled in the art that the rigidity of the link assembly 21 is changed by adjusting the working length of the link assembly 21.
Since the rigidity of the link assembly 21 can be adjusted, the equivalent rigidity of the anti-roll device 100 can be changed accordingly, so that the automobile can meet different road conditions to the greatest extent. For example, when the automobile turns, the working length of the connecting rod assembly 21 is reduced, the rigidity of the connecting rod assembly 21 is improved, the anti-roll device 100 is improved in the ability to resist roll, and the steering stability of the automobile is ensured; when the automobile runs on an uneven road surface, the working length of the connecting rod assembly 21 is increased, the rigidity of the connecting rod assembly 21 is reduced, the riding comfort of passengers is prevented from being influenced due to vibration of the automobile body, the smoothness of the automobile is ensured, and finally the operation stability and smoothness of the automobile are balanced, so that various use conditions are met.
As shown in fig. 1 and 5, in the present embodiment, the shape of the stabilizer bar 10 is curved so that the stabilizer bar 10 is adapted to the mounting arrangement on the automobile. The stabilizer bar 10 may be regarded as an elastic element, and when the vehicle is tilted, the stabilizer bar 10 is twisted under the driving of the link assembly 21, and the stabilizer bar 10 generates a moment for returning to a steady state, so that the vehicle returns to the steady state.
As shown in fig. 8 and 9, in one embodiment, two mounting brackets 11 are provided on one stabilizer bar 10, and the two mounting brackets 11 are provided on the stabilizer bar 10 at intervals and fixedly connected with the sub-frame 200, so that the sub-frame 200 serves as a mounting carrier for the stabilizer bar 10.
In other embodiments, the stabilizer bar 10 may be fixedly mounted to the vehicle body.
In one embodiment, the number of the adjusting mechanisms 20 is two, the two adjusting mechanisms 20 are disposed at two ends of the stabilizer bar 10 and are respectively connected with corresponding ends of the stabilizer bar 10, and the two link assemblies 21 are connected at two ends of the stabilizer bar 10 to facilitate force transmission. When the automobile turns or runs on an uneven road, the adjusting mechanisms 20 positioned at the two ends of the stabilizer bar 10 synchronously act according to the corresponding road conditions, and the working length of the connecting rod assembly 21 is adjusted so as to change the equivalent rigidity of the anti-roll device 100, so that the automobile adapts to different road conditions, and the operation stability and smoothness of the automobile are balanced.
As shown in fig. 2, 3 and 4, in one embodiment, the link assembly 21 includes a first link 211 and a second link 212, and the first link 211 is movably connected with the second link 212. Wherein, the first connecting rod 211 is connected with the stabilizer bar 10, the second connecting rod 212 is telescopically connected with the cylinder 22, so that the connecting rod assembly 21 can adjust the installation position on the cylinder 22 through the second connecting rod 212, and the working length of the connecting rod assembly 21 is changed. The connecting rod assembly 21 can be adjusted at any mounting position relative to the cylinder 22 within the range of the length of the second connecting rod 212, and the purpose of infinitely adjusting the equivalent roll stiffness of the anti-roll device 100 is achieved. The first connecting rod 211 is a two-force rod structure and is used for transmitting tensile force or pressure force, and the installation position of the second connecting rod 212 is dynamically adjusted according to the using condition of the automobile.
In the present embodiment, the number of links in the link assembly 21 is two, and the working length of the link assembly 21 is the sum of the length of the first link 211 and the length of the second link 212 located outside the cylinder 22. In other embodiments, the link assembly 21 may include three links, four links, or the like, with the adjacent two links being rotatably connected.
In an embodiment, the first ball and the first ball connecting seat form a first ball 213, and the first ball 213 is a spherical transmission kinematic pair mechanism for moving the first link 211 and the second link 212, so that the first link 211 and the second link 212 can rotate at multiple angles. Specifically, one of the first link 211 and the second link 212 is provided with a first sphere, the other one is provided with a first sphere connecting seat, and the first sphere is movably mounted on the first sphere connecting seat, so that the first link 211 is movably connected with the second link 212, thereby realizing the movable connection between the first link 211 and the second link 212.
As shown in fig. 1, in the present embodiment, a connecting shaft 214 is disposed at one end of the connecting rod assembly 21 near the stabilizer bar 10, an external thread is formed on the outer peripheral wall of the connecting shaft 214, a threaded hole 12 is correspondingly disposed at two ends of the stabilizer bar 10, the threaded hole 12 is in threaded connection with the connecting shaft 214, so that the stabilizer bar 10 and the connecting rod assembly 21 are connected, and the two adjusting mechanisms 20 are respectively connected with corresponding ends of the stabilizer bar 10.
