WO2016082790A1 - 横向稳定装置及使用该横向稳定装置的车辆 - Google Patents

横向稳定装置及使用该横向稳定装置的车辆 Download PDF

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WO2016082790A1
WO2016082790A1 PCT/CN2015/095769 CN2015095769W WO2016082790A1 WO 2016082790 A1 WO2016082790 A1 WO 2016082790A1 CN 2015095769 W CN2015095769 W CN 2015095769W WO 2016082790 A1 WO2016082790 A1 WO 2016082790A1
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hydraulic cylinder
lateral stabilizer
vehicle
rod
right hydraulic
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PCT/CN2015/095769
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English (en)
French (fr)
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郭耀华
汤望
秦涛
海辰光
刘万备
严斌
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郑州宇通客车股份有限公司
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Publication of WO2016082790A1 publication Critical patent/WO2016082790A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
    • B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
    • B60G21/04—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically
    • B60G21/05—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
    • B60G21/055—Stabiliser bars
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
    • 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

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  • the present invention relates to a lateral stabilizer and a vehicle using the same.
  • the existing vehicle includes a vehicle body, an axle, and a lateral stabilizer bar disposed between the vehicle body and the axle.
  • the two ends of the lateral stabilizer bar are respectively hingedly connected to the left and right sides of the vehicle body, and the vehicle walks on the uneven road. Or when the corner is needed, the car body will have a roll, and the roll of the car body causes the lateral stabilizer bar to twist, thereby increasing the anti-roll stiffness of the axle and reducing the roll of the vehicle body.
  • the lateral stabilizer can provide a small anti-roll stiffness to Improve the ride comfort of the vehicle, and improve the vehicle's grip performance when driving on slippery roads, reduce the tire side slip, improve the vehicle's steering stability and passability, when the vehicle enters a corner or makes an emergency turn
  • the vehicle body will generate a large roll angle.
  • the lateral stabilizer can provide a large anti-roll stiffness for the vehicle, thereby effectively suppressing the vehicle body roll, reducing the occurrence of the vehicle rollover accident, and improving the vehicle.
  • Driving safety when the vehicle is running, when the vehicle body produces a small roll angle (such as driving at a high speed on a sandy road with small protrusions)
  • the torsional stiffness of the traditional lateral stabilizer bar has little relationship with the inclination angle of the vehicle body.
  • the lateral stabilizer bar provides a larger vehicle.
  • the anti-rolling moment makes the car generate a large roll angle vibration, which affects the ride comfort.
  • the technical solution of the lateral stabilizer in the present invention is:
  • the lateral stabilizer comprises a lateral stabilizer bar and left and right hydraulic cylinders, the piston rod of the left hydraulic cylinder is connected with the left end of the lateral stabilizer bar, the piston rod of the right hydraulic cylinder is connected with the right end of the lateral stabilizer bar, and the right hydraulic cylinder
  • the rod chamber is connected to the rodless chamber of the left hydraulic cylinder through a first oil passage
  • the rodless chamber of the right hydraulic cylinder is connected to the rod chamber of the left hydraulic cylinder through a second oil passage
  • the first oil passage is disposed
  • the left and right hydraulic cylinders are respectively connected to the lateral stabilizer bar through a link mechanism.
  • the link mechanism comprises a power output arm extending in a lateral direction of the rotation axis and a power input arm fixed on the power output arm, the power output arm and the power input arm forming a V-shaped structure, and the left and right ends of the lateral stabilizer bar
  • the drive rods are respectively connected to the corresponding power output arm, and the piston rods of the left and right hydraulic cylinders are respectively hingedly connected with the corresponding power input arm.
  • the vehicle including the vehicle body and the axle, further includes a lateral stabilizer disposed between the vehicle body and the axle, the lateral stabilizer including a lateral stabilizer bar and left and right hydraulic cylinders disposed on the vehicle body, and a piston of the left hydraulic cylinder
  • the rod is connected to the left end of the lateral stabilizer rod
  • the piston rod of the right hydraulic cylinder is connected to the right end of the lateral stabilizer rod
  • the rod chamber of the right hydraulic cylinder is connected to the rodless chamber of the left hydraulic cylinder through the first oil passage
  • the rodless chamber of the right hydraulic cylinder is connected to the rod chamber of the left hydraulic cylinder through a second oil passage, a first accumulator is disposed on the first oil passage, and a second accumulator is disposed on the second oil passage.
  • the left and right hydraulic cylinders are respectively connected to the lateral stabilizer bar through a link mechanism.
  • the link mechanism comprises a power output arm extending in a lateral direction of the rotation axis and a power input arm fixed on the power output arm, the power output arm and the power input arm forming a V-shaped structure, and the left and right ends of the lateral stabilizer bar
  • the drive rods are respectively connected to the corresponding power output arm, and the piston rods of the left and right hydraulic cylinders are respectively hingedly connected with the corresponding power input arm.
  • the invention has the beneficial effects that when the vehicle runs on an uneven road surface, the vehicle will generate a small roll motion, and the compression or extension movement between the vehicle body and the axle will be transmitted to the piston rods of the left and right hydraulic cylinders.
  • the thrust of the piston rods of the left and right hydraulic cylinders can provide the vehicle with anti-rolling moment. Under this condition, the piston rods of the left and right hydraulic cylinders generate less movement.
