WO2015085870A1 - 自适应横向稳定装置及使用装置的车辆悬架系统 - Google Patents

自适应横向稳定装置及使用装置的车辆悬架系统 Download PDF

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Publication number
WO2015085870A1
WO2015085870A1 PCT/CN2014/092518 CN2014092518W WO2015085870A1 WO 2015085870 A1 WO2015085870 A1 WO 2015085870A1 CN 2014092518 W CN2014092518 W CN 2014092518W WO 2015085870 A1 WO2015085870 A1 WO 2015085870A1
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WIPO (PCT)
Prior art keywords
pump
torsion actuator
air spring
type torsion
actuator
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PCT/CN2014/092518
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English (en)
French (fr)
Inventor
郭耀华
汤望
海辰光
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郑州宇通客车股份有限公司
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Publication of WO2015085870A1 publication Critical patent/WO2015085870A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/016—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
    • B60G17/0162—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input mainly during a motion involving steering operation, e.g. cornering, overtaking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/0152—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the action on a particular type of suspension unit
    • B60G17/0155—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the action on a particular type of suspension unit pneumatic unit
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/02—Spring characteristics, e.g. mechanical springs and mechanical adjusting means
    • B60G17/04—Spring characteristics, e.g. mechanical springs and mechanical adjusting means fluid spring characteristics
    • B60G17/0416—Spring characteristics, e.g. mechanical springs and mechanical adjusting means fluid spring characteristics regulated by varying the resiliency of hydropneumatic suspensions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
    • B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
    • B60G21/06—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected fluid
    • B60G21/073—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected fluid between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/10—Independent suspensions
    • B60G2200/14—Independent suspensions with lateral arms
    • B60G2200/144—Independent suspensions with lateral arms with two lateral arms forming a parallelogram
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/10—Type of spring
    • B60G2202/15—Fluid spring
    • B60G2202/152—Pneumatic spring
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/30—Spring/Damper and/or actuator Units
    • B60G2202/32—The spring being in series with the damper and/or actuator
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/40—Type of actuator
    • B60G2202/41—Fluid actuator
    • B60G2202/416—Fluid actuator using a pump, e.g. in the line connecting the lower chamber to the upper chamber of the actuator
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/40—Type of actuator
    • B60G2202/442—Rotary actuator
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/80—Interactive suspensions; arrangement affecting more than one suspension unit
    • B60G2204/82—Interactive suspensions; arrangement affecting more than one suspension unit left and right unit on same axle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/80—Interactive suspensions; arrangement affecting more than one suspension unit
    • B60G2204/83—Type of interconnection
    • B60G2204/8304—Type of interconnection using a fluid
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2500/00—Indexing codes relating to the regulated action or device
    • B60G2500/02—Supply or exhaust flow rates; Pump operation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2500/00—Indexing codes relating to the regulated action or device
    • B60G2500/20—Spring action or springs
    • B60G2500/206—Variable pressure accumulators for hydropneumatic suspensions
    • B60G2500/2062—Variable pressure accumulators for hydropneumatic suspensions by varying the air-pressure of the accumulator
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/01—Attitude or posture control
    • B60G2800/012—Rolling condition

Definitions

  • the present invention relates to an adaptive lateral stabilizer and a suspension system using the same.
  • vehicle roll is one of the important factors affecting ride comfort and driving safety. Curved roll and high-speed roll are also important factors leading to vehicle rollover, which directly endangers personal safety.
  • active anti-roll technology of the vehicle has been developed rapidly, among which the active lateral stabilizer technology is the most prominent, such as the stabilizer system disclosed in the patent application No.
  • the stabilizer system includes bridging in a pair of stabilizer bar members between the left and right wheels, the pair of stabilizer bar members being coupled in a relatively rotatable manner by an actuator, the actuator including an electric motor as a drive source and a speed reducer coupled to the motor drive, the stabilizer bar member
  • the transmission is connected to the output end of the reducer, and the capacitor and the upper control are connected with an electronic control unit (ECU), and the electronic control unit controls the action of the actuator as a driving circuit corresponding to the motor in the actuator.
