CN211106828U

CN211106828U - Suspension actuating mechanism and active suspension device

Info

Publication number: CN211106828U
Application number: CN201921283149.XU
Authority: CN
Inventors: 劳俊; 殷珺; 何家兴; 李奕宝
Original assignee: Guangzhou Automobile Group Co Ltd
Current assignee: Guangzhou Automobile Group Co Ltd
Priority date: 2019-08-07
Filing date: 2019-08-07
Publication date: 2020-07-28
Anticipated expiration: 2029-08-07

Abstract

A suspension actuating mechanism and active suspension device, the suspension actuating mechanism, is used for controlling the wheel to move up and down, including drive mechanism, actuating shaft, swing arm; the driving mechanism is connected with the actuating shaft and used for generating torque to drive the actuating shaft to rotate; one end of the swing arm is fixedly connected with the actuating shaft, the other end of the swing arm is used for connecting the wheel, and the actuating shaft drives the swing arm to rotate around the axis of the actuating shaft when rotating, so that the wheel is driven to move up and down. The utility model discloses an actuating mechanism drive is acted the axle rotation, drives the swing arm and is rotatory around the axis that acts as the axle, and then drives the wheel reciprocates, because of its vertical position that directly utilizes swing arm mechanism to control the wheel, so simple structure, transmission efficiency is high, and control algorithm is simple.

Description

Suspension actuating mechanism and active suspension device

Technical Field

The utility model relates to the technical field of vehicles, especially, relate to a suspension actuates mechanism and initiative suspension device.

Background

For driving safety reasons, the motor vehicle should have good handling stability; for riding comfort, the automobile should have good smoothness; however, there is a design contradiction between the steering stability and the smoothness of the whole vehicle, and the conventional passive suspension system cannot be considered in both aspects. Active suspension can solve this problem.

Currently, active suspensions have several forms: hydraulic, pneumatic, and electromagnetic. Among them, electromagnetic is a class that has numerous advantages. The electromagnetic type electromagnetic energy recovery device has the advantages that the electromagnetic type efficiency is high, and if the electromagnetic type electromagnetic energy recovery device is connected with a battery in a vehicle, the requirement for energy recovery can be met. Electromagnetic systems are also classified into rotary motor systems and linear motor systems. Compared with a linear motor, the rotary motor has stronger controllability.

At present, an electromagnetic suspension of a rotating motor is mainly in a rocker arm connecting rod connection type. In the whole actuating mechanism, a set of rocker arm and connecting rod is required to be added to transmit power. However, the structure is complicated because a set of rocker arm and connecting rod is additionally arranged. Meanwhile, the space in the suspension, especially the swing arm, cannot be fully utilized, and the space of other parts can be additionally occupied in arrangement. And in addition, a certain movement non-linear mode exists in a connecting rod connection mode, so that the complexity of active control is caused.

The foregoing description is provided for general background information and is not admitted to be prior art.

SUMMERY OF THE UTILITY MODEL

An object of the utility model is to provide a suspension that does not need rocking arm and connecting rod actuates mechanism and initiative suspension device.

The utility model provides a suspension actuating mechanism, which is used for controlling wheels to move up and down and comprises a driving mechanism, an actuating shaft and a swing arm; the driving mechanism is connected with the actuating shaft and used for generating torque to drive the actuating shaft to rotate; one end of the swing arm is fixedly connected with the actuating shaft, the other end of the swing arm is used for connecting the wheel, and the actuating shaft drives the swing arm to rotate around the axis of the actuating shaft when rotating, so that the wheel is driven to move up and down.

The driving mechanism and the actuating shaft are accommodated in the mounting seat, the actuating shaft is rotatably connected to the mounting seat through a bearing, and the swing arm extends out of the mounting seat from one end fixedly connected to the actuating shaft and is connected with the wheel through the other end.

The mounting seat is in flexible connection with the front and rear frame fixing seats through a plurality of bushings.

Furthermore, a shaft joint is arranged between the swing arm and the wheel, and the shaft joint is rotatably connected to the end part of the swing arm and fixedly connected with the wheel, so that the wheel is kept in a vertical state.