  • due to the piston rod of the hydraulic cylinder The volume change of the oil produced by the movement is small, the volume of the gas in the accumulator does not change significantly, and the pressure in the oil path is close to the initial value, so that the lateral stabilizer provides a small anti-roll moment, thereby effectively reducing the vehicle.
  • the roll angle vibration effectively improves ride comfort and ride comfort.
  • FIG. 1 is a schematic structural view of an embodiment of a vehicle in the present invention
  • Figure 2 is a schematic view showing the structure of the single lateral stabilizer of Figure 1.
  • FIGS. 1 and 2 The embodiment of the vehicle is as shown in FIGS. 1 and 2: including a vehicle body, a front axle 1 and a rear axle 12, and lateral stabilizers are disposed between the front and rear axles and the vehicle body, and the two lateral stabilizers have the same structure. Now, only the structure of one of the lateral stabilizers is specifically described.
  • the lateral stabilizer includes a stabilizer bar 2-2 and a left cylinder 10, a right cylinder 6, and a piston rod of the left cylinder 6, which are disposed on the vehicle body,
  • the piston rod of the right hydraulic cylinder is respectively connected to the left and right ends of the lateral stabilizer bar 2-2 through a link mechanism, and the rod cavity of the right hydraulic cylinder 6 passes through the first oil passage 9-2 and the rodless cavity of the left hydraulic cylinder 10 Connected, the rodless chamber of the right hydraulic cylinder 6 is connected to the rod chamber of the left hydraulic cylinder 10 through the second oil passage 9-1.
  • the first oil passage 9-2 is provided with a first accumulator 11 and a second oil passage.
  • a second accumulator 8 is provided on the 9-1.
  • the link mechanism includes a power output arm extending in a lateral direction of the rotation axis and a power input arm fixed on the power output arm, the power output arm and the power input arm forming a V-shaped rocker arm 4 of the V-shaped structure, and the lateral direction
  • the left and right ends of the stabilizer bar are respectively connected with the corresponding power output arm through the transmission link 2-3, and the two ends of the transmission link are respectively hingedly connected with the lateral stabilizer bar and the corresponding power output arm, and the left and right hydraulic cylinders are respectively connected.
  • the piston rods are respectively hingedly connected with the corresponding power input arm, and the left and right hydraulic cylinders are horizontally arranged in the front-rear direction, and the transmission links are vertically arranged.
  • Item 2-4 in the figure represents the hinge position of the two ends of the transmission link; Item 3 represents the rocker arm seat for the V-shaped rocker arm; Item 5 represents the hinge position of the piston rod of the right hydraulic cylinder and the power input arm; Item 2 1 denotes a stabilizer bar support; Item 7 denotes a cylinder support.
  • the car body When the vehicle is running on uneven road surface, the car body will produce less roll motion, that is, the roll angle of the car body is smaller, and the compression or extension movement between the car body and the axle will be driven laterally through the transmission link.
  • the rod generates a twist, which will be reversed by the transmission link to the V-shaped rocker arm, the V-shaped rocker arm rotates about its own hinge axis, and the V-shaped rocker arm converts the motion into a linear motion corresponding to the hydraulic cylinder, and the hydraulic cylinder
  • the thrust of the piston rod can provide the vehicle with anti-roll moment. Under this condition, the piston rods of the left and right hydraulic cylinders generate less movement.
  • the volume change of the oil due to the movement of the hydraulic cylinder is less, and the volume in the corresponding accumulator does not change significantly, corresponding to the oil passage.
  • the pressure is close to the initial value, and the lateral stabilizer provides a small anti-rolling moment, thereby effectively reducing the roll angle vibration of the vehicle and improving ride comfort.
  • the right V-shaped rocker arm compresses the piston rod of the right hydraulic cylinder.
  • the rodless cavity of the right hydraulic cylinder is The high pressure chamber has a rod chamber as a low pressure chamber.
  • the working principle of the left side of the lateral stabilizer is similar to that of the right side.
  • the rod chamber of the left hydraulic cylinder is a high pressure chamber, and the rod chamber is a low pressure chamber, due to the absence of the right hydraulic cylinder.
  • the rod chamber and the rod chamber are respectively cross-linked with the rod chamber and the rodless chamber of the left hydraulic cylinder through corresponding oil passages, and the hydraulic oil in the second oil passage compresses the gas in the second accumulator so that the oil in the oil passage
  • the oil pressure rises rapidly, and the movement of the left and right hydraulic cylinders to the right side is subjected to a large hydraulic resistance, thereby generating a large anti-rolling moment and preventing the roll of the vehicle body.
  • the V-shaped rocker arm can change the direction of force transmission, so that the hydraulic cylinder can be conveniently arranged, and the hydraulic cylinder can be horizontally arranged on the side of the vehicle body, so that the layout of the hydraulic cylinder can be made more compact; the roll stiffness of the lateral stabilizer can be saved.
  • the adjustment of the gas pressure in the energy device can realize the adjustable stiffness, which is convenient for debugging, disassembly and maintenance.
  • the lateral stabilizer can automatically adjust the stiffness of the stabilizer bar according to the operating conditions of the vehicle, effectively reduce the roll of the vehicle body and improve the operation. Stability and comfort.
  • the lateral stabilizer may be disposed between the front axle and the vehicle body or between the rear axle and the vehicle body; the linkage mechanism may not be provided.
  • the piston rod of the hydraulic cylinder can be directly connected to the lateral stabilizer bar, and the cylinder of the hydraulic cylinder is hinged to the vehicle body.
  • Figs. 1 to 2 The embodiment of the lateral stabilizer is shown in Figs. 1 to 2: the specific structure of the lateral stabilizer is the same as that of the lateral stabilizer described in the above vehicle embodiments, and will not be described in detail herein.

