RU2258616C2 - Vehicle wheel suspension - Google Patents

Abstract

FIELD: transport engineering; wheel suspensions.

SUBSTANCE: according to invention vehicle wheel suspension contains wheel hub whose upper part is mechanically connected either with body/frame of vehicle or with vehicle beam by means of structural member. Lower part of said hub is mechanically connected with one end of V-shaped movable lower lever whose two other ends are connected with vehicle beams. Suspension contains also spring one end of which is connected with body/frame of vehicle, and other end is connected wither with structural member of vehicle or with lower movable lever. Suspension is provided with suspension rate adjuster secured on body/frame of vehicle, actuating member of adjuster being connected with movable lower lever. Adjuster contains torsion bar one end of which is connected with drive, and leverage and shaft installed in housing. One end of shaft is connected with other end of torsion bar, and lever is fitted on its other end. Actuating member of device connected with lower movable lever is made in form of tie-rod hinge connected with leverage. Said leverage is made in form of bell crank hinge-mounted in housing. One arm of bell crank is designed for hinge connection with tie-rod. Roller installed for rotation on other arm of bell crank is designed for engagement with lever on end of shaft. Invention is aimed at changing of suspension rate with provision of nonlinear characteristics and changing of clearance and provision of additional heeling of vehicle to side of cornering to increase stability of vehicle.

EFFECT: improved stability at cornering.

10 cl, 8 dwg

Description

FIELD OF THE INVENTION

The invention relates to a transport mechanical engineering, namely, to a suspension of a wheel of a vehicle.

State of the art

Known pneumatic and hydropneumatic suspensions having a non-linear characteristic and the ability to change the clearance (clearance). However, these pendants are rarely used today because of their complexity and low reliability. They do not provide the possibility of additional roll of the vehicle in the direction of rotation to increase the stability of the vehicle. In addition, in these suspensions it is difficult to achieve optimal curvature of performance.

The closest technical solution for the combination of essential features and the technical result achieved is a vehicle wheel suspension comprising a wheel hub, the upper part of which is kinematically connected either to the vehicle body / frame or to the vehicle beam by means of a structural element, and the lower part of the specified hub is kinematically connected to one end of the V-shaped lower movable arm, the other two ends of which are connected to the beam of the vehicle va, and a spring connected at one end to the vehicle body / frame, and at the other end connected to the vehicle structural member or to the lower movable lever (see. Zhiguli Automobile, Vaysman Ya.M., Gorenkov V.I. M .: Transport, 1985, 216 p.).

The known design does not allow during the operation of the vehicle to change the stiffness of the wheel suspension in order to ensure non-linear characteristics of the suspension of the wheel of the vehicle.

SUMMARY OF THE INVENTION

The objective of the claimed invention is the creation of a vehicle wheel suspension with the possibility of changing the stiffness of the suspension with non-linear characteristics, as well as changing the clearance and providing additional roll of the vehicle in the direction of rotation in order to increase the stability of the vehicle.

The problem is solved by suspending a vehicle wheel containing a wheel hub, the upper part of which is kinematically connected either to the vehicle body / frame or to the vehicle beam by means of a structural element, and the lower part of the specified hub is kinematically connected to one end of the V-shaped movable lower a lever, the other two ends of which are connected to the beam of the vehicle, and a spring connected at one end to the body / frame of the vehicle, and the other m end connected to the structural element of the vehicle or to the lower movable lever, and the suspension comprises a device for changing the stiffness of the suspension, which is mounted on the body / frame of the vehicle and the Executive link which is connected to the movable lower lever.

It is preferable that the structural element is made in the form of an upper movable lever.

It is advisable that the structural element is made in the form of a shock absorber strut.

According to a preferred embodiment, the device for changing the stiffness of the suspension comprises a torsion bar, one end of which is connected to the drive means, and a linkage mechanism and a shaft installed in the housing, one end of which is connected to the other end of the torsion bar, and a lever is placed on the other end thereof, and the actuator link connected to the lower movable lever is made in the form of traction pivotally connected to the lever mechanism.

It is advisable that the lever mechanism is made in the form of a two-shouldered lever pivotally mounted in the housing, with one arm of the lever intended for articulation with a rod, and a roller designed to interact with the lever mounted on the other arm of the lever for rotation.

