CN118877110A - Anti-dumping suspension structure, vehicle and control method - Google Patents

Abstract

The invention discloses an anti-toppling suspension structure, a vehicle and a control method, which belong to the technical field of new energy light vehicles, wherein the anti-toppling suspension structure comprises a frame, a lower swing arm and an upper swing arm, wherein the lower swing arm is of a triangular structure, the upper swing arm is of a connecting rod structure, the inner sides of the upper swing arm and the lower swing arm are respectively connected with the frame in a rotating connection mode through a horizontally arranged sliding pipe column structure, the outer ends of the upper swing arm and the lower swing arm are respectively connected with a steering seat through a horizontally arranged ball head structure, a quadrilateral swing structure is constructed when seen from the front, one side of the steering seat is provided with a steering pull rod, the outer end of the steering pull rod is connected with the steering seat through a horizontally arranged ball head structure, the inner end of the steering pull rod is connected with a middle transverse pull rod through a ball head structure, and the middle transverse pull rod is connected with a steering device of the vehicle.

Description

Anti-dumping suspension structure, vehicle and control method

Technical Field

The present invention relates to the technical field of new energy light vehicles, and in particular to an anti-dumping suspension structure, a vehicle and a control method.

Background Art

At present, there is a kind of tiltable suspension vehicle on the market, which is a three-wheeled vehicle with a left and right front wheel and a rear wheel, the two front wheels have steering functions, and the rear wheel has a driving function. With the above structure, in complex terrain environments, the stability and safety of the vehicle are better than those of two-wheeled vehicles, especially when turning, the tire grip is stronger than that of two-wheeled vehicles. Compared with four-wheeled motorcycles, the vehicle has a simpler structure and lower cost, and has the characteristics of stable driving and convenient parking, and is particularly suitable for passing through narrow and crowded road conditions in cities.

In order to improve vehicle control and reduce vehicle rollover, the existing inverted three-wheel front suspension mechanism has complex structure, unreasonable joint connection, large space occupation and the vehicle is prone to loss of control under extreme conditions (such as high-speed driving, large-angle high-speed cornering, uneven ground or high load conditions).

Summary of the invention

The object of the present invention is to provide an anti-dumping suspension structure, a vehicle and a control method, so as to optimize the suspension structure, improve the driving stability of the vehicle, and improve its controllability under extreme conditions.

In order to achieve the above object, the technical solution of the present invention is as follows:

An anti-dumping suspension structure comprises a vehicle frame, a lower swing arm and an upper swing arm, wherein the lower swing arm is a triangular structure, and the upper swing arm is a connecting rod structure. The inner sides of the upper swing arm and the lower swing arm are connected to the vehicle frame through a horizontally arranged sliding column structure, and the outer ends of the upper swing arm and the lower swing arm are connected to a steering seat through a horizontally arranged ball head structure, so as to form a quadrilateral swing structure when viewed from the front.

A steering tie rod is arranged on one side of the steering seat, the outer end of the steering tie rod is connected to the steering seat through a horizontally arranged ball head structure, the inner end of the steering tie rod is connected to a middle cross tie rod through a ball head structure, and the middle cross tie rod is connected to the steering gear of the vehicle;

A leaf spring is arranged between the lower swing arm and the upper swing arm, the middle part of the leaf spring is connected to the vehicle frame, and the outer end of the leaf spring is connected to the inner side of the steering seat through an upright ball head structure.

Furthermore, the center cross tie rod is a horizontal U-shaped structure, the middle part of which is connected to the inner side of the steering tie rod through a ball head structure, and vertically arranged ball head structures are arranged on the outer ends of both sides. Follower arms are arranged on the top of the ball head structures, and the follower arm on one side is connected to the frame through the ball head structure, and the follower arm on the other side is connected to the steering gear.

Furthermore, the steering rod has a length-adjustable structure.

Furthermore, a rotation angle sensor is arranged at the sliding column structure on the inner side of the lower swing arm.

Furthermore, when the quadrilateral swing structure is in an initial state, the connecting line of the rotation points at both ends of the upper swing arm, the connecting line of the corresponding rotation points of the upper swing arm and the lower swing arm sliding tube column at the frame, the connecting line of the rotation points at both ends of the lower swing arm and the connecting line of the rotation points of the upper swing arm and the lower swing arm corresponding to the steering seat construct a trapezoidal structure.

Furthermore, a positioning adjustment mechanism is arranged at the connection between the middle part of the leaf spring and the frame.

Furthermore, the positioning adjustment mechanism includes an upper clamp and a lower clamp, and the upper clamp and the lower clamp hold the leaf spring in a clamping arrangement state. Sliders are provided on both sides of the upper clamp and the lower clamp, and a slide groove cooperating with the slide is arranged on the frame. A structural block is arranged at the outer end of the slide, and a first servo cylinder is arranged on the side of the structural block. The first servo cylinder is used to control the position of the structural block, the slider, the upper clamp, the lower clamp and the leaf spring.

Furthermore, a tilt angle adjustment structure is provided at the sliding column on the inner side of the upper swing arm.