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

Abstract

本发明涉及横向稳定装置及使用该横向稳定装置的车辆，横向稳定装置包括横向稳定杆和左、右液压缸，左液压缸的活塞杆与所述横向稳定杆的左端传动连接，右液压缸的活塞杆与横向稳定杆的右端传动连接，右液压缸的有杆腔通过第一油路与所述左液压缸的无杆腔相连，右液压缸的无杆腔通过第二油路与所述左液压缸的有杆腔相连，第一油路上设置有第一蓄能器，第二油路上设置有第二蓄能器。本发明提了一种在车体产生较小侧倾角时可以减小车辆侧倾角振动的横向稳定装置及使用该横向稳定装置的车辆。

Description

横向稳定装置及使用该横向稳定装置的车辆 技术领域
本发明涉及横向稳定装置及使用该横向稳定装置的车辆。
背景技术
现有的车辆包括车体、车桥及设置于车体与车桥之间的横向稳定杆，横向稳定杆的两端分别与车体的左右两侧铰接相连，当车辆在不平整道路上行走或者需要拐弯时，车体会产生侧倾，车体的侧倾使得横向稳定杆产生扭转，从而增大车桥的抗侧倾刚度，减小车体侧倾。然而在车辆行驶过程中，当车体产生较小的侧倾角(如高速行驶于有较小突起的沙石路面)，此时，人们期望横向稳定装置能够提供较小的抗侧倾刚度，以提高车辆的乘坐舒适性，并且车辆在湿滑路面行驶时，可提高车辆的抓地性能，减小轮胎侧滑，提高车辆的操纵稳定性和通过性，当车辆进入弯道行驶或紧急转弯时，车体将产生较大的侧倾角，此时期望横向稳定装置能为车辆提供较大的抗侧倾刚度，从而可有效抑制车体侧倾，减小车辆侧翻事故的发生，提高车辆的行驶安全性。然而传统横向稳定杆的扭转刚度与车身倾角关系不大，当车辆通过不平整路面时，因为横向稳定杆直接与车体相连，即使车体侧倾角较小，横向稳定杆也为车辆提供较大的抗侧倾力矩，使得汽车产生较大的侧倾角振动，影响乘坐舒适性。
发明内容
本发明的目的在于提供一种在车体产生较小侧倾角时可以减小车辆侧倾角振动的横向稳定装置；本发明的目的还在于提供一种使用该横向稳定装置的车辆。
为了解决上述问题，本发明中横向稳定装置的技术方案为：
横向稳定装置，包括横向稳定杆和左、右液压缸，左液压缸的活塞杆与所述横向稳定杆的左端传动连接，右液压缸的活塞杆与横向稳定杆的右端传动连接，右液压缸的有杆腔通过第一油路与所述左液压缸的无杆腔相连，右液压缸的无杆腔通过第二油路与所述左液压缸的有杆腔相连，第一油路上设置有第一蓄能器，第二油路上设置有第二蓄能器。
左、右液压缸分别通过连杆机构与横向稳定杆传动连接。
连杆机构包括转动轴线沿横向延伸的动力输出拐臂和固设于动力输出拐臂上的动力输入拐臂，动力输出拐臂、动力输入拐臂构成V形结构，横向稳定杆的左右两端分别通过传动连杆与对应动力输出拐臂相连，左、右液压缸的活塞杆分别与对应动力输入拐臂铰接相连。
本发明中车辆的技术方案为：
车辆，包括车体和车桥，还包括设置于车体和车桥之间的横向稳定装置，横向稳定装置包括横向稳定杆和设置于车体上的左、右液压缸，左液压缸的活塞杆与所述横向稳定杆的左端传动连接，右液压缸的活塞杆与横向稳定杆的右端传动连接，右液压缸的有杆腔通过第一油路与所述左液压缸的无杆腔相连，右液压缸的无杆腔通过第二油路与所述左液压缸的有杆腔相连，第一油路上设置有第一蓄能器，第二油路上设置有第二蓄能器。
左、右液压缸分别通过连杆机构与横向稳定杆传动连接。
连杆机构包括转动轴线沿横向延伸的动力输出拐臂和固设于动力输出拐臂上的动力输入拐臂，动力输出拐臂、动力输入拐臂构成V形结构，横向稳定杆的左右两端分别通过传动连杆与对应动力输出拐臂相连，左、右液压缸的活塞杆分别与对应动力输入拐臂铰接相连。