Furthermore, an elastic coupling used for buffering the impact of the swing arm on the driving mechanism is arranged between the driving mechanism and the actuating shaft.

Further, the resilient coupling has a first torsional rigidity over a predetermined range of rotational angles and rapidly increases beyond the predetermined range of rotational angles to a second torsional rigidity that is greater than the first torsional rigidity.

Further, the rotation angle range is from-M to + N, where N is greater than M, the rotation angle is-indicating a reverse direction, that is, the driving mechanism drives the wheel to jump up through the elastic coupling, and the rotation angle is + indicating a forward direction, that is, the rotation angle is a direction in which the swing arm rotates the elastic coupling when the wheel moves upward.

The actuating shaft is fixed in the mounting seat through a bearing; the vehicle frame further comprises a plurality of bushings which are used for flexibly connecting the mounting seat to front and rear frame fixing seats welded on the auxiliary frame.

The utility model also provides an initiative suspension device, actuate the mechanism including detection mechanism, control mechanism, suspension, detection mechanism is used for collecting user's demand, road conditions and automobile body state, feeds back to in real time control mechanism, control mechanism is used for the information according to detection mechanism collection, control the suspension actuates mechanism drive wheel and makes the reaction, the suspension actuates the mechanism and be as above the suspension actuate the mechanism, actuating mechanism includes the motor.

Furthermore, the driving mechanism further comprises a speed reducing mechanism connected with the motor, the motor is an electromagnetic rotating motor, when the electromagnetic rotating motor receives control voltage of the control mechanism, torque is generated, and the swing arm is driven to rotate through the speed reducing mechanism.

Further, the torque is calculated by adjusting the vehicle attitude in a stationary or constant-speed moving state, the torque required by the motor is obtained by a formula T ═ K × H L/(λ × θ η 1 × η 2), where T' is the motor torque, K is the suspension stiffness, H is the wheel center change height, L is the length of the swing arm, λ is the reduction ratio of the reduction mechanism, θ is the rotation angle of the swing arm, η 1 is the efficiency of the reduction mechanism, and η 2 is the efficiency of the wheel end rotation.

Further, the suspension actuating mechanism is correspondingly connected with the front wheel and/or the rear wheel, the suspension actuating mechanism corresponding to the front wheel/the rear wheel is provided with a front side motor/a rear side motor, and the control mechanism controls the front side motor to apply downward acting force superposed with a suspension spring and/or controls the rear side motor to apply upward acting force counteracting the suspension spring during braking.

Further, during turning, the control mechanism controls the motor on the inside of the turn to apply an upward force that counteracts the suspension spring, and/or controls the motor on the outside of the turn to apply a downward force that superimposes the suspension spring.

Further, when the vehicle encounters an impact road surface, the detection mechanism monitors a front step in advance, when the vehicle approaches the step, the control mechanism controls the motor to apply an upward acting force counteracting the suspension spring so as to lift the wheel, and after the vehicle leaves the crest of the step, the control mechanism controls the motor to apply a downward acting force superposed with the suspension spring so as to lower the wheel.

Further, when the vehicle encounters rough and uneven road surfaces, the detection mechanism monitors a road spectrum in front in advance, and the control mechanism adjusts the torque output of the motor according to the up-down jumping of the road spectrum.

Further, after the rapid turning or impact, the control mechanism controls the motor to apply reverse acting force in the vertical moving direction of the vehicle body according to the jumping amplitude of the vehicle body.

Furthermore, the control mechanism comprises an angle sensor, and a rotating part of the angle sensor is fixedly connected with the actuating shaft and used for feeding back the rotating angle of the swing arm so as to form closed-loop control by comparing the rotating angle with the angle of the swing arm required to rotate.

The utility model provides a suspension actuates mechanism and initiative suspension device through the actuating mechanism drive as the axle rotation, drives the swing arm around making the axis rotation of axle, and then drives the wheel reciprocates, controls the vertical position of wheel because of its direct swing arm mechanism that utilizes, so simple structure, and transmission efficiency is high, and control algorithm is simple.