  • Inverters and controllers with themes of CPUs, ROMs, RAMs, etc., so the commercially available active stabilizer bar systems for passenger cars, sports cars, and off-road vehicles have complex structures, high costs, and are not conducive to installation. debugging.
  • the technical solution of the adaptive lateral stabilizer in the present invention is as follows:
  • An adaptive lateral stabilizer device comprising left and right stabilizer bar members for relatively reverse rotation when the frame is tilted to the left, and relatively reverse when the frame is tilted to the right, the left and right stabilizer bar members are arranged symmetrically left and right, the left,
  • the right stabilizer bar member is fitted with a pump-type torsion actuator for discharging oil from the forward pump port during forward rotation and oil from the reverse pump port when reversing, the casing of the pump-type torsion actuator and
  • the rotors are respectively mounted on opposite ends of the left and right stabilizing members, and a left air spring is connected to the forward pump port of the pump-type torsion actuator through a piston cylinder, on the reverse pump port of the pump-type torsion actuator
  • a right air spring is connected through the piston cylinder, and the inner cavity of the piston cylinder is partitioned by the floating piston into an operating air chamber communicating with the corresponding air spring air chamber and a control oil chamber communicating with the corresponding pump port.
  • the rotor of the pump-type torsion actuator includes a rotating shaft that is connected to the corresponding stabilizer bar member and a rotating shaft that is screw-fitted on the rotating shaft, and the rotating wheel is a gear or an impeller.
  • the runners have more than two and are arranged at axial intervals along the axis of rotation.
  • the pump torsion actuator is a hydraulic actuator.
  • a vehicle suspension system includes a frame that is floatingly mounted on an axle and an adaptive lateral stabilizer that is mounted on the bottom of the frame, the adaptive lateral stabilizer including a relative forward rotation and a follower when the frame is tilted to the left
  • the left and right stabilizer bar members are oppositely reversed when the frame is tilted rightward, and the left and right stabilizer bar members are symmetrically arranged left and right.
  • the left and right stabilizer bar members are equipped with oil for pumping from the forward pump port during forward rotation.
  • a pump-type torsion actuator that discharges oil from the reverse pump port during reverse rotation
  • the housing and the rotor of the pump-type torsion actuator are respectively screwed onto the opposite ends of the left and right stabilizer members, and are pump-twisted
  • the forward pump port of the actuator is connected to the left air spring assembled between the left end of the axle and the frame through the piston cylinder, and is connected to the right end of the axle through the piston cylinder on the reverse pump port of the pump-type torsion actuator.
  • the right air spring between the frame and the frame, the inner cavity of the piston cylinder is separated by the floating piston into an operating air chamber communicating with the corresponding air spring chamber and a control oil chamber communicating with the corresponding pump port.
  • the rotor of the pump-type torsion actuator includes a rotating shaft that is connected to the corresponding stabilizer bar member and a rotating shaft that is screw-fitted on the rotating shaft, and the rotating wheel is a gear or an impeller.
  • the runners have more than two and are arranged at axial intervals along the axis of rotation.
  • the pump torsion actuator is a hydraulic actuator.
  • the invention is equipped with a pump-type torsion actuator between the left and right stabilizer bar members, and the casing and the rotor of the pump-type torsion actuator are respectively arranged on the opposite ends of the left and right stabilizer members, and are in the pump type
  • a positive air spring is connected to the forward pump port of the torsion actuator through a piston cylinder
  • a right air spring is connected to the reverse pump port of the pump type torsion actuator through a piston cylinder
  • the inner cavity of the piston cylinder is set by a floating piston
  • the operating air chamber communicating with the corresponding air spring and the control oil chamber communicating with the corresponding pump port during use, when the frame is tilted leftward with the vehicle body, the left and right stabilizer bar members will be relatively forward, and at the same time in the pump type
  • the housing and the rotor of the actuator are driven by the left and right stabilizer bars, so that the pump-type torsion actuator rotates forward, so that the pump-type torsion actuator fills the control oil chamber of the
  • the piston cylinder controls the oil chamber to be pressurized, the air chamber is compressed by the floating piston, so that the air pressure in the moving air chamber is increased to prevent the gas in the left air spring from leaking out, thereby improving the rigidity of the left air spring and suppressing the vehicle.