本发明的有益效果为：当车辆行驶于不平整路面时，车辆将产生较小的侧倾运动，车体与车桥之间的压缩或者伸张运动将传递给左、右液压缸的活塞杆，左、右液压缸的活塞杆所受到的推力可为车辆提供抗侧倾力矩，该工况下，左、右液压缸的活塞杆产生较小的运动，此时,由于液压缸的活塞杆的运动产生的油液体积变化量小，对应蓄能器内气体体积未显著变化，油路内的压力接近初始值，使得该横向稳定装置提供较小的抗侧倾力矩，从而有效降低车辆的侧倾角振动，有效提高行驶平顺性和乘坐舒适性。
附图说明
图1是本发明中车辆的一个实施例的结构示意图；
图2是图1中单个横向稳定装置的结构示意图。
具体实施方式
车辆的实施例如图1～2所示：包括车体、前车桥1和后车桥12，前、后车桥和车体之间均设置有横向稳定装置，两个横向稳定装置的结构相同，现仅对其中一个横向稳定装置的结构进行具体描述，横向稳定装置包括横向稳定杆2-2和设置于车体上的左液压缸10、右液压缸6，左液压缸6的活塞杆、右液压缸的活塞杆分别通过连杆机构与横向稳定杆2-2的左右两端传动连接，右液压缸6的有杆腔通过第一油路9-2与左液压缸10的无杆腔相连，右液压缸6的无杆腔通过第二油路9-1与左液压缸10的有杆腔相连，第一油路9-2上设置有第一蓄能器11，第二油路9-1上设置有第二蓄能器8。连杆机构包括转动轴线沿横向延伸的动力输出拐臂和固设于动力输出拐臂上的动力输入拐臂，动力输出拐臂、动力输入拐臂构成V形结构的V型摇臂4，横向稳定杆的左右两端分别通过传动连杆2-3与对应动力输出拐臂相连，传动连杆的两端分别与横向稳定杆和对应动力输出拐臂铰接相连，左、右液压缸的 活塞杆分别与对应动力输入拐臂铰接相连，左、右液压缸均沿前后方向水平设置，各传动连杆竖向设置。图中项2-4表示传动连杆两端的铰接位置；项3表示供V形摇臂安装的摇臂座；项5表示右液压缸的活塞杆与动力输入拐臂的铰接位置；项2-1表示横向稳定杆支座；项7表示液压缸支座。
当车辆行驶于不平整路面时，车体将产生较小的侧倾运动，即车体的侧倾角度较小，车体与车桥之间的压缩或者伸张运动将通过传动连杆驱动横向稳定杆产生扭转，这种扭转运动将通过传动连杆反作用于V型摇臂，V型摇臂绕自身的铰接轴线转动，V型摇臂将该运动转化为对应液压缸的线性运动，而液压缸的活塞杆所受到的推力可以为车辆提供抗侧倾力矩。该工况下，左、右液压缸的活塞杆产生较小的运动，此时由于液压缸运动而产生的油液体积变化量较少，对应蓄能器内体积未显著变化，对应油路中的压力接近初始值，该横向稳定装置提供较小的抗侧倾力矩，从而有效降低车辆的侧倾角振动，提高行驶平顺性。当车辆向左转弯时，车体向右侧倾斜，车桥右侧受压，左侧受拉，横向稳定杆的扭转力矩通过传动连杆反作用于V型摇臂，使得V型摇臂绕自身轴线转动，车体会产生较大的侧倾角，车体与车桥间的压缩量加大，右侧的V型摇臂压缩右液压缸的活塞杆动作，此时右液压缸的无杆腔为高压腔，有杆腔为低压腔，该横向稳定装置左侧的工作原理与右侧相似，此时左液压缸的有杆腔为高压腔，无杆腔为低压腔，由于右液压缸的无杆腔和有杆腔分别与左液压缸的有杆腔和无杆腔分别通过对应油路交联，第二油路中的液压油压缩第二蓄能器中的气体使得该油路中的油压迅速升高，此时左、右液压缸向右侧的运动均受到较大的液压阻力，进而产生较大的抗侧倾力矩，阻止车体的侧倾。当车辆向右转弯时，工作过程与上述相似，在此不再赘述。V型摇臂可以改变力的传递方向，从而可以方便的设置液压缸，将液压缸水平布置于车体的侧面上，可以使液压缸的布局更加紧凑；横向稳定装置的侧倾刚度可以通过蓄能器内气体压力的调节来实现刚度可调，方便调试、拆卸维护方便；同时本横向稳定装置可根据车辆的运行工况自动调整横向稳定杆的刚度，有效减小车体侧倾，提高操纵的稳定性和舒适性。
在本车辆的其它实施例中：横向稳定装置也可以仅有一个，此时横向稳定装置可以设置于前车桥与车体之间或后车桥与车体之间；连杆机构还可以不设，此时液压缸的活塞杆可以直接与横向稳定杆铰接相连，液压缸的缸体铰接于车体上。
横向稳定装置的实施例如图1～2所示：横向稳定装置的具体结构与上述各车辆实施例中所述的横向稳定装置相同，在此不再详述。