Furthermore, the inclination adjustment mechanism includes a second servo cylinder connected to the middle axis of the upper swing arm sliding column, both ends of the middle axis extend outward, and an upper slide groove cooperating with the middle axis is arranged on the frame, and the second servo cylinder is used to control the position of the middle axis and the upper swing arm at the slide groove.

A control method for an anti-dumping suspension structure, applied to the above-mentioned anti-dumping suspension structure, comprises:

The positions of the upper clamping plate and the lower clamping plate at the leaf spring are controlled by a position adjustment mechanism, and a plurality of travel positions are set at a distance from the center of the frame, and the travel position points correspond to A1, A2, A3, A4 and A5;

The position of the middle axis at the upper slide groove is controlled by the inclination adjustment mechanism, and a plurality of travel positions are set at a distance from the center of the frame, and the travel position points correspond to B1, B2, B3 and B4;

In the initial state, the position control stroke of the positioning adjustment mechanism is point A1, and the position control stroke of the inclination adjustment mechanism is point B4;

The rotation angle value of the lower swing arm is obtained by a rotation angle sensor, and the load value of the vehicle is calculated by corresponding the rotation angle value to the table value;

If the load value of the vehicle is greater than the set value, the control stroke of the positioning adjustment mechanism is set to A2 or outside of A2;

The real-time speed value and the real-time steering angle value of the current vehicle are obtained through the vehicle electronic control unit; the real-time speed value is converted into a real-time speed reference value through a table value corresponding method, and the steering angle value is converted into a steering angle reference value through a table value corresponding method; if the product value of the real-time speed reference value and the steering angle reference value is greater than a set value, the control stroke of the locking adjustment mechanism is A3 or the outer side of A3, and the control stroke of the tilt adjustment mechanism is B2 or the inner side of B2;

After the above control, the corresponding rotation angle value is obtained by the rotation angle sensor of the lower sliding column on the left and right sides, and the real-time roll angle value of the current vehicle is obtained in combination with the feedback value of the vertical angle sensor at the frame; if the real-time roll angle value is greater than the set value, the control stroke of the positioning adjustment mechanism on the outside of the turn is A4 or the outside of A4, and the control stroke of the tilt adjustment mechanism on the outside of the roll is B3 or the inside of B3.

Furthermore, in the initial state, by providing the driver with options including comfort or sport, if the driver selects the comfort option, the original travel position point is retained; if the driver selects the sport option, the positioning adjustment mechanism is controlled to have a travel of A2 or the outside of A2, and the tilt adjustment mechanism is controlled to have a travel of B3 or the inside of B3.

Compared with the existing technology, this solution has the following advantages:

The present invention provides an anti-dumping suspension structure, wherein the main body is a quadrilateral swinging structure composed of an upper swing arm, a lower swing arm, a steering seat and a frame structure. Specifically, in the initial state, a trapezoidal structure is constructed. The structure is aimed at the suspension of the front two wheels of a tricycle structure, and can increase the contact area between the wheels and the ground when the wheels are traveling and turning, and control the wheels to have a certain camber angle under high load conditions, thereby improving the driving stability of the vehicle and reducing the occurrence of rollover.

The upper and lower swing arms are connected to the steering seat through a horizontally arranged ball head structure, which is easy to install and maintain and flexible and reliable to use. The lower swing arm can increase the ground clearance and reduce the occurrence of bottoming.

The main body of the shock absorbing structure of the present invention is implemented by a leaf spring. By arranging the leaf spring between the upper swing arm and the lower swing arm, the structural complexity of the suspension can be greatly reduced, making the structure more streamlined and efficient, reducing the encroachment of the complex suspension structure on the vehicle body space, improving the space utilization rate of the vehicle, and reducing the unsprung mass of the suspension, making the suspension simple and efficient, and improving the flexibility and maneuverability of the vehicle.

The leaf spring is connected to the middle of the frame through a positioning adjustment mechanism, and the single-side connection point is independently adjusted through the positioning adjustment mechanism. Therefore, according to the characteristics of the leaf spring itself, the leaf spring travel and elastic support force are controlled through the positioning adjustment mechanism, so the load-bearing wheel can be controlled to reduce the roll, thereby improving the maneuverability of the vehicle, and in extreme cases, the support force can be increased to reduce the roll.

The leaf spring controls the leaf spring travel and elastic support force through the positioning adjustment mechanism, which can adjust the vehicle operation mode, the suspension hardness and the total travel height, thus improving driving pleasure and controllability.

By arranging the inclination adjustment mechanism at the upper swing arm sliding column, the wheel inclination can be adjusted in extreme cases. Specifically, the high-load wheel can be moderately adjusted to "outward eight" roll, so the horizontal angle of the ground contact point at the lower end of the wheel can be increased, the lateral support force can be increased, and the force on the wheel can be made more directional, thereby improving the stability of the vehicle in extreme cases and reducing the occurrence of roll.