Also, it is advisable that the shoulder of the two shoulders lever of the lever mechanism is made fork-shaped. This embodiment increases the rigidity of the connection of the specified lever with the roller.

In the housing of the device for changing the stiffness of the suspension, holes for the rod and shaft are made.

It is preferable that at the site of connection of the arm of the lever with the thrust, said thrust is made fork-shaped.

According to a preferred embodiment of the invention, the rod and shaft are sealed in the openings of the housing by means of seals or cuffs.

It is advisable that the lever is made disk-shaped with a protrusion, one of the sides of which is formed tangent to the lower part of the disk, and the other side facing the roller of the lever and which is working, is located at an angle β relative to the line passing through the center of the disk and the edge of the protrusion.

According to a preferred embodiment, the angle β is in the range of 2 to 10 degrees, more preferably 3 to 5 degrees. The drive means is in the form of an electric drive, or a hydraulic drive, or a mechanical drive.

List of drawings

The invention is illustrated by drawings, in which are schematically represented:

figure 1 - suspension of a wheel of a vehicle equipped with a device for changing stiffness with different structural elements, according to the invention;

figure 2 is another preferred embodiment of the suspension of a wheel of a vehicle equipped with a device for changing stiffness with different structural elements according to the invention;

figure 3 is a front section of a device for changing the stiffness of the suspension according to the invention;

figure 4 is a cross section of a device for changing the stiffness of the suspension according to the invention;

5 is a view of a two-shouldered lever and traction in the initial position;

6 is a view of a two-shouldered lever and traction in the most lowered position in which the torsion bar is twisted as much as possible;

Fig.7 is a view of the two shoulders of the lever and traction in the maximum raised position, in which the torsion bar is fully untwisted;

Fig. 8 is a graph showing linear and non-linear characteristics of suspensions.

Information confirming the possibility of carrying out the invention

Figure 1 presents the suspension of the vehicle, containing the wheel hub 1, structural member 2, made in the form of an upper movable arm or strut, lower movable arm 3. The lever 3 is usually made in a V-shape. The suspension also contains a spring 4, installed either between the body and the lower movable arm 3, or between the body and the structural element 2, made in the form of a shock absorber strut (figure 2). On the body there is a device 5 for changing the stiffness of the suspension, the executive link of which is connected to the lower movable lever 3.

The structural element 2 can be made in the form of an upper movable arm or in the form of a shock absorber strut.

In more detail, the suspension stiffness changing device 5 is shown in FIGS. 3 and 4. The suspension stiffness changing device 5 comprises a torsion bar 6, one end of which is connected to the drive means (not shown), and the other end of which is connected to the shaft 7.

As the drive means can be used an electric motor with a gearbox, or a hydraulic actuator, the rod of which is connected to the torsion bar 6.

A mechanical drive may also be used as the drive means.

These drive means act on the torsion 6, twisting or untwisting it.

The torsion bar 6 is connected to the shaft 7 by means of a spline coupling. The shaft 7 is installed in the bearings 8 of the housing 9. At the end of the shaft 7 between the two bearings 8, a lever 10 is fixed by means of a key.

The lever mechanism located in the housing 9 comprises a two-arm lever 11, one end of which is connected to an axis 21, rigidly mounted in the housing 9, through the first needle bearing 22.

The shoulder 12 of the two shoulders of the lever 11 is connected via a swivel connection to the actuating element, made in the form of a rod 13, by means of a pin 14. For this, the section of the rod 13 connected to the shoulder 12 of the two shoulders of the lever 11 is fork-shaped to cover the shoulder 12 and through holes are made in this section, and a second needle bearing 23 is installed in the shoulder 12 of the two-shouldered lever 11. A pin 14 is installed and cotted in the through holes and the second needle bearing 23. The line F in FIG. 4 indicates the direction of movement of the two-shoulder lever 11. At the connection section of the shoulder 12 of the two shoulders of the lever 11 with the thrust 13, the thrust is forked.

The other shoulder 15 of the two shoulders of the lever 11 is made fork and in it on the needle bearings mounted with the possibility of rotation of the roller 16. The roller 16 is designed to interact with the lever 10.

