Anti-roll wheel suspension system for vehicle, method for preventing vehicle roll by anti-roll wheel suspension system

Abstract

An anti-roll wheel suspension system (1) for a vehicle comprises a first suspension spring (7a) and a first damper (6a) arranged to be connected to a first wheel (4a), and a second suspension spring (7b) and a second damper (6b) arranged to be connected to a second wheel (4b). The system (1) also comprises a middle part (5) which is operatively connected to the first suspension spring (7a) and the first damper (6a), and operatively connected to the second suspension spring (7b) and the second damper (6b). The middle part (5) is arranged between the first suspension spring (7a) and the second suspension spring (7b), and between the first damper (6a) and the second damper (6b). The middle part (5) is arranged to be movable in a lateral direction (D T ) movement, wherein the middle portion (5) is configured to move in a lateral direction (D) when actuated by the first wheel (4a) and / or the second wheel (4b). T ) moves, affecting the stiffness of the first suspension spring (7a) and / or the second suspension spring (7b). The system effectively prevents the vehicle body from rolling.

Description

Technical Field

[0001] The present disclosure relates to an anti-roll wheel suspension system for a vehicle, comprising a first suspension spring and a first damper arranged to be connected to a first wheel, and a second suspension spring and a second damper arranged to be connected to a second wheel. The present disclosure also relates to a vehicle comprising the anti-roll wheel suspension system, and a method for preventing a vehicle from rolling by the anti-roll wheel suspension system. Background Art

[0002] Modern vehicles are often equipped with structural elements that prevent unwanted vehicle movements, such as, for example, vehicle body roll under certain driving conditions. Such a structural element may be, for example, a conventional anti-roll bar, which transfers suspension stiffness from one side of the vehicle to the opposite side. This will reduce the tilt or roll of the vehicle when turning sharply. Vehicle body roll is related to the load transfer of the vehicle to the outside of the turn. Vehicles are often equipped with a suspension system that keeps the wheels of the vehicle in contact with the road and provides grip for the vehicle driver to control the direction of the vehicle. The suspension enables the vehicle body, which is located on the suspension, to tilt in the direction of the perceived forces acting on the car. An anti-roll bar is a part of the vehicle suspension system that is specifically designed to address the problem of body roll. However, if the wheels of the vehicle hit a road hump, for example on one vehicle side, a conventional anti-roll bar will also transfer stiffness to the other side, thereby reducing the comfort of the vehicle. Therefore, conventional anti-roll bars are a compromise between cornering comfort and handling of single-sided road bumps.

[0003] Therefore, there is a need for an improved anti-roll wheel suspension system for a vehicle, wherein suspension stiffness is prevented from being transferred from one side of the vehicle to the other if the vehicle strikes a road hump, and wherein the system effectively prevents the vehicle body from rolling. Summary of the invention

[0004] The object of the present disclosure is to provide an anti-roll wheel suspension system for a vehicle, a vehicle comprising an anti-roll wheel suspension system, and a method for preventing a vehicle from rolling by means of an anti-roll wheel suspension system, wherein the above-mentioned problems are avoided. This object is achieved at least in part by the features of the independent claims. The dependent claims also have improvements to the anti-roll wheel suspension system for a vehicle and to the method for preventing a vehicle from rolling by means of an anti-roll wheel suspension system.

[0005] The present disclosure relates to an anti-roll wheel suspension system for a vehicle, comprising a first suspension spring and a first damper arranged to be connected to a first wheel, and a second suspension spring and a second damper arranged to be connected to a second wheel. The system also includes a middle portion, which is operatively connected to the first suspension spring and the first damper, and operatively connected to the second suspension spring and the second damper. The middle portion is arranged between the first suspension spring and the second suspension spring, and between the first damper and the second damper. The middle portion is arranged to be movable in a lateral direction. The middle portion is configured to affect the stiffness of the first suspension spring and / or the second suspension spring when it is moved in a lateral direction by actuation from the first wheel and / or the second wheel.

[0006] An advantage of having these features is that undesired vehicle movement is prevented by the anti-roll wheel suspension system. By configuring the system with suspension springs, dampers and a movable middle section, the vehicle body roll is effectively prevented and if the vehicle hits a road bump, for example, on one side of the vehicle, undesired transfer of stiffness to the opposite side of the vehicle is prevented. Furthermore, when actuated from the first wheel and / or the second wheel, the middle section moves in a lateral direction to influence the stiffness of the first suspension spring and / or the second suspension spring so that the ride of the vehicle is more comfortable.

[0007] According to one aspect of the present disclosure, a first suspension spring and a first damper are arranged to be connected to a first wheel through a first lever and a first suspension arm, and a second suspension spring and a second damper are arranged to be connected to a second wheel through a second lever and a second suspension arm. The first suspension arm is connected to the first wheel and the first lever and extends between the first wheel and the first lever, and the second suspension arm is connected to the second wheel and the second lever and extends between the second wheel and the second lever. The first damper and the first suspension spring are connected to the first lever and the middle part and extend between the first lever and the middle part, and the second damper and the second suspension spring are connected to the second lever and the middle part and extend between the second lever and the middle part. The first lever and the first suspension arm are configured to interact with each other, and the second lever and the second suspension arm are configured to interact with each other. When the first lever is actuated by the first wheel and the first suspension arm, the first lever rotates around the first axis, and when the second lever is actuated by the second wheel and the second suspension arm, the second lever rotates around the second axis. The corresponding levers and suspension arms cooperate to prevent roll and improve vehicle comfort by interacting with other parts of the suspension system. The damper and suspension spring are connected to the lever to establish the function of the system, wherein the damper can be used to suppress the rotational movement of the lever. Rolling can be effectively prevented by suppressing the rotational movement of the lever, and mainly by the change in spring stiffness associated with the rotational movement of the lever.