Drawings

Fig. 1 is a schematic structural view of a suspension actuating mechanism according to an embodiment of the present invention.

Fig. 2 is a torque diagram of the resilient coupling in the suspension actuation mechanism of fig. 1.

Fig. 3 is a schematic structural view of the elastic coupling and related elements shown in fig. 2.

Detailed Description

The following detailed description of the embodiments of the present invention is provided with reference to the accompanying drawings and examples. The following examples are intended to illustrate the invention, but are not intended to limit the scope of the invention.

As shown in fig. 1, in this embodiment, the suspension actuating mechanism is used for controlling the up-and-down movement of the wheel, and includes a motor 5, a speed reduction mechanism 6, an actuating shaft 10, a swing arm 9, a bearing 8, an elastic coupling 7, a mounting seat 4, a connecting bush 3, and the like.

The mounting 4 is the platform of the entire mechanism. Other elements are connected through the mounting seat 4, so that the whole suspension actuating mechanism is integrated and modularized, and is convenient to mount and maintain. The motor 5, the speed reduction mechanism 6 and the actuating shaft 10 are accommodated in the mounting seat 4. In other embodiments, the mount 4 may not be provided.

The motor 5 and the speed reducing mechanism 6 form a driving mechanism, are connected with the mounting seat 4 through fasteners and are a power source of the suspension actuating mechanism. In other embodiments, other drive mechanisms may be employed. In the present embodiment, the motor 5 is an electromagnetic rotating machine.

The actuating shaft 10 is responsible for transmitting the power of the motor to the swing arm 9 to enable the wheel 13 to jump up and down. When the motor 5 has an energy absorption function, the power of the wheel jump can be transmitted to the motor 5 to generate electricity. Bearings 8 are used to rotatably connect actuation shaft 10 to mounting 4. In the embodiment, two bearings 8 are adopted, the inner diameter of each bearing 8 is in interference fit with the actuating shaft 10, and the outer diameter of each bearing is fixedly connected with the inner ring of the mounting seat 4 in interference fit, so that the actuating shaft 10 is stably fixed. In other embodiments, other means of securing actuation shaft 10 in mounting 4 or securing actuation shaft 10 to other components may be used.

An output shaft of the speed reducer 6 is connected with the elastic coupling 7 through a fastener, and the elastic coupling 7 is also connected with the actuating shaft 10 through a fastener. The elastic coupling 7 can effectively reduce the impact and the fine vibration transmitted from the wheel end, and protect the motor 5 and the speed reducing mechanism 6. By utilizing the elastic coupling 7 and the connection of the elastic parts, compared with a fixed connection mode, the impact and vibration transmitted from the swing arm 9 can be effectively reduced.

As shown in fig. 2 and 3, the elastic coupling 7 has a first torsional rigidity within a predetermined rotation angle range (in the present embodiment, 0.3 degrees to 1.3 degrees), and rapidly increases to a second torsional rigidity beyond the predetermined rotation angle range. The second torsional rigidity is greater than the first torsional rigidity, approaching a full level of rigidity. Like this, elastic coupling 7 is elastic in less predetermined rotation angle range, can not drive reduction gears 6 and swing arm 9 rotation immediately, can filter the vibration of less angle, can play the cushioning effect again, increases elastic coupling 7's life.

There may be a large difference in the positive and negative curves of the elastic coupling 7, since the impacts from the wheels are substantially all in the down-to-up direction, with less impact in the reverse direction. This is achieved by the elastic coupling 7 being connected to the speed reduction mechanism 6 and the actuation shaft 10 by a special connection, as shown in fig. 3, in which the elastic portion of the elastic coupling 7 adjacent to the portion connected to the actuation shaft 10 counterclockwise (position shown by 45 degrees cross-sectional line) is thicker, and the elastic portion of the elastic coupling 7 adjacent to the portion connected to the speed reduction mechanism 6 counterclockwise (position shown by 135 degrees cross-sectional line) is thinner. Thus, the counter-clockwise torsion corresponding to the jump-up from the wheel will be absorbed by the thicker resilient part (more resilient) of the resilient coupling. Conversely, when the motor applies a counterclockwise torque, the wheel jumps up with a faster response because of the lower thickness and less resiliency in the opposite direction.