Claims (6)

  1. 横向稳定装置，其特征在于：包括横向稳定杆和左、右液压缸，左液压缸的活塞杆与所述横向稳定杆的左端传动连接，右液压缸的活塞杆与横向稳定杆的右端传动连接，右液压缸的有杆腔通过第一油路与所述左液压缸的无杆腔相连，右液压缸的无杆腔通过第二油路与所述左液压缸的有杆腔相连，第一油路上设置有第一蓄能器，第二油路上设置有第二蓄能器。
  2. 根据权利要求1所述的横向稳定装置，其特征在于：左、右液压缸分别通过连杆机构与横向稳定杆传动连接。
  3. 根据权利要求2所述的横向稳定装置，其特征在于：连杆机构包括转动轴线沿横向延伸的动力输出拐臂和固设于动力输出拐臂上的动力输入拐臂，动力输出拐臂、动力输入拐臂构成V形结构，横向稳定杆的左右两端分别通过传动连杆与对应动力输出拐臂相连，左、右液压缸的活塞杆分别与对应动力输入拐臂铰接相连。
  4. 车辆，包括车体和车桥，其特征在于：还包括设置于车体和车桥之间的横向稳定装置，横向稳定装置包括横向稳定杆和设置于车体上的左、右液压缸，左液压缸的活塞杆与所述横向稳定杆的左端传动连接，右液压缸的活塞杆与横向稳定杆的右端传动连接，右液压缸的有杆腔通过第一油路与所述左液压缸的无杆腔相连，右液压缸的无杆腔通过第二油路与所述左液压缸的有杆腔相连，第一油路上设置有第一蓄能器，第二油路上设置有第二蓄能器。
  5. 根据权利要求4所述的车辆，其特征在于：左、右液压缸分别通过连杆机构与横向稳定杆传动连接。
  6. 根据权利要求5所述的车辆，其特征在于：连杆机构包括转动轴线沿横向延伸的动力输出拐臂和固设于动力输出拐臂上的动力输入拐臂，动力输出拐臂、动力输入拐臂构成V形结构，横向稳定杆的左右两端分别通过传动连杆与对应动力输出拐臂相连，左、右液压缸的活塞杆分别与对应动力输入拐臂铰接相连。
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