The lever 10 is made disk-shaped with a protrusion, one of the sides of which is formed by a tangent line to the lower part of the disk, and the other side, facing the roller 16 of the two shoulders of the lever 11 and which is the working one, is located at an angle β relative to the line passing through the center of the disk and the edge of the protrusion. Moreover, the angle β is from 2 to 10 degrees and preferably from 3 to 5 degrees. The indicated ranges were determined experimentally.

According to the invention, the housing 9 of the suspension stiffness changing device 5 has a tide 17 and a shaft 7 and bearings 8 operate in an oil bath. The oil level is controlled by unscrewing the plug 18 from the housing and is then determined visually from the lower edge of the hole. Oil is filled and refilled through the filler neck (not shown).

The rod 13 and the shaft 7 are sealed in the holes of the housing 9 of the device 5 for changing the compression force of the spring by means of seals 19 or cuffs 20.

The device 5 changes the stiffness of the suspension as follows. To change the clearance, in particular its reduction, the drive means acts on the torsion bar 6 (figure 3), twisting it. In this case, the torsion through the coupling transfers the force to the shaft 7. Next, the lever 10 connected to the shaft 7 acts via a key on the roller 16, which is mounted on the needle bearing in the shoulder 15 of the two-armed lever 11. The shoulder 12 of the two-armed lever 11 in the F direction (Fig. .4) moves up, the rod 13 connected to the shoulder 12 also moves up and transfers force to the lower movable lever 3 connected to it (Figs. 1, 2) and, therefore, the spring 4 is compressed and the clearance decreases. A feature is that in this case, the stiffness of the suspension is reduced.

To increase clearance, the drive means acts on the torsion 6 (figure 4) by untwisting it. The transfer of force is carried out through the elements described above. However, the shoulder 12 of the two shoulders of the lever 11 in the F direction (FIG. 4) moves downward, the link 13 connected to the shoulder 12 moves downward, having a corresponding effect on the lower movable lever 3 connected to it (FIGS. 1, 2), and therefore, the spring 4 unclenches and clearance increases. A feature in this case is that the stiffness of the suspension increases.

When adjusting the clearance, the two-arm lever 11 moves within the initial section A of the deviation from the initial position (figure 5).

The smoothness of the car in any road conditions is ensured by a suspension with a non-linear characteristic. According to the invention, a non-linear characteristic of the suspension is provided by the device 5 changes the stiffness of the suspension.

On Fig line AB presents a linear characteristic of the suspension, not equipped with a device 5 for changing the stiffness of the suspension. In general, this characteristic is determined by the properties of the suspension spring. On Fig curve NE presents a non-linear characteristic of the suspension, equipped with a device 5 for changing the stiffness of the suspension. Point D - reference point (initial position of the suspension). Figure 5 shows the initial position of the two-shouldered lever 11. In the initial position, as well as in the initial section A deviations from the initial position, the force created by the torsion bar 6 and the spring 4 on the rod 13 connected to the two-arm lever 11 is maximum.

The relative position of the lever 10, the roller 16 and the axis 27 is selected so that in the lowermost position of the thrust 13, the angle φ is about 180 ° (Fig.6), and the upper position ensures the complete untwisting of the torsion 6.

When the vehicle wheel enters the recess of the roadway, the lower movable lever 3 moves down. Therefore, the rod 13 connected to the lever 3 moves downward (Fig. 6). Next, the effect is transmitted to the two-armed lever 11. By connecting one end of the two-armed lever 11 with the axis 21, rigidly mounted in the housing 9, through the first needle bearing 22, the roller 16 mounted on the needle bearing in the shoulder 15 of this lever 11 acts on the lever 10, moving along its working surface, which leads to an increase in the arm L of the lever 10. Due to the fact that the roller 16 makes a planetary movement around the axis 21, and the lever 10 moves down, the initial section A deviates from the initial position and then, φ is close to 180 °. Moving down the lever 10 transfers the effect to the shaft 7 through, for example, a key and then through the clutch to the torsion bar 6, twisting it. The force on the thrust 13 decreases, the spring 4 unclenches and the stiffness of the spring 4 decreases, and in this case, the stiffness of the suspension decreases slightly (Fig. 8, section SD).