[0008] According to another aspect of the present disclosure, the middle portion is arranged to be slidably connected to at least one elongated guide rod extending in a transverse direction. When the first lever and / or the second lever are actuated, the middle portion is configured to slide along the at least one guide rod in the transverse direction, and the middle portion is configured to affect the stiffness of the first suspension spring and / or the second suspension spring when sliding in the transverse direction. When the first lever is actuated, the first damper and the first suspension spring are configured to offset the rotational movement of the first lever around the first axis, and when the second lever is actuated, the second damper and the second suspension spring are configured to offset the rotational movement of the second lever around the second axis. The sliding movement of the middle portion in the transverse direction affects the stiffness of the suspension spring and offsets the rotational movement of the lever, which in turn minimizes the roll of the vehicle.

[0009] According to one aspect of the present disclosure, the system further includes a middle damper, wherein the middle damper is configured to dampen movement of the middle portion in a lateral direction. Damping the middle portion also improves the comfort of the vehicle.

[0010] According to another aspect of the present disclosure, the system also includes a first wire portion, a second wire portion and a wire portion limiting unit, and the wire portion limiting unit is attached to the middle portion. The first wire portion is connected to the first lever and the wire portion limiting unit and extends between the first lever and the wire portion limiting unit, and the second wire portion is connected to the second lever and the wire portion limiting unit and extends between the second lever and the wire portion limiting unit. When the first lever is actuated, the first wire portion is arranged to limit the rotational movement of the first lever, and when the second lever is actuated, the second wire portion is arranged to limit the rotational movement of the second lever. When the first lever is actuated, the wire portion limiting unit is configured to suppress the movement of the first wire portion, and when the second lever is actuated, the wire portion limiting unit is configured to suppress and / or limit the movement of the second wire portion. The wire portion also counteracts the rotational movement of the lever in one direction, wherein the directions may be opposite for the two levers.

[0011] According to one aspect of the present disclosure, the line portion restriction unit includes: a piston arranged to be movable relative to the middle portion in a longitudinal direction; a secondary damper; and a secondary suspension spring. The first line portion and the second line portion are connected to the piston, and the secondary damper and the secondary suspension spring are arranged to inhibit and / or restrict the movement of the piston in the longitudinal direction. The piston is connected to the line portion to inhibit and / or restrict the function of the middle portion, and the secondary damper is used to inhibit and / or restrict the movement of the line portion.

[0012] According to yet another aspect of the present disclosure, the line limiting unit further comprises a spring-loaded locking pin, wherein the spring-loaded locking pin is arranged to block the movement of the piston when a lateral force above a predetermined force level acts on the system in a lateral direction. The locking pin is used to prevent the restraining function of the line when high lateral forces act on the system, which is desirable when, for example, the vehicle is turning sharply to effectively prevent the body from rolling, as the locking pin will cause the middle section to move in a lateral direction. By blocking the movement of the piston, the corresponding line effectively limits the movement of the corresponding lever. The movement of the middle section will also affect the movement of the lever.

[0013] According to another aspect of the present disclosure, the locking pin includes a first locking surface and a second locking surface, and the middle portion includes a first recess and a second recess. The first locking surface is arranged to engage the first recess when a lateral force acts in a first direction, and the second locking surface is arranged to engage the second recess when a lateral force acts in a second direction, wherein the first direction and the second direction are opposite to each other. The locking surfaces and the cooperating recesses effectively prevent movement of the piston.

[0014] According to one aspect of the present disclosure, the wire portion limiting unit includes a first guide wheel arranged to guide the movement of the first wire portion, and a second guide wheel arranged to guide the movement of the second wire portion. The guide wheels guide the wire portion so that the wire portion moves smoothly relative to the middle portion.

[0015] According to another aspect of the present disclosure, the wire portion restriction unit is disposed inside the middle portion. By disposing the wire portion restriction unit inside the middle portion, the wire portion restriction unit is prevented from being affected by dust or impact of an object.

[0016] According to yet another aspect of the present disclosure, a first lever is connected to a first lever bevel gear, and a second lever is connected to a second lever bevel gear. A first suspension arm is connected to the first arm bevel gear, and a second suspension arm is connected to the second arm bevel gear. The first lever bevel gear engages the first arm bevel gear, and the second lever bevel gear engages the second arm bevel gear. The gears are used to transfer the rotational motion of the suspension arm from the wheel to the corresponding lever.

[0017] According to another aspect of the present disclosure, the first lever bevel gear is arranged to rotate about a first axis, and the second lever bevel gear is arranged to rotate about a second axis. The first arm bevel gear is arranged to rotate about a third axis, and the second arm bevel gear is arranged to rotate about a fourth axis. In addition, the third axis may be perpendicular to the first axis, and the second axis may be perpendicular to the fourth axis.