  • the vehicle body is tilted to the left; on the contrary, when the frame is tilted to the right with the vehicle body, the pump-type torsion actuator is turned over to increase the rigidity of the right air spring, thereby increasing the rigidity of the right air spring and suppressing the frame from tilting rightward with the vehicle body, so the present invention passes the left,
  • the right stabilizer bar member drives the pump-type torsion actuator to rotate forward or reverse, and then pressurizes the frame to the direction of the roll by the forward or reverse rotation of the pump-type torsion actuator to improve the frame roll direction
  • the rigidity of the air spring realizes the problem of suppressing the roll of the vehicle body through the linkage of the stabilizer bar and the air spring during the running of the vehicle suspension system, so that the structure of the adaptive lateral stabilizer is simple and the control difficulty is small.
  • FIG. 1 is a schematic view showing the principle of a fluid control portion in an embodiment of a passenger car of the present invention
  • FIG. 2 is a schematic view showing the connection structure of a stabilizer bar and a pump type torsion actuator in the embodiment of the passenger car of the present invention
  • FIG. 3 is a schematic structural view of an embodiment of a passenger car of the present invention.
  • Embodiment of the passenger car of the present invention as shown in FIG. 1, FIG. 2 and FIG. 3, the passenger car includes a left wheel 1, a right wheel 2, an axle bridge bridged between the left wheel 1 and the right wheel 2, and a floating assembly a frame 4 on the axle 3, a left suspension 5 connected to the left wheel 1, a right suspension 6 connected to the right wheel 2, and an adaptive lateral stabilizer mounted on the bottom of the frame 4, adaptively laterally stable
  • the device comprises a left air spring 71 fixed to the left end of the axle 3, a right air spring 72 fixed to the right end of the axle 3, a left stabilizer bar member 73 connected to the left suspension 5, and a right stabilizer bar connected to the right wheel 2.
  • the pump-type torsion actuator 75 reverses the right piston cylinder 77 on the pump port 752, wherein the inner chambers of the left piston cylinder 76 and the right piston cylinder 77 are separated by the floating piston 70 into a control oil chamber 79 and an actuating air chamber 78,
  • the control oil chamber 79 of the left piston cylinder 76 is communicated through the oil pipe 8 to the forward pump port 751 of the pump-type torsion actuator 75, the left piston cylinder 76.
  • the actuating air chamber 78 communicates with the left air spring 71 through the air tube 9, and the control oil chamber 79 of the right piston cylinder 77 communicates through the oil pipe 8 on the reverse pump port 752 of the pump-type torsion actuator 75, the right piston cylinder 77
  • the actuating air chamber 78 is connected to the right air spring 72 through a manifold.
  • the top end of the left air spring 71 is fitted to the left side of the frame 4, and the top end of the right air spring 72 is fitted to the right side of the frame 4.
  • the pump-type torsion actuator 75 is a hydraulic gear actuator, and the rotor of the pump-type torsion actuator 75 includes a rotating shaft 753 that is screw-connected to the corresponding stabilizer bar member and a rotating wheel 754 that is screw-fitted on the rotating shaft 753.
  • the runner 754 is a gear, and the runner 754 has two and is axially spaced along the shaft 753.
  • the left air spring 71 when the vehicle turns to the right while the vehicle body is tilted to the left side, the left air spring 71 is pressed, and the air chamber of the left piston cylinder 76 connected to the left air spring 71 is operated. The pressure is increased; the right air spring 72 is pulled, and the pressure of the actuating air chamber 78 of the piston cylinder connected to the right air spring 72 is decreased, while the left stabilizer bar member 73 and the right stabilizer bar member 74 are opposite to the left side of the frame 4.