Further, a second ball 215 is formed between the connection shaft 214 and the first link 211, the second ball 215 is a kinematic pair mechanism of the first link 211 and the connection shaft 214, and the first link 211 can rotate relative to the connection shaft 214 through the second ball 215.
In other embodiments, one of the stabilizer bar 10 and the link assembly 21 is provided with a second ball (not shown), and the other is provided with a second ball connecting seat (not shown), on which the second ball is movably mounted, forming a ball head structure, so that the link assembly 21 can rotate at multiple angles relative to the stabilizer bar 10, thereby realizing the movable connection between the link assembly 21 and the stabilizer bar 10. Specifically, the first link 211 and the stabilizer bar 10 are connected by a ball structure, and the second link 212 is used to connect the cylinder 22.
In one embodiment, the cylinder 22 is internally formed with a chamber, a piston 221 is disposed within the cylinder 22 and is in interference fit with the inner wall of the cylinder 22, and the piston 221 is capable of sliding relative to the inner wall of the cylinder 22. And the piston 221 is fixedly mounted on the second connecting rod 212 and is slidably connected with the cylinder 22, and the second connecting rod 212 is at least partially positioned in the cylinder 22, so that the piston 221 can drive the second connecting rod 212 to adjust the mounting position on the cylinder 22 when moving, thereby adjusting the working length of the connecting rod assembly 21.
In an embodiment, a first closed chamber and a second closed chamber are formed in the cylinder 22, the first closed chamber is independently disposed relative to the second closed chamber, and the first closed chamber and the second closed chamber are formed by a piston 221 separating the chambers in the cylinder 22. The piston 221 is provided with a communication hole (not shown), and the first closed chamber can be communicated with the second closed chamber through the communication hole, so that the piston 221 can slide smoothly in the cylinder 22. Wherein, the first airtight chamber is located at an end far away from the connecting rod assembly 21, the second airtight chamber is located at an end near the connecting rod assembly 21, the second connecting rod 212 passes through the second airtight chamber and is fixed with the piston 221, and the piston 221 is located at an end of the second connecting rod 212. The piston 221 can achieve position adjustment and compression stiffness adjustment according to a pressure difference between the first closed chamber and the second closed chamber.
As shown in fig. 1, 2, 3 and 6, in one embodiment, the cylinder 22 includes a main cylinder 222, a first cover 223 and a second cover 224, the main cylinder 222 is manufactured by casting, the inside is hollow, and the first cover 223 and the second cover 224 are respectively covered at two ends of the main cylinder 222, so that the first cover 223 and the second cover 224 are respectively connected with the main cylinder 222 in a sealing manner. The second connecting rod 212 is disposed through the second cover 224.
As shown in fig. 6, in an embodiment, the first cover 223 is provided with a sealing groove 2231, the sealing groove 2231 has an annular groove structure, and a port of the master cylinder 222 can be in sealing fit with a groove wall of the sealing groove 2231, so as to seal and install an upper end of the master cylinder 222. The first cover 223 and the piston 221 cooperate to form a first closed chamber.
As shown in fig. 6, in an embodiment, the second cover 224 is protruded toward the inner portion of the cylinder 22 and formed with a sealing stage 2241, and the sealing stage 2241 has an annular protruded structure so as to seal-assemble the lower end of the master cylinder 222, thereby forming a second airtight chamber. Wherein, the middle of the sealing platform 2241 is provided with a second through hole 2242, and the second connecting rod 212 can pass through the second through hole 2242 and extend into the master cylinder 222.
In an embodiment, the adjusting mechanism 20 further includes a driver (not shown) that is communicated with the first airtight chamber through a hose 225, and the driver can dynamically adjust the pressure of the first airtight chamber according to the usage condition of the automobile, so as to generate a pressure difference between the first airtight chamber and the second airtight chamber, so as to drive the piston 221 to move in the cylinder 22, adjust the length of the second connecting rod 212 located in the cylinder 22, adjust the working length of the connecting rod assembly 21, change the included angle formed between the first connecting rod 211 and the second connecting rod 212, and adjust the hardness degree of the connecting rod assembly 21, thereby achieving the purpose of adjusting the equivalent stiffness of the anti-roll device 100.