[0018] According to another aspect of the present disclosure, when actuated, the first lever rotates around the first axis in a first rotational direction, and when actuated, the second lever rotates around the second axis in a second rotational direction, wherein the first rotational direction and the second rotational direction are opposite to each other. In addition, the first damper is connected to the first lever end of the first lever, and the second damper is connected to the first lever end of the second lever. When actuated, the first lever end of the first lever rotates toward the middle in the first rotational direction, and when actuated, the first lever end of the second lever rotates toward the middle in the second rotational direction.

[0019] The present disclosure also relates to a vehicle including an anti-roll wheel suspension system.

[0020] The present disclosure also relates to a method for preventing a vehicle from rolling by an anti-roll wheel suspension system for a vehicle. The system includes a first suspension spring and a first damper arranged to be connected to a first wheel, and a second suspension spring and a second damper arranged to be connected to a second wheel. The system also includes a middle portion, which is operatively connected to the first suspension spring and the first damper, and operatively connected to the second suspension spring and the second damper. The middle portion is arranged between the first suspension spring and the second suspension spring, and between the first damper and the second damper. The middle portion is arranged to be movable in a lateral direction. The method includes the following steps: when actuated from the first wheel and / or the second wheel, the middle portion is moved in a lateral direction, wherein the middle portion affects the stiffness of the first suspension spring and / or the second suspension spring when moving.

[0021] An advantage of these features is that undesired vehicle movement is prevented by the method. By configuring the system with suspension springs, dampers and a movable middle section, vehicle body roll is effectively prevented and if the vehicle hits a road bump, for example, on one side of the vehicle, undesired transfer of stiffness to the opposite side of the vehicle is prevented. As described above, moving the middle section in a lateral direction when actuated from the first and / or second wheels to influence the stiffness of the first and / or second suspension springs makes the vehicle ride more comfortable.

[0022] According to one aspect of the present disclosure, a first suspension spring and a first damper are arranged to be connected to a first wheel through a first lever and a first suspension arm, and a second suspension spring and a second damper are arranged to be connected to a second wheel through a second lever and a second suspension arm. The first suspension arm is connected to the first wheel and the first lever and extends between the first wheel and the first lever, and the second suspension arm is connected to the second wheel and the second lever and extends between the second wheel and the second lever. The first damper and the first suspension spring are connected to the first lever and the middle portion and extend between the first lever and the middle portion, and the second damper and the second suspension spring are connected to the second lever and the middle portion and extend between the second lever and the middle portion. The first lever and the first suspension arm are configured to interact with each other, and the second lever and the second suspension arm are configured to interact with each other. The method also includes the following steps: when the first lever is actuated by the first wheel and the first suspension arm, the first lever is rotated around the first axis, and when the second lever is actuated by the second wheel and the second suspension arm, the second lever is rotated around the second axis. The damper and the suspension spring are connected to the lever to inhibit and / or limit the rotational movement of the lever. By dampening and / or limiting rotational movement, the vehicle body can be effectively prevented from rolling over.

[0023] According to another aspect of the present disclosure, the middle portion is arranged to be slidably connected to at least one elongated guide rod extending in a transverse direction, wherein, when the first lever and / or the second lever is actuated, the middle portion is configured to slide along the at least one guide rod in the transverse direction. The middle portion is configured to affect the stiffness of the first suspension spring and / or the second suspension spring when sliding in the transverse direction. The method further comprises the following steps: when the first lever is actuated, the rotational movement of the first lever around the first axis is offset by the first damper and the first suspension spring, and when the second lever is actuated, the rotational movement of the second lever around the second axis is offset by the second damper and the second suspension spring. The sliding movement of the middle portion in the transverse direction affects the stiffness of the suspension spring and offsets the rotational movement of the lever.

[0024] According to one aspect of the present disclosure, the system further comprises a first wire portion, a second wire portion and a wire portion limiting unit, the wire portion limiting unit being attached to the middle portion. The first wire portion is connected to the first lever and the wire portion limiting unit and extends between the first lever and the wire portion limiting unit, and the second wire portion is connected to the second lever and the wire portion limiting unit and extends between the second lever and the wire portion limiting unit. The method further comprises the following steps: when the first lever is actuated, the rotational movement of the first lever is limited by the first wire portion, and when the second lever is actuated, the rotational movement of the second lever is limited by the second wire portion; wherein when the first lever is actuated, the wire portion limiting unit inhibits the movement of the first wire portion, and wherein when the second lever is actuated, the wire portion limiting unit inhibits the movement of the second wire portion. The wire portion also counteracts the rotational movement of the lever in one direction, wherein the directions may be opposite for the two levers.

[0025] According to yet another aspect of the present disclosure, the method further comprises the following steps: when actuating the first lever, when a lateral force equal to or lower than a predetermined force level acts on the system in a lateral direction, inhibiting the movement of the first wire portion by a wire portion restriction unit, wherein when a lateral force higher than the predetermined force level acts on the system in a lateral direction, the wire portion restriction unit is prevented from inhibiting the movement of the first wire portion; and when actuating the second lever, when a lateral force equal to or lower than a predetermined force level acts on the system in a lateral direction, inhibiting the movement of the second wire portion by a wire portion restriction unit, wherein when a lateral force higher than the predetermined force level acts on the system in a lateral direction, the wire portion restriction unit is prevented from inhibiting the movement of the second wire portion. When high lateral forces act on the system, the inhibition function of the wire portion is prevented, which is desirable, for example, when the vehicle is turning sharply, in order to effectively prevent the body from rolling. When driving without high lateral forces, for example, if the wheels of the vehicle hit a bump on the road, the wire portion can be inhibited. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] The present disclosure is described in detail below with reference to the accompanying drawings.