  • the counterclockwise forward rotation causes the rotor and the housing of the pump type torsion actuator 75 to rotate relatively forward, and the left air spring 71 is pressurized by oiling the left piston cylinder 76, thereby positively operating the pump type torsion actuator 75.
  • the pressure differential between the pump port 751 and the reverse pump port 752 will form a counter torque that inhibits the vehicle body from tilting left.
  • the right air spring 72 is pressed, and the right piston cylinder 77 connected to the right air spring 72 acts to increase the pressure of the air chamber 78; the left air spring 71 is pulled.
  • the left piston cylinder 76 connected to the left air spring 71 operates in a reduced pressure of the air chamber 78, and the rotor of the pump-type torsion actuator 75 is connected to the left stabilizer bar member 73 and the right stabilizer bar member 74 by an oil passage.
  • the rotor rotation amplitude of the pump-type torsion actuator 75 also increases, and the left piston cylinder 76 or the oil in the control cylinder of the right piston cylinder 77 will push the floating piston 70 to increase the volume of gas in the side air spring, the stiffness of the air spring will increase, and the stiffness of the adaptive lateral stabilizer will also increase. It is lifted to achieve large roll and large stiffness; when the body roll is small, the rotor amplitude of the pump-type torsion actuator 75 is also reduced, corresponding to the forward pump port 751 and the reverse pump port. The pressure difference between the 752 is small, and the adaptive lateral stabilizer is similar to the open state, thereby improving the vehicle's passability and ride comfort.
  • the pump-type torsion actuator is a hydraulic gear actuator.