The present invention provides a control method for an anti-dump suspension structure. The main body adopts a positioning adjustment mechanism and an inclination adjustment mechanism to implement control of a leaf spring and an upper swing arm, thereby achieving control of the supporting force of the leaf spring and the corresponding vehicle inclination angle, so as to improve the stability and maneuverability of the vehicle under extreme conditions. Specifically, under the control and coordination of the vehicle electronic control unit ECU, targeted adjustment and control are performed by obtaining the vehicle's load value, speed value, turning angle value and roll angle value, and specifically implementing different travel control under driving conditions, thereby achieving adjustment operations to prevent roll and improve vehicle controllability.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is an overall schematic diagram of a suspension structure of a preferred embodiment.

Figure 2 is a schematic diagram of the front structure of the front wheel suspension.

FIG. 3 is a schematic diagram of the structure of a single-sided front wheel suspension.

FIG. 4 is a schematic diagram of the suspension structure of the front wheel.

FIG. 5 is a schematic diagram of the adjustment structure of the front wheel suspension.

Figure 6 is a front structural diagram of the adjustment of the front wheel suspension.

FIG. 7 is a schematic diagram of the single-side suspension structure in the initial state.

FIG8 is a schematic diagram of the lateral force of the wheel in the tilt angle control and upright state.

FIG. 9 is a schematic diagram of a single-sided suspension structure when the wheel is in a high-travel state.

FIG10 is a comparison diagram of the suspension structure in the tilt angle control state.

Figure 11 is a diagram showing the arrangement of control stroke position points.

DETAILED DESCRIPTION

The original intention of this scheme is to provide a suspension structure that can be applied to new energy vehicles. This type of vehicle has a light structure, is easy to use, has low energy consumption, meets the basic conditions of green environmental protection, and is particularly suitable for single or double-passenger urban road use. At present, this type of vehicle is widely used in many countries and regions (such as many European countries). The suspension structure of this scheme is committed to improving the driving stability of this type of vehicle, reducing its tipping, etc., and achieving better controllability than traditional vehicles, and achieving driving controllability and stability under extreme conditions.

Referring to FIG. 1 , some embodiments of the present solution are applied to a vehicle, in particular, a light three-wheeled vehicle, including a left front wheel 12 and a right front wheel 11. The left front wheel 12 and the right front wheel 11 are arranged in a symmetrical structure. The rear wheel 13 is arranged directly behind the vehicle. The left front wheel 12, the right front wheel 11 and the rear wheel 13 rely on the suspension structure and the frame 10 to form an overall structure, wherein the left front wheel 12 and the right front wheel 11 implement the load-bearing and steering structure, and the rear wheel 13 implements the load-bearing and driving structure. When applied to new energy vehicles, the battery and other structures of the new energy vehicle can be arranged on the frame, and implemented through the wheel hub motor structure of the rear wheel 13. A steering gear 14 is arranged in the middle of the frame 10, and the operator implements the steering function of the left front wheel 12 and the right front wheel 11 through it.

Referring to FIGS. 2 to 6 , an anti-dumping suspension structure includes a lower swing arm 21 and an upper swing arm 22. The lower swing arm 21 is a triangular structure, and the upper swing arm 22 is a connecting rod structure. The inner side of the lower swing arm 21 is connected to the vehicle frame 10 through a horizontally arranged lower sliding column 211, and the inner side of the upper swing arm 22 is connected to the vehicle frame 10 through a horizontally arranged upper sliding column 221. The outer ends of the lower swing arm 21 and the upper swing arm 22 are connected to the steering seat 23 through a horizontally arranged ball head structure, so that a quadrilateral swing structure is formed when viewed from the front.

To be precise, in the initial state (specifically when the vehicle is properly loaded, the vehicle is on a horizontal road surface, and the lower swing arm 21 is in a horizontal arrangement state), referring to Figure 6, the line S1 connecting the rotation points at both ends of the upper swing arm 22, the line S2 connecting the upper sliding column 221 and the lower sliding column 211 at the frame 10, the line S3 connecting the rotation points at both ends of the lower swing arm 21, and the line S4 connecting the rotation points of the upper swing arm 22 and the lower swing arm 21 corresponding to the steering seat 23, these four lines construct a trapezoidal structure, wherein the length of S1 is less than S2, and wherein the angle formed by S4 and S3 and the angle formed by S2 and S3 are both less than 90°, and the angle formed by S4 and S3 is greater than the angle formed by S2 and S3.

The steering seat 23 is used to install wheels 26 and other related equipment, such as brake components and speed sensors. A steering rod 30 is arranged on one side of the steering seat 23. The outer end of the steering rod 30 is connected to the steering seat 23 through a horizontally arranged ball head structure. The steering seat 23 is rotated around the outer ball heads of the upper swing arm 22 and the lower swing arm 21 through the steering rod 33 to achieve vehicle turning control. In actual work, the turning angle of the steering seat 23 is controlled and maintained through the steering rod 30, the lower swing arm 21 with a triangular structure realizes lateral and longitudinal support forces, and the upper swing arm 22 realizes lateral support forces, so that the entire steering seat 23 has good structural properties and flexibility, and can be adapted to the application of light vehicles.