When hitting the vehicle’s wheel on the ledge of the roadway, the lower movable lever 3 moves up. Therefore, the rod 13 connected to the lever 3 moves upward (Fig. 4). Next, the effect is transmitted to the two-armed lever 11. By connecting one end of the two-armed lever 11 with the axis 21, rigidly mounted in the housing 9, through the first needle bearing 22, the roller 16 mounted on the needle bearing in the shoulder 15 of this lever 11 acts on the lever 10 moving along its working surface, due to which the lever 10 rises (Fig. 7) and the arm L of the lever 10 increases. The roller 16 makes a planetary movement around the axis 21, and the lever 10 moves up, the initial section A of deviation from the initial position passes and it continues to move. Moving up, the lever 10 transmits the impact on the shaft 7 through, for example, a key and then through the clutch to the torsion 6, untwisting it. The force on the thrust 13 is reduced, the spring 4 is compressed, and the stiffness of the spring 4 is increased, while the stiffness of the suspension increases (Fig. 8, the DW section).

Additional roll when turning the vehicle in the direction of rotation is ensured by the corresponding action of the drive means on the torsion 6. This effect can be realized, for example, by means of a signal from the vehicle control system.

Similarly, in view of the disclosure of the invention in the description, other embodiments of the invention may be made that are covered by the claims below.

Claims (10)

1. A vehicle wheel suspension comprising a wheel hub (1), the upper part of which is kinematically connected either to the vehicle body / frame or to the vehicle beam by means of a structural member (2), and the lower part of said hub is kinematically connected to one end V -shaped movable lower arm (3), the other two ends of which are connected to the vehicle beam, and the spring (4), connected at one end to the vehicle body / frame and at the other end connected to the structure iven element (2) of the vehicle or with a lower movable lever, characterized in that it contains a device (5) for changing the stiffness of the suspension, which is mounted on the body / frame of the vehicle and the Executive link which is connected to the movable lower lever (3), and the device (5) changing the stiffness of the suspension contains a torsion bar (6), one end of which is connected to the drive means, and a linkage and a shaft (7) installed in the housing (9), one end of which is connected to the other end of the torsion bar (6) and on the other end times there is a lever (10), and the executive link of the device connected to the lower movable lever is made in the form of a rod (13), pivotally connected to the lever mechanism, while the lever mechanism is made in the form of a two-shouldered lever (11), pivotally mounted in the housing (9 ), and one shoulder (12) of the two shoulders of the lever (11) is designed for articulation with a rod (13), and on the other shoulder (15) of the two shoulders of the lever (11) a roller (16) is mounted for rotation, designed to interact with the lever ( 10). 2. Suspension according to claim 1, characterized in that the structural element (2) is made in the form of an upper movable lever. 3. The suspension according to claim 1, characterized in that the structural element (2) is made in the form of a shock absorber strut. 4. Suspension according to any one of claims 1 to 3, characterized in that the shoulder (15) of the two shoulders of the lever (11) of the lever mechanism is forked. 5. Suspension according to any one of claims 1 to 4, characterized in that the housing has holes for a rod (13) and a shaft (7). 6. Suspension according to any one of claims 1 to 5, characterized in that in the connection section of the shoulder (12) of the two shoulders of the lever (11) with the rod (13), the rod is forked. 7. Suspension according to any one of claims 1 to 6, characterized in that the rod (13) and shaft (7) are sealed in the holes of the housing (9) by means of glands (19) or cuffs (20). 8. A pendant according to any one of claims 1 to 7, characterized in that the lever (10) is made disk-shaped with a protrusion, one side of which is formed by a tangent line to the bottom of the disk, and the other side facing the roller (16) of the two shoulders lever (11) and which is working, is located at an angle (β) relative to the line passing through the center of the disk and the edge of the protrusion. 9. The suspension of claim 8, characterized in that the angle (β) is in the range from 2 to 10 °, preferably from 3 to 5 °. 10. The suspension according to any one of claims 1 to 9, characterized in that the drive means is made in the form of an electric drive, or hydraulic drive, or a mechanical drive.

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