  • the rotor of the pump-type torsion actuator may also be an impeller, a cam, etc., and the pump-type torsion actuator is also It can be an air pump.
  • the rotating shaft of the pump type torsion actuator is coaxially provided with two rotating wheels.
  • the number of the rotating wheels can be appropriately reduced or increased.
  • the structure of the adaptive lateral stabilizer in the embodiment is the same as that of the adaptive lateral stabilizer in the above embodiment, and therefore will not be described again, and the adaptive lateral stabilizer may not only Used on the vehicle suspension system, it can also be used on the running mechanism of other devices.

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

Abstract

一种自适应横向稳定装置及使用该装置的车辆悬架系统，该自适应横向稳定装置在左、右稳定杆构件（73、74）之间装配有泵式扭转作动器（75），泵式扭转作动器（75）的壳体和转子分别止旋装配在左、右稳定构件（73、74）的相对端上，并在泵式扭转作动器（75）的正向泵口（751）上通过活塞缸连接有左空气弹簧（71）。在泵式扭转作动器（75）的反向泵口（752）上通过活塞缸连接有右空气弹簧（72），在使用过程中，通过左、右稳定杆构件（73、74）来带动泵式扭转作动器（75）正转或反转，再通过泵式扭转作动器（75）的正转或反转来向车架侧倾方向增压，以提高车架侧倾方向对应空气弹簧的刚度，从而通过车辆悬架系统行驶过程中稳定杆和空气弹簧的联动来实现抑制车身侧倾的目的，使得自适应横向稳定装置的结构简单、控制难度小。

Description

自适应横向稳定装置及使用装置的车辆悬架系统 技术领域
本发明涉及一种自适应横向稳定装置及使用该自适应横向稳定装置的悬架系统。
背景技术
目前，车辆侧倾是影响乘坐舒适性和驾驶安全性的重要因素之一，弯道侧倾及高速侧倾也是导致车辆侧翻的重要因素，直接危及人身安全。近年来，车辆主动抗侧倾技术得到了较快的发展，其中以主动横向稳定杆技术最为突出，如申请号201080064543.X的专利所公开的一种稳定器系统，该稳定器系统包括桥接在左右车轮之间的一对稳定杆构件，这一对稳定杆构件通过作动器以能够相对旋转的方式连接，作动器包括作为驱动源的电动机以及与电动机传动连接的减速器，稳定杆构件传动连接在减速器的输出端上，且电容及其上控制连接有电子控制单元(ECU)，电子控制单元对作动器的动作进行控制，以作为与作动器中电动机对应的驱动电路的逆变器及以具备CPU、ROM、RAM等的计算机为主题的控制器，因此市售的用于乘用车、跑车及越野车的主动稳定杆系统结构复杂、成本较高，且不利于安装调试。
发明内容
本发明的目的是提供一种结构简单、控制难度小的自适应横向稳定装置，同时还提供了一种使用该自适应横向稳定装置的车辆悬架系统。
为了实现以上目的，本发明中自适应横向稳定装置的技术方案如下：
一种自适应横向稳定装置，包括用于随车架左倾时相对正转、随车架右倾时相对反转的左、右稳定杆构件，左、右稳定杆构件左右对称布置，所述左、右稳定杆构件之间装配有用于在正转时从正向泵口出油、在反转时从反向泵口出油的泵式扭转作动器，泵式扭转作动器的壳体和转子分别止旋装配在左、右稳定构件的相对端上，并在泵式扭转作动器的正向泵口上通过活塞缸连接有左空气弹簧，在泵式扭转作动器的反向泵口上通过活塞缸连接有右空气弹簧，活塞缸的内腔被浮动活塞隔设为与对应空气弹簧气室连通的动作气腔以及与对应泵口连通的控制油腔。