In order to improve the handling of the vehicle, the downward extension line of the connection line S4 passes through the position near the center of the contact point between the wheel 26 and the ground. Therefore, when the wheel 26 performs a steering operation, the center point of its rotation matches the continuous S4, thereby greatly reducing the difficulty of the vehicle turning. When the wheel 26 is turning, the steering mechanism does not need to additionally drive the deviation of the vehicle body, which can reduce the load of the steering mechanism, improve its stability and life, and reduce the reverse pull on the steering mechanism when the wheel rotates, and reduce the interference between the left and right wheels caused by this, so as to improve the turning stability of the vehicle.

The steering rod 30 has an adjustable length structure, and its main body is a three-section structure, in which the middle section is a screw structure, and the inner and outer sections are internal thread structures. Therefore, rotating the middle section can adjust the distance relationship between the inner and outer sections, thereby adjusting the length of the steering rod 30. When necessary, fastening nuts are arranged at the inner and outer sections to ensure that the fastening operation is implemented after adjustment to prevent it from sliding after continuous work. Through the adjustable length structure of the steering rod 30, the constraint angles of the left front wheel 12 and the right front wheel 11 can be achieved, ensuring the stability of the vehicle's driving, and achieving its straight-line driving and vehicle return operations after turning.

The inner end of the steering rod 30 is connected to the middle transverse rod 31 through a ball head structure, and the middle transverse rod 31 is connected to the steering gear 14 of the vehicle. The middle transverse rod 31 is a horizontal U-shaped structure, and its middle part is connected to the inner side of the steering rod 30 through a horizontally arranged ball head structure, and its two outer ends are arranged with vertically arranged ball head structures. The top of the ball head structure is arranged with a follower arm 32, and the follower arm 32 on one side is connected to the frame 10 through the ball head structure, and the follower arm 32 on the other side is connected to the steering gear 14. When the operator turns the steering wheel 14, it drives the center tie rod 31 to swing within the rotation range of the two follower arms 32 through the connecting rod structure and the follower arm 32, and makes the left and right steering rods 30 drive the corresponding wheels 26 to steer. Since the follower arm 31, the center tie rod 31 and the ball head structure are adopted, when the steering rod 30 drives the wheel 26 to steer, it will not be affected by the up and down height of the wheel suspension, and will not interfere with each other due to the difference in suspension height between the left and right wheels. Therefore, the vehicle has better controllability and can achieve precise control in extreme cases.

A leaf spring 25 is arranged between the lower swing arm 21 and the upper swing arm 22. The leaf spring 25 is a long strip structure. The leaf spring 25 is a composite leaf spring, which is composed of fiber-reinforced composite materials and materials such as polyurethane-based matrix resin, and is manufactured through a layer-by-layer pasting process, which is similar to the manufacturing process of carbon fiber parts. The leaf spring 25 material has excellent corrosion resistance and product life, which is more advantageous than traditional coil springs, and has a lighter weight and occupies less wheel arch space, which is beneficial to the layout of the interior space of the vehicle. At the same time, the durability advantage of the leaf spring 25 is very significant in the vehicle suspension system.

The middle part of the leaf spring 25 is connected to the vehicle frame 10, and the outer end of the leaf spring 25 is connected to the inner side of the steering seat 23 through an upright ball head structure. The rotation center point of the ball head structure is near the connecting line S4. Therefore, when the leaf spring 25 bears the load of the wheel, it can maintain a straight line alignment with the bottom of the wheel in contact with the ground, and will not twist. Therefore, the load balance is achieved during turning, load bearing and various road conditions, and interference caused by the load bearing of the leaf spring 25 can be reduced.

The present solution adopts a vertical ball head structure to connect the leaf spring 25 and the bogie 23. The ball head connecting rod in the ball head can form a slight left and right deflection structure. This structure can accommodate the distance difference caused by the twisting of the leaf spring 25 during the up and down stroke of the wheel 26, so that the load of the entire leaf spring 25 is smoother, which greatly reduces the need for a complex load-bearing plate structure in the traditional leaf spring connection structure.

At the same time, the leaf spring 25 of the present invention is directly connected to the steering seat 23 through a vertical ball head structure, rather than being connected to the lower swing arm or the upper swing arm. Therefore, through such a structure, the load on the ball head at the upper swing arm 22 or the lower swing arm 21 can be reduced, making it more flexible and efficient, and improving the stability and service life of the entire suspension structure.

Judging from the structure of the wheel on one side, a trapezoidal structure is constructed by the four connecting lines S1, S2, S3 and S4. This suspension structure is a type of double wishbone suspension, but it is not a traditional double wishbone suspension structure. The traditional double wishbone suspension is used for vehicles with the aim of ensuring that the contact surface between the tire and the ground is always flat and in maximum contact when the wheel moves up and down. Therefore, the wheel always maintains a large grip in the upward or downward state, thereby improving the vehicle's handling. Therefore, the traditional double wishbone is usually a parallelogram structure, and the upper and lower arms have a structure similar to an equal-length swing.