[0027] Figure 1 The anti-roll wheel suspension system for a vehicle according to the present disclosure is schematically shown in a perspective view,

[0028] Figure 2 A schematic top view of a section with a middle portion of an anti-roll wheel suspension system according to the present disclosure is shown,

[0029] Figure 3 schematically shows a section of an anti-roll wheel suspension system according to the present disclosure in a side view,

[0030] Figure 4 schematically shows a section of an anti-roll wheel suspension system according to the present disclosure in a perspective view, and

[0031] Figure 5 A section of a middle portion of an anti-roll wheel suspension system according to the present disclosure is schematically shown in a perspective view. DETAILED DESCRIPTION

[0032] Various aspects of the disclosure will be described below in conjunction with the accompanying drawings to illustrate rather than limit the disclosure, wherein like reference numerals represent like elements, and variations in the described aspects are not limited to the specifically shown embodiments but are applicable to other variations of the disclosure.

[0033] Figure 1An anti-roll wheel suspension system 1 for a vehicle is schematically shown in a stereoscopic view and is shown together with a first wheel 4a and a second wheel 4b of the vehicle as shown. The anti-roll wheel suspension system 1 can be used in any type of vehicle structure where it is necessary to prevent the vehicle from having an undesirable tendency to roll under different driving conditions. The wheel pair shown can be, for example, a pair of front wheels or a pair of rear wheels arranged to be connected to the vehicle. The anti-roll wheel suspension system can be appropriately used for all wheel pairs of the vehicle. In order to simplify the understanding of the system, other vehicle components, such as steering components, suspension components, driveline components or other required components are not shown in the figure.

[0034] The anti-roll wheel suspension system 1 includes a first suspension spring 7a and a first damper 6a indirectly connected to the first wheel 4a, and a second suspension spring 7b and a second damper 6b indirectly connected to the second wheel 4b. The system 1 also includes a central part 5. The central part 5 is operatively connected to the first suspension spring 7a and the first damper 6a, and the central part 5 is also operatively connected to the second suspension spring 7b and the second damper 6b, as shown in FIG. Figure 1 As shown. The first damper 6a and the second damper 6b may be connected to the central part 5 at their respective inner ends by any suitable type of fastening means. The first damper 6a and the second damper 6b may be pivotally connected to the central part 5, for example, by a hinge connection, thereby allowing the respective damper to pivot relative to the central part 5. Figure 1 As further shown in the figure, the first damper 6a is arranged inside the first suspension spring 7a, and the second damper 6b is arranged inside the second suspension spring 7b. The dampers and suspension springs can have any suitable configuration. The resulting spring and damper assembly is used to influence and inhibit the movement of the center section 5 and the corresponding wheel to prevent the vehicle from rolling, as will be further explained below.

[0035] like Figure 1 and Figure 2 As shown, the central portion 5 is arranged between the first suspension spring 7a and the second suspension spring 7b, and between the first damper 6a and the second damper 6b. When actuated from the first wheel 4a and / or the second wheel 4b, the central portion 5 is arranged to move in the transverse direction D T When actuated by the first wheel 4a and / or the second wheel 4b, when moving in the transverse direction D T When in motion, the central portion 5 is configured to influence the stiffness of the first suspension spring 7a and / or the second suspension spring 7b. Thus, for the configuration of the system 1 described, when actuated from the first wheel 4a and / or the second wheel 4b, the central portion 5 moves in the transverse direction D TMovement, wherein the central portion 5, when in motion, affects the stiffness of the first suspension spring 7a and / or the second suspension spring 7b. As will be explained further below, when lateral forces act on the system, the central portion 5 will move.

[0036] The first suspension spring 7a and the first damper 6a are connected to the first wheel 4a via the first lever 2a and the first suspension arm 3a, together forming components of a system 1 arranged on the left hand side of the vehicle, such as Figure 1 The first suspension arm 3a is connected to the first wheel 4a and is arranged to move with the first wheel 4a, for example when the first wheel 4a is affected by forces when turning sharply or if it hits a bump on the road. Figure 1 , Figure 3 and Figure 4 As shown, the first suspension arm 3a is connected between the first wheel 4a and the first lever 2a and extends between the first wheel 4a and the first lever 2a. The first damper 6a and the first suspension spring 7a are connected to the first lever 2a and the middle part 5 and extend between them. The first lever 2a and the first suspension arm 3a are configured to interact with each other. Figure 1 and Figure 4 As shown, when the first wheel 4a and the first suspension arm 3a actuate the first lever 2a, the first lever 2a rotates around the first axis A1. The first lever 2a is pivotally arranged around a first pivot point with appropriate structural details and is configured to rotate around the first axis A1. When the first suspension arm 3a is actuated by the first wheel 4a, the first suspension arm 3a rotates around the third axis A3. The first suspension arm 3a is pivotally arranged around a third pivot point with appropriate structural details and is configured to rotate around the third axis A3. With the described configuration of the system 1, when the first wheel 4a and the first suspension arm 3a actuate the first lever 2a, the first lever 2a rotates around the first axis A1, wherein the first suspension arm 3a rotates around the third axis A3.