In this embodiment, the driver is configured as a hydraulic pump that generates a hydraulic pressure difference between the first and second closed chambers, thereby driving the piston 221 to move and thus controlling the working length of the adjusting link assembly 21. As shown in fig. 6, the master cylinder 222 is provided with a first through hole 2222, the first through hole 2222 is communicated with the first closed chamber, and the first through hole 2222 is connected with the hydraulic pump after being communicated with the hose 225, that is, the first closed chamber is connected with the hydraulic pump through the hose 225, and the pump body pressure of the hydraulic pump is dynamically adjusted according to the working condition requirement of the whole vehicle, so as to play a role in dynamically adjusting the hydraulic pressure.
In other embodiments, the driver may be an air pump, which drives the piston 221 to move by the air pressure difference, which is not described herein.
In an embodiment, the first and second closed chambers are filled with electromagnetic liquid, the electromagnetic liquid flows between the first and second closed chambers through the communication hole of the piston 221, and the actuator can control the displacement of the piston 221 in the cylinder 22 by controlling the volume of the electromagnetic liquid in the first closed chamber through the hose 225. Wherein, the magnetic field in the region of the electromagnetic liquid can be adjusted, the electromagnetic liquid can change the viscosity degree of the electromagnetic liquid along with the change of the magnetic field, thereby changing the damping force when the piston 221 moves, and achieving the purpose of changing the rigidity of the mounting point between the connecting rod assembly 21 and the cylinder 22.
In other embodiments, the first and second closed chambers may be filled with a non-magnetic liquid.
In one embodiment, as shown in fig. 7, the adjusting mechanism 20 further includes a mounting base 23, where the mounting base 23 is formed by forging, and has high rigidity and is used for fixedly mounting the cylinder 22. The mounting seat 23 is provided with a first mounting hole 231, and the mounting seat 23 is also provided with connecting holes 232, wherein the connecting holes 232 are arranged at intervals along the circumferential direction of the first mounting hole 231. As shown in fig. 6, the outer wall portion of the master cylinder 222 protrudes outward and is formed with a connection portion 2221, the connection portion 2221 is provided with connection fitting holes 22211, and the connection fitting holes 22211 are arranged at intervals in the circumferential direction of the master cylinder 222. When the mount 23 is mounted on the cylinder 22, the master cylinder 222 is positioned in the first mounting hole 231, and the mount 23 is abutted against the connection portion 2221 and fixedly connected with the connection member penetrating through the connection hole 232 and the connection fitting hole 22211. The connecting piece can be a bolt, a rivet and the like.
As shown in fig. 7, 9 and 10, in the present embodiment, a straight rod 233 is formed on the mounting seat 23, and a second mounting hole 301 is correspondingly formed on the knuckle 300, and the straight rod 233 can pass through the second mounting hole 301 and be fixed by a nut 234, so as to achieve the fixed connection between the mounting seat 23 and the knuckle 300, so that the cylinder 22 is fixedly mounted on the knuckle 300 through the mounting seat 23. The knuckle 300 is a support structure that constitutes a brake assembly for connection to the wheels of a vehicle.
Without limitation, in other embodiments, the cylinder 22 may be secured to a swing arm or a vehicle body, without limitation.
The application also provides an automobile comprising the anti-roll device 100.
As shown in fig. 10 and 11, the automobile further includes a subframe 200, a knuckle 300, a suspension bar system 400, and a strut damper 500. Suspension system 400 is a force, moment, motion, vibration transmission mechanism and a guiding mechanism for transmitting road forces and moments, and is connected to knuckle 300. The strut damper 500 is connected to the suspension train 400, and is located between the suspension train 400 and the vehicle body for cushioning and damping. The anti-roll stiffness of the vehicle is provided by both the anti-roll device 100 and the strut damper 500, wherein the stiffness provided by the anti-roll device 100 is adjustable and the stiffness provided by the strut damper 500 is fixed.
In one embodiment, the automobile is further provided with a control unit (not shown) and a sensing unit (not shown), and the driver and the sensing unit are respectively connected with the control unit in a signal manner. The sensing unit is composed of a plurality of sensors distributed on the automobile, the sensing unit can collect real-time working condition data of the automobile and generate feedback signals, the control unit can judge and decide according to the feedback signals generated by the sensing unit so as to control the driver to adjust the working length of the connecting rod assembly 21, the connecting rod assembly 21 connected to the two ends of the stabilizer bar 10 is enabled to change rigidity, and the equivalent rigidity of the anti-roll device 100 is adjusted so as to adapt to the current automobile condition.