The above-mentioned traditional double wishbone structure is usually used in automobiles, especially high-performance vehicles. Since the front wheel has a wide size, its ground contact width will exceed 20 cm, so such a design can fully guarantee its contact area. However, in this scheme, it is applied to the design of light vehicles, and its front wheel is usually a wheel structure similar to that of a motorcycle, that is, the outer edge surface of its wheel is similar to an arc structure. If a straight up and down structure is adopted, when turning at a large angle, the wheel tread is prone to distortion, resulting in a decrease in support force, reduced controllability, and accelerated wheel wear. As shown in Figure 8, when the wheels of such vehicles are in a vertical state and receive lateral thrust, the wheel rubber parts are very likely to be twisted, thereby reducing the vehicle's controllability. However, after implementing the inclination control, the wheel is supported obliquely, and its support force and lateral thrust can be offset to a certain extent, so the vehicle's controllability can be improved and the occurrence of roll can be reduced.

Referring to Figures 7, 8 and 9, a trapezoidal structure is adopted in which the length of S1 (corresponding to the upper swing arm 22) is shorter than that of S3 (corresponding to the lower swing arm 21). In the initial state, due to the trapezoidal structure, the wheel 26 can be arranged vertically to the road surface (as shown in Figure 9); when it is in the upward state, it is usually in a high-load, large-angle turn, etc., and the structure can ensure a slight roll of the wheel (as shown in Figure 9), so it can have better supporting force than the vertically arranged structure wheel.

This solution is dedicated to a light, efficient and stable suspension structure, which can achieve driving stability and controllability, and reduce the roll in extreme cases. Specifically, this solution adopts a specific structure of the upper swing arm 22, the lower swing arm 21, the steering seat 23 and the leaf spring 25, which can simplify the structure, reduce the space occupied, and make the vehicle have excellent controllability and stability.

In order to better improve the stability of the vehicle and achieve controllability under extreme conditions, the present solution also has a positioning adjustment mechanism 4 arranged at the connection between the middle part of the leaf spring 25 and the frame 10, and an inclination adjustment mechanism 5 arranged at the upper sliding column 221 on the inner side of the upper swing arm 22.

The clamping adjustment mechanism 4 is used to clamp and adjust the leaf spring 25. The upper clamping plate 41 and the lower clamping plate 42 clamp the leaf spring 25. The upper clamping plate 41 and the lower clamping plate 42 are symmetrical structures. The contact surfaces of the two ends with the leaf spring 25 have arc chamfered structures, which can reduce the wear of the leaf spring 25 on its edge and make the force more balanced. The upper clamping plate 41 and the lower clamping plate 42 can have a self-lubricating coating at the contact surface with the leaf spring 25. The coating can be made of Teflon material to reduce the friction resistance of the upper clamping plate 41 and the lower clamping plate 42 on the surface of the leaf spring 25, so as to make the position adjustment operation more convenient.

Slide blocks 43 extend outwards from both sides of the upper clamping plate 41 and the lower clamping plate 42. A slide groove 44 is arranged on the vehicle frame 10 to cooperate with the slide block 43. The vehicle machine 10 at the slide groove 44 also plays the role of limiting the leaf spring 25 in the front and rear directions. Therefore, at this point, the leaf spring 25 can swing up and down in the vertical direction, but cannot move forward and backward in the horizontal direction. A structural block 45 is arranged at the outer end of the slider 43, and a first servo cylinder 46 is arranged on the side of the structural block 45. The rear end of the first servo cylinder 46 is connected to the vehicle frame 10. Under the control of the controller, the first servo cylinder 46 can be used to control the positional relationship between the structural block 45, the slider 43, the upper clamping plate 41 and the lower clamping plate 42 and the leaf spring 25 within the range of the slide groove 44.

The leaf spring 25 is generally a long strip structure, the middle part of which is fixedly mounted on the vehicle frame 10, and the two ends are connected to the steering seat 23 through ball heads, playing the role of elastic support, that is, the load of the wheel 26 is transmitted to the vehicle frame 10 through the leaf spring 25, or the vehicle's own weight and load are transmitted to the vehicle 26 through the leaf spring 25, so when the vehicle is loaded, moving, turning or on an uneven road, the outer end of the leaf spring 25 will swing up and down;

Although the outer end of the leaf spring 25 can be designed to have a reduced thickness depending on the design, for the sake of simplicity, the elastic force of the leaf spring 25 corresponds to its length. Therefore, under the same load, the longer the length, the greater the swing angle of the outer end, and conversely, the shorter the length, the smaller the swing angle of the outer end.

This solution controls the positional relationship between the upper clamping plate 41 and the lower clamping plate 42 through the first servo cylinder 46, and independently controls the positional relationship of the left and right wheels to achieve elastic control of the leaf springs 25 of the left and right wheels of the vehicle, thereby achieving precise anti-roll control.

The tilt adjustment structure 5 is used to adjust the horizontal position of the upper sliding column 221 on the inner side of the upper swing arm 22. Specifically, the tilt adjustment mechanism 5 includes a first connecting rod 51 rotatably connected to the rotating shaft of the upper sliding column 221, and a second connecting rod 52 is rotatably connected to the frame 10. The rear end of the first connecting rod 51 is rotatably connected to the middle part of the second connecting rod 52.

Both sides of the center axis of the upper sliding column 221 extend outward, and a group of upper sliding grooves 53 are arranged on the frame 10. The center axis is restrained in the upper sliding grooves 53, and a nut structure is arranged at the outer end of the center axis, which can ensure that the upper sliding column 221 can only be operated in translation at the upper sliding grooves 53 without twisting.