[0037] like Figure 1 and Figure 2 As shown, the first lever 2a comprises a first lever end 21a and a second lever end 21b. The first pivot point and thus the first axis A1 are arranged between the first lever end 21a and the second lever end 21b of the first lever 2a.

[0038] like Figure 1 and Figure 4As shown, the first lever 2a is connected to a first lever bevel gear 19a, which is arranged to be connected to a first pivot point, and the first suspension arm 3a is connected to a first arm bevel gear 20a, which is arranged to be connected to a third pivot point. The first lever bevel gear 19a and the first arm bevel gear 20a are connected to each other and are arranged to interact with each other. As shown, the first lever bevel gear 19a engages the first arm bevel gear 20a. The first lever bevel gear 19a is arranged to rotate about a first axis A1, and the first arm bevel gear 20a is arranged to rotate about a third axis A3. The first axis A1 may be perpendicular to the third axis A3, but other angles may be used if appropriate. When actuated from the first wheel 4a and the first suspension arm 3a, the first lever 2a rotates in a first rotational direction D R1 Rotate around the first axis A1, such as Figure 1 and Figure 2 In addition, when actuated by the first wheel 4a, the first suspension arm 3a is moved relative to Figure 1 and Figure 3 The configuration of the system shown in FIG. 1 rotates in an upward direction. When affected by a force, as described above, the first wheel 4a follows the movement of the first suspension arm 3a about its pivot point in an upward direction, and the pivoting arrangement of the first suspension arm 3a about the third axis A3 in the third pivot point enables the first suspension arm 3a to rotate in an upward direction.

[0039] The second suspension spring 7b and the second damper 6b are connected to the second wheel 4b via the second lever 2b and the second suspension arm 3b and together constitute components of a system 1 arranged on the right-hand side of the vehicle, as shown in FIG. Figure 1 The second suspension arm 3b is connected to the second wheel 4b and is arranged to move with the second wheel 4b, for example when the second wheel 4b is affected by forces when turning or if it hits a bump in the road. Figure 1 As shown, the second suspension arm 3b is connected to the second wheel 4b and the second lever 2b and extends between the second wheel 4b and the second lever 2b. The second damper 6b and the second suspension spring 7b are connected to the second lever 2b and the middle portion 5 and extend between the second lever 2b and the middle portion 5. The second lever 2b and the second suspension arm 3b are configured to interact with each other. When the second lever 2b is actuated by the second wheel 4b and the second suspension arm 3b, the second lever 2b rotates around the second axis A2, as shown in FIG. Figure 1As shown. The second lever 2b is pivotally arranged around a second pivot point with suitable structural details and is configured to rotate around the second axis A2. When the second suspension arm 3b is actuated by the second wheel 4b, the second suspension arm 3b rotates around the fourth axis A4. The second suspension arm 3b is pivotally arranged around a fourth pivot point with suitable structural details and is configured to rotate around the fourth axis A4. Therefore, with the described configuration of the system 1, when the second lever 2b is actuated by the second wheel 4b and the second suspension arm 3b, the second lever 2b rotates around the second axis A2, wherein the second suspension arm 3b rotates around the fourth axis A4.

[0040] The second lever 2b includes a first lever end 22a and a second lever end 22b. Figure 1 and Figure 2 The second pivot point and thus the second axis A2 are arranged between the first lever end 22a and the second lever end 22b of the second lever 2b.

[0041] In a similar manner as described above for the first lever 2a, the second lever 2b is connected to a second lever bevel gear 19b, which is arranged to be connected to a second pivot point, such as Figure 1 As shown, and the second suspension arm 3b is connected to the second arm bevel gear 20b, which is arranged to be connected to the fourth pivot point. The second lever bevel gear 19b and the second arm bevel gear 20b are connected to each other and are arranged to interact with each other. The second lever bevel gear 19b engages the second arm bevel gear 20b. The second lever bevel gear 19b is arranged to rotate about the second axis A2, and the second arm bevel gear 20b is arranged to rotate about the fourth axis A4. The second axis A2 may be perpendicular to the fourth axis A4, but other angles may be used if appropriate. When actuated from the second wheel 4b and the second suspension arm 3b, the second lever 2b rotates in the second rotation direction D R2 Rotate around the second axis A2, such as Figure 1 and Figure 2 In addition, when actuated by the second wheel 4b, the second suspension arm 3b is moved relative to Figure 1 The same construction shown rotates in an upward direction. When affected by a force, as described above, the second wheel 4b follows the second suspension arm 3b in an upward direction about its pivot point, and the pivotal arrangement of the second suspension arm 3b in the fourth pivot point about the fourth axis A4 enables the second suspension arm 3b to rotate in an upward direction.

[0042] In the described configuration, and as shown, the first rotation direction D R1 and the second rotation direction D R2 Opposite of each other.

[0043] like Figure 1 and Figure 2 As shown, the first damper 6a is connected to the first lever end 21a of the first lever 2a, and the second damper 6b is connected to the first lever end 22a of the second lever 2b. The respective dampers can be connected to the lever ends with suitable structural details. The first damper 6a and the second damper 6b can be connected to the corresponding lever at the respective outer ends by any suitable type of fastening means. The first damper 6a and the second damper 6b can be pivotally connected to the respective lever, for example, by a hinge connection, so that the respective damper can be pivoted relative to the respective lever.