In the present embodiment, the sensing unit includes a steering wheel sensor, a yaw rate sensor, a pitch rate sensor, a roll rate sensor, a left side impact sensor, a right side impact sensor, and a wheel sensor. Of course, in other embodiments, the sensing unit is not limited to or made up of the above-described sensors. It should be noted that the feedback signal generated by the sensing unit is not limited to the working condition data directly collected by the sensor, but also includes the data calculated by the plurality of sensors.
In an embodiment, the number of stabilizer bars 10 in the automobile is two, the two stabilizer bars 10 are respectively arranged between front wheels and rear wheels of the automobile, two ends of each stabilizer bar 10 are connected with adjusting mechanisms 20, drivers in each adjusting mechanism 20 are in signal connection with a control unit, and each driver can independently work under the control of the control unit so as to drive a corresponding connecting rod assembly 21 to change the working length according to the current requirement.
On the basis of this construction, the function of the vehicle can be further extended by individually controlling the actuator in each adjustment mechanism 20 to actuate the linkage assembly 21 to change the working length. In this embodiment, when the vehicle body needs to be lifted, the driver lengthens the working length of the link assembly 21 under the control of the control unit, and the elongated link assembly 21 can provide power for the vehicle body to support the vehicle body, so as to achieve the purpose of lifting the vehicle body on the corresponding side of the link assembly 21.
Specifically, when the side collision lifting function is realized, the control unit receives a vehicle speed signal and a VCU (vehicle control unit) side collision pre-tightening signal, adjusts the working length of the connecting rod assembly 21 positioned at one side of the vehicle body according to actual requirements, and lifts the vehicle body at one side; when the emergency braking anti-nodding function is realized, the control unit receives a braking signal, a vehicle speed signal and a vehicle body pitching angle signal, and simultaneously reversely controls the left and right front connecting rod assemblies 21 and the left and right rear connecting rod assemblies 21; when the rapid acceleration anti-pitching function is realized, the control unit receives an electric door pedal signal, a vehicle speed signal and a vehicle body pitching angle signal, and simultaneously reversely controls the left and right connecting rod assemblies 21 and the left and right rear connecting rod assemblies 21; when the steady-state turning anti-roll function is realized, the control unit receives a steering signal, a vehicle speed signal and a vehicle body roll angle signal, and simultaneously reversely controls the left front/left rear link assembly 21 and the right front/right rear link assembly 21; when the function of stabilizing the vehicle body through rapid lane changing is realized, the control unit receives steering signals, vehicle speed signals, vehicle body side-tipping angle signals and yaw rate signals, and independently controls the four connecting rod assemblies 21 to dynamically distribute front and rear axle load transfer and control the vehicle body stability; when the vehicle is in the off-road escape mode, the control unit receives a vehicle speed signal, a vehicle body side-tipping angle signal and the like, reduces the length of the connecting rod assembly 21 at the skidding wheel and increases the contact pressure of the wheels and the ground; when the height of the vehicle is adjusted, the control unit does not need to receive signals of the sensing unit, the signals can be manually selected by a user, the control unit can receive instructions of the user, the height of the vehicle is raised, the ground clearance is improved, and the trafficability of the vehicle is improved; when the automobile dancing function is realized, the control unit does not need to receive signals of the sensing unit, a user sends instructions to the control unit, the dynamic change of the automobile height is demonstrated in situ, the automobile dancing function is realized by the aid of the automobile dancing function, the automobile dancing function comprises the following steps of lifting, synchronous lowering, single-shaft or single-side lifting, and the automobile dancing function is realized by matching with the functions of automatic opening and closing of automobile lights and doors.
The technical features of the above-described embodiments may be arbitrarily combined, and all possible combinations of the technical features in the above-described embodiments are not described for brevity of description, however, as long as there is no contradiction between the combinations of the technical features, they should be considered as the scope of the description.
The above examples illustrate only a few embodiments of the application, which are described in detail and are not to be construed as limiting the scope of the claims. It should be noted that it will be apparent to those skilled in the art that several variations and modifications can be made without departing from the spirit of the application, which are all within the scope of the application. Accordingly, the scope of the application should be determined from the following claims.