A second servo cylinder 54 is rotatably arranged at the outer end of the second connecting rod 52, and the rear end of the second servo cylinder 54 is rotatably connected to the vehicle frame 10, wherein the first connecting rod 51, the second connecting rod 52 (the first connecting rod 51 and the vehicle frame 10 part) and the vehicle frame (the upper sliding column and the second connecting rod 52 rotation point part) form a triangular structure, so such a structure can ensure that the upper sliding column 221 can only perform translational operation under the restriction of the upper slide groove 53. Therefore, under the operation of the second servo cylinder 54, by controlling the position of the outer end of the second connecting rod 52, and then controlling the position of the upper sliding column 221 at the upper slide groove 53 through the first connecting rod 51, the position of the upper swing arm 22 is finally changed to adjust the inclination angle of the wheel 26.

Therefore, this structure can ensure the connection and support function of the entire upper swing arm 22. At the same time, the triangular structure can improve the stability of the entire structure, and the inward or outward load at the upper swing arm 22 can be mainly borne by the connection between the rear end of the second connecting rod 52 and the frame 10. Through the lever-like principle of the second connecting rod 52, the bearing capacity distributed to the second servo cylinder 54 is greatly reduced, so the load of the second servo cylinder 54 can be reduced, and the bearing structure is stable during the inclination adjustment process, and the operation is more precise and controllable.

The inclination angle of the wheel 26 is properly controlled, especially for small tires with small contact areas and arc contact surfaces. When the inclination angle of the wheel 26 is properly increased, the contact point between the vehicle and the ground can be moved outward, the triangular area of the three wheels contacting the ground as a whole can be increased, and the length of the corresponding stress arm can be increased, so the lateral support force can be increased. At the same time, the force acting on the vehicle wheel (especially the rubber tire part) can be made more linear, reducing the phenomenon of the wheel being twisted due to the lateral force, and the center of gravity of the vehicle can be properly lowered, so the lateral support force and stability of the vehicle can be improved. Referring to Figure 10, the green line structure is a state diagram of the wheel after the inclination angle is controlled. From the figure, it can be seen that the structure of the wheel has been adjusted from the original blue solid line to the blue dotted line, its height is properly reduced, the ground contact surface of the wheel is displaced outward, and the wheel (especially the part of the rubber tire contacting the ground) greatly improves the lateral support force and reduces its twisting and deformation.

In order to obtain the actual vehicle posture, especially the height and angular travel of the left and right wheels, a rotation angle sensor is arranged at the lower sliding column 211 on the inner side of the lower control arm 21 on the left and right sides. The angle sensor can be a Hall sensor structure. A vertical angle sensor can be arranged at the frame 10, and the sensor is used to obtain the deflection angle of the frame 10 corresponding to the vertical angle.

The present solution also includes a control method for an anti-dumping suspension structure, which is applied to the above-mentioned anti-dumping suspension structure, including:

Referring to FIG11 , the positions of the upper clamping plate 41 and the lower clamping plate 42 at the leaf spring 25 are controlled by the position adjustment mechanism 4 , and a plurality of travel positions are set at a distance from the center of the frame 10 , and the travel position points correspond to A1, A2, A3, A4 and A5 from the inside to the outside;

The position of the middle axis at the upper slide groove 53 is controlled by the inclination adjustment mechanism 5, and a plurality of travel positions are set at a distance from the center of the frame 10, and the travel position points correspond to B1, B2, B3 and B4 from the inside to the outside; these position corresponding points can be arranged evenly or unevenly, and can be a kind of virtual arrangement point, that is, each time it is set, it can be appropriately arranged in a corresponding sequence, and each point position can be different each time it is set, so it can prevent the fixed points from being worn out during long-term use, thereby increasing their service life;

In the initial state, the position control stroke of the positioning adjustment mechanism is point A1, and the position control stroke of the inclination adjustment mechanism is point B4;

The rotation angle value of the corresponding lower swing arm 21 is obtained by the rotation angle sensor, and the load value of the vehicle is calculated by corresponding the rotation angle value to the table value; when calculating the load value, the table value can be arranged in a linear manner from the empty vehicle load state to the designed full load state;

If the load value of the vehicle is greater than the set value, the position adjustment mechanism 4 controls the strokes of the left and right sides to be A2 or the outside of A2; therefore, the position adjustment mechanism 4 controls the leaf spring 25 to change the positions of the supporting points on both sides outward, thereby increasing the elastic force of the leaf spring 25, thereby increasing the supporting force of the leaf spring on the wheel, reducing the amplitude of the up and down stroke of the wheel, and improving the anti-dumping performance of the wheel;