[0044] When actuated in the upward direction from the first wheel 4a and the first suspension arm 3a, the first lever end 21a of the first lever 2a moves in the first rotation direction D R1 In a similar manner, when actuated in an upward direction from the second wheel 4b and the second suspension arm 3b, the first lever end 22a of the second lever 2b is rotated in the second rotation direction D R2 Rotate towards the middle 5. The direction of rotation is Figure 1 and Figure 2 As shown, and the corresponding bevel gear transmits the rotational movement from the suspension arm to the lever. Therefore, when actuated, the first lever end 21a moves in the direction towards the middle part 5, and the second lever end 22a moves in the direction towards the middle part 5.

[0045] The middle part 5 is arranged to be slidably connected to the T At least one elongated guide rod 8 is extended. Figure 1-Figure 5 In the embodiment shown, the system includes a plurality of T The middle part 5 is configured to slide along two elongated guide rods 8 extending from the first lever 2a and the middle part 5 is arranged to slide along the two guide rods 8. If appropriate, only one elongated guide rod 8 may be used alternatively, or in other embodiments, three or more elongated guide rods 8 may be used if necessary. When the first lever 2a is actuated, the middle part 5 is configured to be suspended in the transverse direction D by the first suspension spring 7a. T The first lever end 21a of the first lever 2a pushes the middle part 5 in the direction toward the second suspension spring 7b when the second lever 2b is actuated. The middle part 5 is configured to be moved in the transverse direction D by the second suspension spring 7b. T Slide along the guide rod 8. When actuated, the first lever end 22a of the second lever 2b pushes the middle part 5 in the direction towards the first suspension spring 7a. TWhen sliding, the middle part 5 is configured to influence the stiffness of the first suspension spring 7a and / or the second suspension spring 7b. When the first lever 2a is actuated, the first damper 6a and the first suspension spring 7a counteract the rotational movement of the first lever 2a around the first axis A1 by means of a spring and damper configuration. When the second lever 2b is actuated, the second damper 6b and the second suspension spring 7b counteract the rotational movement of the second lever 2b around the second axis A2 by means of a spring and damper configuration. The counteracting movement prevents the rolling tendency of the vehicle by stiffening the corresponding suspension spring, and the corresponding damper suppresses the movement of the involved components.

[0046] By the construction of the described system 1, when the first lever 2a is actuated, the rotational movement of the first lever 2a around the first axis A1 is offset by the first damper 6a and the first suspension spring 7a, and when the second lever 2b is actuated, the rotational movement of the second lever 2b around the second axis A2 is offset by the second damper 6b and the second suspension spring 7b.

[0047] The system 1 also includes a middle damper 9, such as Figure 1 and Figure 2 The middle damper 9 is configured to suppress the middle portion 5 from moving in the lateral direction D T The middle damper 9 may have a configuration in which it dampens the rapid impact movement of the middle portion 5, preventing any greater movement of the middle portion 5, for example, when the vehicle is traveling on a road and hits a road bump. The middle damper 9 is configured to dampen the movement of the middle portion 5 when a rapidly progressive force sequence is acting on the system 1. The middle damper 9 may also have a configuration in which it allows the movement of the middle portion 5 when the forces acting on the system are not rapidly progressive. This may be the case, for example, when the vehicle is moving through a bend or when the vehicle is turning. The forces acting on the vehicle are built up more slowly in the system 1 with a slowly progressive force sequence. The middle damper 9 may have other suitable configurations if desired. Thus, the middle damper 9 is used to prevent or limit the movement of the middle portion 5 when rapid impact forces act on the system 1, and to allow the movement of the middle portion 5 when slower impact forces act on the system 1. The middle damper 9 may have any suitable configuration and design.

[0048] The system 1 further comprises a first wire portion 10a, a second wire portion 10b and a wire portion limiting unit 11, such as Figure 1 Figure 2 and Figure 5As shown. The wire restriction unit 11 is attached to the middle portion 5. The first wire portion 10a is connected to the second lever end 21b of the first lever 2a and the wire restriction unit 11, and extends between the second lever end 21b of the first lever 2a and the wire restriction unit 11. The second wire portion 10b is connected to the second lever end 22b of the second lever 2b and the wire restriction unit 11, and extends between the second lever end 22b of the second lever 2b and the wire restriction unit 11. When the first lever 2a is actuated, the first wire portion 10a is arranged to restrict the first lever 2a from rotating in the first rotation direction D R1 The wire portion restriction unit 11 is configured to inhibit and restrict the movement of the first wire portion 10a. Therefore, when the first lever 2a is actuated in the first rotation direction D R1 When rotating in the first pivot point about the first axis A1, the second lever end 21b of the first lever 2a moves in a direction away from the middle portion 5. During this movement, the first wire portion 10a is stretched, and the wire portion limiting unit 11 inhibits and limits the movement of the first wire portion 10a. When the second lever 2b is actuated, the second wire portion 10b is arranged to limit the second lever 2b from rotating in the second rotation direction D R2 The wire portion restriction unit 11 is configured to inhibit and restrict the movement of the second wire portion 10b. Therefore, when the second lever 2b is actuated in the second rotation direction D R2 When rotating in the second pivot point about the second axis A2, the second lever end 22b of the second lever 2b moves in a direction away from the middle portion 5. During this movement, the second wire portion 10b is stretched and the wire portion limiting unit 11 inhibits the movement of the second wire portion 10b. The wire portion can be made of any suitable material, such as steel, polymer or composite fiber material. If the system is not affected by a lateral force greater than a predetermined force level, the wire portion movement is inhibited, as will be further explained below.