The rotation angle range can be defined as-M to + N, where N is greater than M, and the rotation angle represents a reverse direction, that is, the driving mechanism drives the wheel to jump up through the elastic coupling, and the rotation angle represents a forward direction, that is, a direction in which the swing arm twists the elastic coupling when the wheel moves upward. In the present embodiment, as shown in fig. 2, M is 0.3 degrees and N is 1.3 degrees.

In other embodiments, the elastic coupling 7 may not be provided, or other structures of the elastic coupling 7 may be used.

One end of the swing arm 9 is fixedly connected with the actuating shaft 10, and the other end is connected with a wheel 13 through a shaft joint 14. The swing arm 9 extends from one end fixedly connected to the actuating shaft 10 to the mounting seat 4, and is connected to the wheel 13 through the other end. The end of the swing arm 9 connected to the actuating shaft 10 is wider than the end connected to the wheel 13 to increase its rigidity. The matching form of the swing arm 9 and the actuating shaft 10 can be a spline and a welding form. The shaft joint 14 is rotatably connected to the end of the swing arm 9 through a connecting ball head and is fixedly connected with the wheel 13, so that the wheel 13 is kept in a vertical state.

The mounting seat 4 is flexibly connected to the front frame fixing seat 2 and the rear frame fixing seat 12 welded on the auxiliary frame 1 through 4 bushings 3. The bush 3 is pressed into the mounting 4 and the bush 3 is connected to the frame mounting 2, 12 by fasteners. The front and rear

frame fixing bases

2, 12 are welded members of the sub frame. The function of the bushing 3 is to damp vibrations and to adjust the comfort of the operation. The advantage of four bushings 3 axially in the fore-aft direction of the vehicle is that the stiffness in the lateral, vertical and torsional directions is increased while the longitudinal stiffness is reduced.

In this embodiment, the active suspension apparatus includes a detection mechanism, a control mechanism, and a suspension actuating mechanism. The detection mechanism is used for collecting user requirements, road conditions and vehicle body states and feeding back the user requirements, road conditions and vehicle body states to the control mechanism in real time. The control mechanism is used for controlling the suspension actuating mechanism to drive the wheels to react according to the information collected by the detection mechanism. The suspension actuating mechanism is the suspension actuating mechanism described above.

The control mechanism comprises an angle sensor 11. An angle sensor 11 is located at the other end of the actuating shaft 10 remote from the resilient coupling 7. One end of an angle sensor 11 is fixed on the mounting base 4 through a fastener, and a rotating part in the angle sensor 11 is connected with the actuating shaft 10 through the fastener and is responsible for accurately feeding back the angle of the swing arm 9 so as to be compared with the angle of the swing arm 9 needing to rotate, and form closed-loop control. In other embodiments, the angle sensor 11 may not be provided.

The suspension actuating mechanism is correspondingly connected with the front wheel and/or the rear wheel, and the suspension actuating mechanism corresponding to the front wheel/the rear wheel is provided with a front side motor/a rear side motor. That is, the suspension operating mechanism may be connected only to the front wheel, may be connected only to the rear wheel, or may be connected to both the front and rear wheels. When the suspension actuating mechanism is connected with the front wheel, a motor of the suspension actuating mechanism is called as a front side motor; when the suspension actuating mechanism is connected with the rear wheel, the motor is called a rear side motor. In this embodiment, suspension actuating mechanisms are connected to both the front and rear wheels.

The operation of the active suspension apparatus is described as follows.