所述泵式扭转作动器的转子包括止旋连接在对应稳定杆构件上的转轴以及转轴上止旋装配的转轮，所述转轮为齿轮或叶轮。
所述转轮有两个以上、并沿转轴的轴向间隔布置。
所述泵式扭转作动器为液压作动器。
本发明中车辆悬架系统的技术方案如下：
一种车辆悬架系统，包括浮动装配在车桥上的车架以及装配在车架底部的自适应横向稳定装置，所述自适应横向稳定装置包括用于随车架左倾时相对正转、随车架右倾时相对反转的左、右稳定杆构件，左、右稳定杆构件左右对称布置，所述左、右稳定杆构件之间装配有用于在正转时从正向泵口出油、在反转时从反向泵口出油的泵式扭转作动器，泵式扭转作动器的壳体和转子分别止旋装配在左、右稳定构件的相对端上，并在泵式扭转作动器的正向泵口上通过活塞缸连接有装配在车桥左端和车架之间的左空气弹簧，在泵式扭转作动器的反向泵口上通过活塞缸连接有装配在车桥右端和车架之间的右空气弹簧，活塞缸的内腔被浮动活塞隔设为与对应空气弹簧气室连通的动作气腔以及与对应泵口连通的控制油腔。
所述泵式扭转作动器的转子包括止旋连接在对应稳定杆构件上的转轴以及转轴上止旋装配的转轮，所述转轮为齿轮或叶轮。
所述转轮有两个以上、并沿转轴的轴向间隔布置。
所述泵式扭转作动器为液压作动器。
本发明在左、右稳定杆构件之间装配有泵式扭转作动器，泵式扭转作动器的壳体和转子分别止旋装配在左、右稳定构件的相对端上，并在泵式扭转作动器的正向泵口上通过活塞缸连接有左空气弹簧，在泵式扭转作动器的反向泵口上通过活塞缸连接有右空气弹簧，活塞缸的内腔被浮动活塞隔设为与对应空气弹簧连通的动作气腔以及与对应泵口连通的控制油腔，在使用过程中，当车架随车身左倾时，左、右稳定杆构件会相对正转，同时在泵式扭转作动器的壳体和转子在左右稳定杆的带动下，使得泵式扭转作动器正转，以使得泵式扭转作动器向与左空气弹簧相邻的活塞缸的控制油腔注油，该活塞缸在控制油腔注油增压的情况下，通过浮动活塞压缩动作气腔，使得动作气腔内气压增大，阻止左空气弹簧中气体外泄，从而提高了左空气弹簧的刚度，抑制车架随车身左倾；反之，当车架随车身右倾时，泵式扭转作动器翻转而使得右空气弹簧刚度提高，从而提高了右空气弹簧的刚度，抑制车架随车身右倾，因此本发明通过左、右稳定杆构件来带动泵式扭转作动器正转或反转，再通过泵式扭转作动器的正转或反转来向车架侧倾方向增压，以提高车架侧倾方向对应空气弹簧的刚度，从而通过车辆悬架系统行驶过程中稳定杆和空气弹簧的联动来实现抑制车身侧倾的问题，使得自适应横向稳定装置的结构简单、控制难度小。
附图说明
图1是本发明客车实施例中流体控制部分的原理示意图；
图2是本发明客车实施例中稳定杆和泵式扭转作动器的连接结构示意图；
图3是本发明客车实施例的结构示意图。
具体实施方式
本发明中客车的实施例：如图1、图2和图3所示，该客车包括左车轮1、右车轮2、桥接在左车轮1和右车轮2之间的车桥3、浮动装配在车桥3上的车架4、连接在左车轮1上的左悬架5、连接在右车轮2上的右悬架6以及装配在车架4底部的自适应横向稳定装置，自适应横向稳定装置包括固定在车桥3左端的左空气弹簧71、固定在车桥3右端的右空气弹簧72、连接在左悬架5上的左稳定杆构件73、连接在右车轮2上的右稳定杆构件74、连接在左稳定杆构件73和右稳定杆构件74之间的泵式扭转作动器75、连通在泵式扭转作动器75正向泵口751上的左活塞缸76以及连通在泵式扭转作动器75反向泵口752上的右活塞缸77，其中左活塞缸76和右活塞缸77的内腔均被浮动活塞70隔设为控制油腔79和动作气腔78，左活塞缸76的控制油腔79通过油管8连通在泵式扭转作动器75的正向泵口751上，左活塞缸76的动作气腔78通过气管9连通在左空气弹簧71上，而右活塞缸77的控制油腔79通过油管8连通在泵式扭转作动器75的反向泵口752上，右活塞缸77的动作气腔78通过歧管连通在右空气弹簧72上。左空气弹簧71的顶部限位装配在车架4左侧，右空气弹簧72的顶部限位装配在车架4右侧。
泵式扭转作动器75为液压式齿轮作动器，泵式扭转作动器75的转子包括止旋连接在对应稳定杆构件上的转轴753以及转轴753上止旋装配的转轮754，该转轮754为齿轮，转轮754有两个、并沿转轴753轴向间隔布置。