[0049] By the configuration of the described system 1, when the first lever 2a is actuated, the rotational movement of the first lever 2a is limited by the first wire portion 10a, and when the second lever 2b is actuated, the rotational movement of the second lever 2b is limited by the second wire portion 10b. When the first lever 2a is actuated, the wire portion limiting unit 11 suppresses the movement of the first wire portion 10a, and when the second lever 2b is actuated, the wire portion limiting unit 11 suppresses the movement of the second wire portion 10b.

[0050] like Figure 5 As shown, the line limiting unit 11 includes a piston 12, which is arranged to be movable relative to the middle portion 5 along the longitudinal direction D Lmovement; a secondary damper 13; and a secondary suspension spring 14. The secondary damper 13 is arranged inside the secondary suspension spring 14 to form a damper assembly. The damper assembly is connected to the middle part 5 at a first end and to the movable piston 12 at a second end. The middle part 5 may have a tubular section, which forms a housing structure for the piston 12, the secondary damper 13 and the secondary suspension spring 14, wherein the piston 12 is movably arranged in the housing structure. In this way, the line restriction unit 11 is arranged inside the middle part 5. The secondary damper 13 and the secondary suspension spring 14 may have any suitable configuration.

[0051] The first wire portion 10a and the second wire portion 10b are connected to the piston 12. The secondary damper 13 and the secondary suspension spring 14 are arranged to inhibit the piston 12 from moving in the longitudinal direction D L Therefore, when the first wire portion 10a is stretched and / or the second wire portion 10b is stretched, the wire portion is connected to the piston 12 so that the suppression unit 11 can suppress the movement of the wire portion.

[0052] The wire restriction unit 11 further comprises a locking pin 15 loaded by a spring. Figure 5 The spring-loaded locking pin 15 is arranged to lock in the transverse direction D when a lateral force above a predetermined level is applied. T When acting on the system 1, movement of the piston 12 is prevented. For example, when the vehicle is turning, lateral forces may act on the system 1. Therefore, when the vehicle is driving forward in a straight direction without turning, or when the vehicle is driving forward in a straight direction and the first wheel 4a and / or the second wheel 4b hits a bump on the road, the locking pin 15 does not prevent movement of the piston 12. In addition, the predetermined force level can be selected to allow small lateral forces to act on the system 1, such as, for example, when the vehicle is driving through a long bend. When the vehicle is driving on a tighter bend, the lateral forces affecting the vehicle are higher, and the system can be calibrated to prevent movement of the piston 12 for such tighter bends. When movement of the piston 12 above the predetermined force level is prevented by the locking pin 15, the secondary damper 13 and the secondary suspension spring 14 prevent the piston 12 from moving in the longitudinal direction D L movement.

[0053] By the configuration of the system 1 described, the line limiting unit 11 is arranged such that when a lateral force equal to or below a predetermined force level is applied in the transverse direction D T When acting on the system 1, upon actuation of the first lever 2a, the movement of the first wire portion 10a is inhibited by the wire portion restriction unit 11. When a lateral force above a predetermined force level is applied in the transverse direction D T The wire restriction unit 11 is also prevented from inhibiting the movement of the first wire portion 10a when acting on the system 1. The wire restriction unit 11 is also arranged to prevent the movement of the first wire portion 10a when a lateral force equal to or below a predetermined force level is applied in the transverse direction D TWhen acting on the system 1, upon actuation of the second lever 2b, the movement of the second wire portion 10b is inhibited by the wire portion limiting unit 11. When a lateral force above a predetermined force level is applied in the transverse direction D T When acting on the system 1 , the wire restriction unit 11 is also prevented from inhibiting the movement of the second wire portion 10 b .

[0054] like Figure 5 As shown, the locking pin 15 comprises a first locking surface 16a and a second locking surface 16b. The middle part 5 comprises a first recess 17a and a second recess 17b. The first locking surface 16a is arranged to engage the first recess 17a when a lateral force above a predetermined force level acts in a first direction, and the second locking surface 16b is arranged to engage the second recess 17b when a lateral force above a predetermined force level acts in a second direction, wherein the first direction and the second direction are opposite to each other in a transverse direction. The locking pin is, for example, slidably arranged in the piston 12 and can move in the first direction or the second direction to engage in locking engagement with the corresponding recess when a lateral force above a predetermined force level acts.

[0055] like Figure 2 and Figure 5 As shown, the wire portion limiting unit 11 may further include a first guide wheel 18a and a second guide wheel 18b, which are arranged to be connected to the housing structure of the middle portion 5. The first guide wheel 18a is arranged to guide the movement of the first wire portion 10a to the piston 12, and the second guide wheel 18b is arranged to guide the movement of the second wire portion 10b to the piston 12.