The real-time speed value and the real-time steering angle value of the current vehicle are obtained through the vehicle electronic control unit; the real-time speed value is converted into a real-time speed reference value through the corresponding method of the table value, and the turning angle value is converted into a turning angle reference value through the corresponding method of the table value. If the product value of the real-time speed reference value and the turning angle reference value is greater than the set value, the control stroke of the positioning adjustment mechanism corresponding to the outer wheel of the turn is A3 or the outer side of A3, and the control stroke of the tilt adjustment mechanism is B3 or the inner side of B3; when the vehicle turns, it can be regarded as an operation to overcome centrifugal force, and its turning radius is matched with the turning angle controlled by the vehicle at that time, but according to the inertia formula, it is matched by speed and mass, so in the simplified operation, differentiated control is performed based on the turning angle and the real-time speed, which can improve the stability of the vehicle turning and reduce the occurrence of roll; in fact, this scheme is to calculate the corresponding formula through the speed variable, the turning angle variable and the vehicle mass (including the load), and implement the corresponding leaf spring 35 control and tilt angle control to achieve differentiated vehicle anti-dumping control;

After the above control, the corresponding rotation angle value is obtained by the rotation angle sensor of the lower sliding column 211 on the left and right sides, and the real-time roll angle value of the current vehicle is obtained in combination with the feedback value of the vertical angle sensor at the frame 10; if the real-time roll angle value is greater than the set value, the control stroke of the positioning adjustment mechanism on the outside of the roll position is A4 or the outside of A4, and the control stroke of the tilt adjustment mechanism is B2 or the inside of B2.

In some embodiments, in the initial state, by providing the driver with options including comfort or sport, if the driver selects the comfort option, the original travel position point is retained; if the driver selects the sport option, the position adjustment mechanism is controlled to travel to A2 or the outside of A2, and the tilt adjustment mechanism is controlled to travel to B3 or the inside of B3. Therefore, different driving modes can be provided for the driver, and the driver can actively adjust the vehicle to make it more in line with the current road conditions or driving requirements, and reduce the occurrence of roll.

In summary, the present invention provides an anti-dumping suspension structure, wherein the main body is a quadrilateral swinging structure composed of an upper swing arm, a lower swing arm, a steering seat and a frame structure. Specifically, in the initial state, a trapezoidal structure is constructed. The structure is aimed at the suspension of the front two wheels of the tricycle structure, which can increase the contact area between the wheels and the ground when the wheels are walking and turning, and control the wheels to have a certain camber angle under high load conditions, thereby improving the driving stability of the vehicle and reducing the occurrence of rollover.

The upper and lower swing arms are connected to the steering seat through a horizontally arranged ball head structure, which is easy to install and maintain and flexible and reliable to use. The lower swing arm can increase the ground clearance and reduce the occurrence of bottoming.

The main body of the shock absorbing structure of the present invention is implemented by a leaf spring. By arranging the leaf spring between the upper swing arm and the lower swing arm, the structural complexity of the suspension can be greatly reduced, making the structure more streamlined and efficient, reducing the encroachment of the complex suspension structure on the vehicle body space, improving the space utilization rate of the vehicle, and reducing the unsprung mass of the suspension, making the suspension simple and efficient, and improving the flexibility and maneuverability of the vehicle.

The leaf spring is connected to the middle of the frame through a positioning adjustment mechanism, and the single-side connection point is independently adjusted through the positioning adjustment mechanism. Therefore, according to the characteristics of the leaf spring itself, the leaf spring travel and elastic support force are controlled through the positioning adjustment mechanism, so the load-bearing wheel can be controlled to reduce the roll, thereby improving the maneuverability of the vehicle, and in extreme cases, the support force can be increased to reduce the roll.

The leaf spring controls the leaf spring travel and elastic support force through the positioning adjustment mechanism, which can adjust the vehicle operation mode, the suspension hardness and the total travel height, thus improving driving pleasure and controllability.

By arranging the inclination adjustment mechanism at the upper swing arm sliding column, the wheel inclination can be adjusted in extreme cases. Specifically, the high-load wheel can be moderately adjusted to "outward eight" roll, so the horizontal angle of the ground contact point at the lower end of the wheel can be increased, the lateral support force can be increased, and the force on the wheel can be made more directional, thereby improving the stability of the vehicle in extreme cases and reducing the occurrence of roll.

The present invention provides a control method for an anti-dump suspension structure. The main body adopts a positioning adjustment mechanism and an inclination adjustment mechanism to implement control of a leaf spring and an upper swing arm, thereby achieving control of the supporting force of the leaf spring and the corresponding vehicle inclination angle, so as to improve the stability and maneuverability of the vehicle under extreme conditions. Specifically, under the control and coordination of the vehicle electronic control unit ECU, targeted adjustment and control are performed by obtaining the vehicle's load value, speed value, turning angle value and roll angle value, and specifically implementing different travel control under driving conditions, thereby achieving adjustment operations to prevent roll and improve vehicle controllability.