When the motor 5 receives a control voltage of the control mechanism, a torque is generated. After the speed is reduced by the speed reducing mechanism 6, the torque of the output shaft is increased to 70-90 times of that of the original motor 5. The torque of the output shaft is transmitted to the actuation shaft 10 through the elastic coupling 7. Because the actuating shaft 10 is fixedly connected with the swing arm 9, the swing arm 9 rotates around the axis of the actuating shaft 10 under the action of torque, so that a shaft joint 14 connected with the swing arm 9 is driven to move up and down, and the wheels 13 are controlled to move up and down. When the wheel is controlled to jump, the torque of the motor 5 overcomes the work of the rigidity of the spring in compression; while the torque of the motor 5 on the down jump overcomes the work done on lifting the vehicle.

(1) When the vehicle posture is adjusted in a static or uniform-speed moving state, the motor applies torque to the swing arm to generate vertical acting force, and the acting force of the suspension spring is counteracted or superposed to lift the vehicle.

Assuming that the motor torque is T', the output torque of the speed reducing mechanism is T, the efficiency of the speed reducing mechanism is η 1, and the speed reducing ratio is lambda, then:

T＝T`*η1*λ

the swing arm is F with the perpendicular sharp power that receives the motor of the bulb of being connected of coupling, and the length of swing arm is L, and the corner of swing arm is theta, then has:

F＝T*θ/L

wherein, F is the power of overcoming the rigid production of suspension wheel end simultaneously, and the suspension rigidity is K, and the wheel center change height is H, and the efficiency of wheel end wheel is η 2, then has:

F＝K*H/η2

thus, it is possible to obtain:

T`＝K*H*L/(λ*θ*η1*η2)

at the moment, in order to adjust the vehicle posture, the torque required by the motor can be obtained according to a formula, so that the control is carried out on the control mechanism.

(2) During braking, the control mechanism controls the front motor to apply a downward force that superimposes the suspension springs, and the rear motor to apply an upward force that counteracts the suspension springs. So that the head of the vehicle is lifted and the nodding head angle of the vehicle is reduced.

(3) During acceleration, the control mechanism controls the front motor to apply an upward force that counteracts the suspension spring and the rear motor to apply a downward force that superimposes the suspension spring. The head of the vehicle is lifted, and the head raising angle of the vehicle is reduced.

(4) In the turning process, the control mechanism controls the turning inner side motor to apply an upward acting force for offsetting a suspension spring so as to enable the inner side vehicle body to descend; the control mechanism controls the turning outer side motor to apply the downward acting force superposed with the suspension spring so as to lift the outer side vehicle body. Thereby reducing the roll or applying an opposite roll.

(5) When the vehicle encounters an impact road surface, the detection mechanism monitors the front step in advance, and when the vehicle approaches the step, the control mechanism controls the motor to apply an upward acting force counteracting the suspension spring, so that the wheels are lifted, and the acting force of the road surface on the wheels is reduced. After the automobile leaves the step crest, the control mechanism controls the motor to apply the downward acting force superposed with the suspension spring, so that the wheels fall, and the automobile body is prevented from falling. Thereby maintaining a smooth transition of the vehicle body.

(6) When the vehicle runs into a rough and uneven road surface, the detection mechanism monitors the road spectrum in front in advance, and the control mechanism controls the torque output of the motor to be adjusted according to the up-down jumping of the road spectrum, so that the jumping of the road surface is adapted, and the stability of the vehicle body is kept.

(7) After the rapid turning or impact, the control mechanism controls the application of a reverse acting force in the up-down moving direction of the vehicle body according to the jumping amplitude of the vehicle body, thereby achieving the damping effect. This function allows for recovery of the vibration energy through control of the output circuit and the battery.

The embodiment of the utility model provides a directly utilize swing arm mechanism to control the vertical position of wheel, simple structure, the transmission efficiency is high, and control algorithm is simple. The suspension is suitable for all suspension forms provided with swing arms, including Macpherson type suspensions and multi-link type suspensions. Just the utility model discloses the motor is not restricted to and arranges in the place ahead of swing arm, can arrange according to the form of arranging of whole car, and the flexibility is high.