本实施例中车辆悬架系统在行驶过程中，当车辆向右转弯，而车身向左侧侧倾时，左空气弹簧71受压，与左空气弹簧71连接的左活塞缸76的动作气腔78压力增大；右空气弹簧72受拉，与右空气弹簧72连接的活塞缸的动作气腔78压力减小，同时左稳定杆构件73和右稳定杆构件74随车架4左倾而相对的逆时针正转，带动泵式扭转作动器75的转子和壳体相对正转，通过向左活塞缸76中注油而使得左空气弹簧71增压，从而在泵式扭转作动器75的正向泵口751和反向泵口752之间的压差将形成抑制车身左倾的反力矩。
反之，当车辆向左转弯，而车身向右侧侧倾时，右空气弹簧72受压，与右空气弹簧72连接的右活塞缸77动作气腔78压力增大；左空气弹簧71受拉，与左空气弹簧71连接的左活塞缸76动作气腔78压力减小，该工况下通过油路连接使泵式扭转作动器75的转子在左稳定杆构件73和右稳定杆构件74的作用下顺时针反转，此时，在泵式扭转作动器75的正向泵口751和反向泵口752之间的压差将形成抑制车身右倾的反力矩。
当车身侧倾程度增大时，泵式扭转作动器75的转子转动幅度也随之增大，左活塞缸 76或右活塞缸77的控制油缸内的油液将推动浮动活塞70增加该侧空气弹簧内的气体体积，空气弹簧的刚度将增大，该自适应横向稳定装置的刚度也将增大，车身被抬起，从而实现大侧倾，大刚度的特性；当车身侧倾较小时，泵式扭转作动器75的转子幅度也随之减小，对应的正向泵口751和反向泵口752之间的压差很小，自适应横向稳定装置近似于断开状态，从而提升车辆的通过性和乘坐舒适性。
在上述实施例中，泵式扭转作动器是液压式齿轮作动器，在其他实施例中，泵式扭转作动器的转子也可以是叶轮、凸轮等，而泵式扭转作动器也可以是气泵。
在上述实施例中，泵式扭转作动器的转轴上同轴设置有两个转轮，在其他实施例中，转轮的个数也可以适当的减少或增多。
本发明中自适应横向稳定装置的实施例，本实施例中自适应横向稳定装置的结构与上述实施例中自适应横向稳定装置的结构相同，因此不再赘述，而自适应横向稳定装置不但可以使用在车辆悬架系统上，还可以使用在其他装置的行走机构上。

Claims (8)

  1. 一种自适应横向稳定装置，包括用于随车架左倾时相对正转、随车架右倾时相对反转的左、右稳定杆构件，左、右稳定杆构件左右对称布置，其特征在于，所述左、右稳定杆构件之间装配有用于在正转时从正向泵口出油、在反转时从反向泵口出油的泵式扭转作动器，泵式扭转作动器的壳体和转子分别止旋装配在左、右稳定构件的相对端上，并在泵式扭转作动器的正向泵口上通过活塞缸连接有左空气弹簧，在泵式扭转作动器的反向泵口上通过活塞缸连接有右空气弹簧，活塞缸的内腔被浮动活塞隔设为与对应空气弹簧气室连通的动作气腔以及与对应泵口连通的控制油腔。
  2. 根据权利要求1所述的自适应横向稳定装置，其特征在于，所述泵式扭转作动器的转子包括止旋连接在对应稳定杆构件上的转轴以及转轴上止旋装配的转轮，所述转轮为齿轮或叶轮。
  3. 根据权利要求2所述的自适应横向稳定装置，其特征在于，所述转轮有两个以上、并沿转轴的轴向间隔布置。
  4. 根据权利要求1或2或3所述的自适应横向稳定装置，其特征在于，所述泵式扭转作动器为液压作动器。
  5. 一种车辆悬架系统，包括浮动装配在车桥上的车架以及装配在车架底部的自适应横向稳定装置，所述自适应横向稳定装置包括用于随车架左倾时相对正转、随车架右倾时相对反转的左、右稳定杆构件，左、右稳定杆构件左右对称布置，其特征在于，所述左、右稳定杆构件之间装配有用于在正转时从正向泵口出油、在反转时从反向泵口出油的泵式扭转作动器，泵式扭转作动器的壳体和转子分别止旋装配在左、右稳定构件的相对端上，并在泵式扭转作动器的正向泵口上通过活塞缸连接有装配在车桥左端和车架之间的左空气弹簧，在泵式扭转作动器的反向泵口上通过活塞缸连接有装配在车桥右端和车架之间的右空气弹簧，活塞缸的内腔被浮动活塞隔设为与对应空气弹簧气室连通的动作气腔以及与对应泵口连通的控制油腔。
  6. 根据权利要求5所述的车辆悬架系统，其特征在于，所述泵式扭转作动器的转子包括止旋连接在对应稳定杆构件上的转轴以及转轴上止旋装配的转轮，所述转轮为齿轮或叶轮。
  7. 根据权利要求6所述的车辆悬架系统，其特征在于，所述转轮有两个以上、并沿转轴的轴向间隔布置。
  8. 根据权利要求5或6或7所述的车辆悬架系统，其特征在于，所述泵式扭转作动器为液压作动器。
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