Claims (10)

1. An anti-roll device, characterized in that the anti-roll device (100) comprises:
a stabilizer bar (10);
the adjusting mechanism (20) comprises a cylinder body (22) and a connecting rod assembly (21), wherein the cylinder body (22) is fixedly arranged relative to the stabilizer bar (10), one end of the connecting rod assembly (21) is movably connected with the stabilizer bar (10), the other end of the connecting rod assembly (21) is telescopically connected with the cylinder body (22), and the installation position of the connecting rod assembly (21) on the cylinder body (22) can be adjusted.
2. The anti-roll device according to claim 1, characterized in that the link assembly (21) comprises a first link (211) and a second link (212), the second link (212) being movably connected to the first link (211);
wherein the first connecting rod (211) is connected with the stabilizer bar (10), and the second connecting rod (212) is telescopically connected with the cylinder body (22).
3. The anti-roll device according to claim 2, characterized in that one of the first link (211) and the second link (212) is provided with a first sphere and the other one is provided with a first sphere connection seat, on which the first sphere is movably mounted, so that the first link (211) is movably connected with the second link (212).
4. The anti-roll device according to claim 2, characterized in that the adjustment mechanism (20) further comprises a piston (221), the piston (221) being fixedly mounted on the second connecting rod (212) and being slidingly connected with the cylinder (22).
5. The anti-roll device according to claim 4, characterized in that a first closed chamber and a second closed chamber are formed in the cylinder (22), the first closed chamber being provided independently of the second closed chamber;
the piston (221) is provided with a communication hole, and the first closed chamber can be communicated with the second closed chamber through the communication hole.
6. The anti-roll device according to claim 5, characterized in that the adjustment mechanism (20) further comprises a driver in communication with the first closed chamber for driving the piston (221) to move inside the cylinder (22) and varying the angle formed between the first link (211) and the second link (212).
7. The anti-roll device according to claim 6, characterized in that the first and second closed chambers are filled with an electromagnetic liquid, and the actuator is able to control the movement of the piston (221) inside the cylinder (22) by controlling the volume of electromagnetic liquid inside the first closed chamber;
wherein the magnetic field in the region of the electromagnetic liquid can be adjusted.
8. The anti-roll device according to claim 5, characterized in that the cylinder (22) comprises a first cover (223) and a second cover (224), the first cover (223) and the piston (221) cooperating to form the first closed chamber, the second cover (224) and the piston (221) cooperating to form the second closed chamber.
9. An automobile, characterized by comprising an anti-roll device (100) according to any one of claims 1-8.
10. The automobile according to claim 9, further comprising a control unit and a sensing unit, wherein the control unit is respectively in signal connection with the sensing unit and the adjusting mechanism (20), the sensing unit is capable of collecting real-time working condition data of the automobile and generating a feedback signal, and the control unit is capable of adjusting the mounting position of the connecting rod assembly (21) on the cylinder (22) according to the feedback signal.
CN202310997401.8A 2023-08-09 2023-08-09 Anti-roll device and automobile Pending CN117141181A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202310997401.8A CN117141181A (en) 2023-08-09 2023-08-09 Anti-roll device and automobile

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202310997401.8A CN117141181A (en) 2023-08-09 2023-08-09 Anti-roll device and automobile

Publications (1)

Publication Number Publication Date
CN117141181A true CN117141181A (en) 2023-12-01

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
CN202310997401.8A Pending CN117141181A (en) 2023-08-09 2023-08-09 Anti-roll device and automobile

Country Status (1)

Country Link
CN (1) CN117141181A (en)

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