In this document, the terms "upper", "lower", "front", "rear", "left", "right", "top", "bottom", "inner", "outer", "vertical", "horizontal", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for the sake of clarity and convenience of description of the technical solutions, and thus, should not be construed as limiting the present invention.

As used herein, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, including not only those elements listed, but also other elements not expressly listed.

The above description is only for the specific embodiments of the present invention, but the protection scope of the present invention is not limited thereto, and any person skilled in the art can easily think of the changes or substitutions within the technical scope of the present invention, and all should be covered within the protection scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.

Claims

1. A suspension actuating mechanism is used for controlling wheels to move up and down and is characterized by comprising a driving mechanism, an actuating shaft and a swing arm; the driving mechanism is connected with the actuating shaft and used for generating torque to drive the actuating shaft to rotate; one end of the swing arm is fixedly connected with the actuating shaft, the other end of the swing arm is used for connecting the wheel, and the actuating shaft drives the swing arm to rotate around the axis of the actuating shaft when rotating, so that the wheel is driven to move up and down.

2. The suspension actuation mechanism of claim 1 further comprising a mounting block attached to a subframe, said drive mechanism and said actuation shaft being received in said mounting block, said actuation shaft being rotatably attached to said mounting block by a bearing, said swing arm extending from one end fixedly attached to said actuation shaft out of said mounting block and attached to said wheel by the other end.

3. The suspension actuating mechanism of claim 2 further including front and rear frame mounts welded to the subframe, said mounts being flexibly connected to said front and rear frame mounts by a plurality of bushings.

4. The suspension actuation mechanism of claim 1 wherein a knuckle is provided between the swing arm and the wheel, the knuckle being rotatably connected to an end of the swing arm and fixedly connected to the wheel to maintain the wheel in an upright position.

5. The suspension actuator of claim 1 wherein a resilient coupling is provided between the drive mechanism and the actuator shaft to cushion the swing arm from impact on the drive mechanism.

6. The suspension actuation mechanism of claim 5, wherein the resilient coupling has a first torsional stiffness over a predetermined range of rotational angles and rapidly increases to a second torsional stiffness beyond the predetermined range of rotational angles, the second torsional stiffness being greater than the first torsional stiffness.

7. The suspension actuation mechanism according to claim 6, wherein the rotation angle ranges from-M to + N, where N is greater than M, wherein-represents a reverse direction, i.e., a direction in which the drive mechanism causes the wheel to jump up through the resilient coupling, and + represents a forward direction, i.e., a direction in which the resilient coupling is twisted by the swing arm when the wheel moves upward.

8. An active suspension device is characterized by comprising a detection mechanism, a control mechanism and a suspension actuating mechanism, wherein the detection mechanism is used for collecting user requirements, road conditions and vehicle body states and feeding back the user requirements, the road conditions and the vehicle body states to the control mechanism in real time, the control mechanism is used for controlling the suspension actuating mechanism to drive wheels to react according to information collected by the detection mechanism, the suspension actuating mechanism is the suspension actuating mechanism according to any one of claims 1 to 7, and the driving mechanism comprises a motor.

9. The active suspension apparatus according to claim 8, wherein the driving mechanism further comprises a speed reducing mechanism connected to the motor, the motor is an electromagnetic rotating motor, and the electromagnetic rotating motor generates a torque when receiving a control voltage from a control mechanism, and the swing arm is rotated by the speed reducing mechanism.

10. The active suspension apparatus according to claim 8, wherein the suspension actuating mechanism is connected to the front wheel and/or the rear wheel, the suspension actuating mechanism corresponding to the front wheel/the rear wheel is provided with a front side motor/a rear side motor, and the control mechanism controls the front side motor to apply a downward force that is superimposed on the suspension spring and/or the rear side motor to apply an upward force that cancels the suspension spring during braking.

11. The active suspension apparatus of claim 8 wherein the control mechanism includes an angle sensor, the rotating portion of the angle sensor is fixedly connected to the actuating shaft for feeding back the angle of rotation of the swing arm to form a closed loop control in comparison with the angle at which the swing arm is rotated.