Claims (10)

1. An anti-dumping suspension structure, characterized in that it comprises a vehicle frame, a lower swing arm and an upper swing arm, wherein the lower swing arm is a triangular structure, and the upper swing arm is a connecting rod structure, wherein the inner sides of the upper swing arm and the lower swing arm are connected to the vehicle frame through a horizontally arranged sliding column structure, and the outer ends of the upper swing arm and the lower swing arm are connected to the steering column through a horizontally arranged ball head structure, so as to form a quadrilateral swinging structure when viewed from the front; A steering tie rod is arranged on one side of the steering seat, the outer end of the steering tie rod is connected to the steering seat through a horizontally arranged ball head structure, and the inner end of the steering tie rod is connected to the middle cross tie rod through the ball head structure, which is said to be connected to the steering structure of the vehicle; A leaf spring is arranged between the lower swing arm and the upper swing arm, the middle part of the leaf spring is connected to the vehicle frame, and the outer end of the leaf spring is connected to the inner side of the steering seat through an upright ball head structure. 2. The anti-dump suspension structure according to claim 1 is characterized in that: the center cross rod is a horizontal U-shaped structure, the middle part of which is connected to the inner side of the steering rod through a ball head structure, and the outer ends on both sides are arranged with vertically arranged ball head structures, and the top of the ball head structure is arranged with a follower arm, wherein the follower arm on one side is connected to the frame through the ball head structure, and the follower arm on the other side is connected to the steering gear, and the steering rod has an adjustable length structure. 3. The anti-dumping suspension structure according to claim 1 is characterized in that a rotation angle sensor is arranged at the sliding column structure on the inner side of the lower swing arm. 4. The anti-dump suspension structure according to claim 1 is characterized in that: when the quadrilateral swing structure is in the initial state, the connecting line of the rotation points at both ends of the upper swing arm, the connecting line of the corresponding rotation points of the upper swing arm and the lower swing arm sliding column at the frame, the connecting line of the rotation points at both ends of the lower swing arm and the connecting line of the rotation points of the upper swing arm and the lower swing arm corresponding to the steering seat construct a trapezoidal structure. 5. The anti-dump suspension structure according to claim 1 is characterized in that: a positioning adjustment mechanism is arranged at the connection between the middle part of the leaf spring and the frame, and the positioning adjustment mechanism includes an upper clamping plate and a lower clamping plate, and the upper clamping plate and the lower clamping plate clamp the leaf spring in a clamping arrangement state, and sliders are provided on both sides of the upper clamping plate and the lower clamping plate, and a sliding groove cooperating with the slider is arranged on the frame, a structural block is arranged at the outer end of the slider, and a first servo cylinder is arranged on the side of the structural block, and the first servo cylinder is used to control the position of the structural block, the slider, the upper clamping plate, the lower clamping plate and the leaf spring. 6. The anti-dumping suspension structure according to claim 1, characterized in that a tilt angle adjustment structure is provided at the sliding column on the inner side of the upper swing arm. 7. The anti-dump suspension structure according to claim 7 is characterized in that: the inclination adjustment mechanism includes a second servo cylinder connected to the middle axis of the upper swing arm sliding column, both ends of the middle axis extend outward, and an upper slide groove matching the middle axis is arranged on the frame, and the second servo cylinder is used to control the position of the middle axis and the upper swing arm at the slide groove. 8. A vehicle, characterized in that the vehicle comprises the anti-dumping suspension structure according to any one of claims 1 to 7. 9. A control method for an anti-dumping suspension structure, applied to the above anti-dumping suspension structure, characterized in that it comprises: The positions of the upper clamping plate and the lower clamping plate at the leaf spring are controlled by a position adjustment mechanism, and a plurality of travel positions are set at a distance from the center of the frame, and the travel position points correspond to A1, A2, A3, A4 and A5; The position of the middle axis at the upper slide groove is controlled by the inclination adjustment mechanism, and a plurality of travel positions are set at a distance from the center of the frame, and the travel position points correspond to B1, B2, B3 and B4; In the initial state, the position control stroke of the positioning adjustment mechanism is point A1, and the position control stroke of the inclination adjustment mechanism is point B4; The rotation angle value of the lower swing arm is obtained by a rotation angle sensor, and the load value of the vehicle is calculated by corresponding the rotation angle value to the table value; If the load value of the vehicle is greater than the set value, the control stroke of the positioning adjustment mechanism is set to A2 or outside of A2; The real-time speed value and the real-time steering angle value of the current vehicle are obtained through the vehicle electronic control unit; the real-time speed value is converted into a real-time speed reference value through a table value corresponding method, and the steering angle value is converted into a steering angle reference value through a table value corresponding method; if the product value of the real-time speed reference value and the steering angle reference value is greater than a set value, the control stroke of the locking adjustment mechanism is A3 or the outer side of A3, and the control stroke of the tilt adjustment mechanism is B2 or the inner side of B2; After the above control, the corresponding rotation angle value is obtained by the rotation angle sensor of the lower sliding column on the left and right sides, and the real-time roll angle value of the current vehicle is obtained in combination with the feedback value of the vertical angle sensor at the frame; if the real-time roll angle value is greater than the set value, the control stroke of the positioning adjustment mechanism on the outside of the turn is A4 or the outside of A4, and the control stroke of the tilt adjustment mechanism on the outside of the roll is B3 or the inside of B3. 10. The control method of the anti-dump suspension structure according to claim 9 is characterized in that: in the initial state, by providing the driver with options including comfort or sport, if the driver selects the comfort option, the original stroke position point is retained; if the driver selects the sport option, the positioning adjustment mechanism is controlled to have a stroke of A2 or the outside of A2, and the tilt adjustment mechanism is controlled to have a stroke of B3 or the inside of B3.