[0056] In the first exemplary driving scenario, the vehicle is traveling forward in a straight direction, and a lateral force below a predetermined force level is generated in a lateral direction D T Acting on the system 1. In this scenario, the locking pin 15 is not locked to engage the locking surface and the piston 12 is able to move relative to the middle part 5 to inhibit the movement of the first wire part and the second wire part. If the first wheel 4a on the left hand side of the vehicle hits a road bump, the first wheel 4a is pushed in an upward direction. When the first wheel 4a is pushed upward, the first suspension arm 3a rotates about the third axis A3 and, by engaging with the first lever 2a, the first lever 2a rotates in the first rotation direction D about the first axis A1. R1 Rotate. Figure 2 In the configuration shown, the first rotation direction D R1 In the clockwise direction, the first lever 2a rotates in the first rotation direction D around the first axis A1. R1During the rotational movement of the first lever end 21a, the first lever end 21a moves in a direction toward the middle part 5 and the second lever end 21b moves in a direction away from the middle part 5. The first lever end 21a affects the first lever damper 6a and the first suspension spring 7a, wherein the first suspension spring 7a is compressed and the first lever damper 6a dampens the movement of the first lever 2a relative to the middle part 5. By the compression of the first suspension spring 7a, the first suspension spring pushes the middle part 5 in a direction toward the right side of the vehicle. However, due to the road bump acting on the system 1 with a rapid force change, the middle part damper 9 dampens and prevents the movement of the middle part 5 along the guide rod 8. Therefore, the rotational movement of the first lever 2a is offset by the spring force of the first suspension spring 7a and the damping function of the first lever damper 6a, which prevents the roll of the vehicle. At the same time, during the rotational movement of the first lever 2a in the first rotational direction D around the first axis A1, the first lever 2a is subjected to a compression. R1 During the rotational movement of the second lever end 21a, the first wire portion 10a is stretched. The movement of the stretched first wire portion 10a is suppressed by the wire portion suppression unit 11, and the rotational movement of the first lever 2a is also offset by the first wire portion 10a and the wire portion restriction unit 11, which prevents the vehicle from rolling. As understood by those skilled in the art, if instead the second wheel 4b on the right-hand side of the vehicle hits the road bump, the system works with the same anti-roll function.

[0057] In the second exemplary driving scenario, the vehicle is traveling along a curve, and a lateral force higher than a predetermined force level is applied in the lateral direction D T Acting on the system 1. In this scenario, the locking pin 15 locks the engagement locking surface and prevents the piston 12 from moving relative to the middle portion 5. Therefore, the line portion restriction unit 11 does not inhibit the movement of the first line portion and the second line portion, and the line portion is directly connected to the middle portion 5 without an inhibition function. If the vehicle is traveling on a curve turning to the right, the first wheel 4a on the left side of the vehicle is pushed in an upward direction relative to the vehicle due to the force acting on the vehicle. When the first wheel 4a is pushed upward, the first cantilever 3a rotates around the third axis A3, and by engaging with the first lever 2a, the first lever 2a rotates around the first axis A1 in the first rotation direction D R1 Rotate. Figure 2 In the configuration shown, the first rotation direction D R1 The first lever 2a rotates in the first direction D around the first axis A1. R1During the rotational movement of the first lever end 21a, the first lever end 21a moves in the direction towards the middle part 5, while the second lever end 21b moves in the direction away from the middle part. The first lever end 21a affects the first lever damper 6a and the first suspension spring 7a, wherein the first suspension spring 7a is compressed and the first lever damper 6a dampens the movement of the first lever 2a relative to the middle part 5 to a certain extent. By the compression of the first suspension spring 7a, the first suspension spring pushes the middle part 5 in the direction towards the right-hand side of the vehicle. The forces acting on the vehicle during turning along the curve slowly build up in the system 1 in a slowly progressive force sequence, so that the middle damper 9 does not dampen and prevent the movement of the middle part 5 along the guide rod 8. The rotational movement of the first lever 2a is to push the middle part 5 along the guide rod 8 in the direction towards the right side of the vehicle by the spring force of the first suspension spring 7a. At the same time, the first lever 2a is moved about the first axis A1 in the first rotational direction D R1 During the rotational movement of the first lever arm 2a, the second lever end 21b stretches the first wire portion 10a. The stretching of the first wire portion 10a counteracts the movement of the middle portion 5 along the guide rod 8 in one direction because the first wire portion 10a is connected to the middle portion 5 by the locking engagement of the locking pin without a suppressing function. The middle portion 5 prevents the vehicle from rolling by the offsetting movement of the first wire portion 10a. In addition, during the sequence, the first lever damper 6a suppresses the rotational movement of the first lever 2a, which also offsets the rotational movement of the first lever arm 2a to a certain extent and prevents the vehicle from rolling. The stretching of the first wire portion 10a causes the middle portion 5 to move in the direction toward the first lever because the slack in the second wire portion 10b on the opposite side of the middle portion 5 allows the middle portion 5 to move. In this scenario, the system components cooperate to prevent the vehicle from rolling. As understood by those skilled in the art, if the vehicle is alternatively traveling through a curve that turns left, the system works with the same anti-roll function.

[0058] It should be understood that the above description is merely exemplary in nature and is not intended to limit the present disclosure, its application or use. Although specific examples are described in the specification and illustrated in the drawings, it will be understood by those of ordinary skill in the art that various changes may be made and equivalents may be substituted for its elements without departing from the scope of the present disclosure as defined in the claims. In addition, modifications may be made to adapt specific circumstances or materials to the teachings of the present disclosure without departing from its basic scope. Therefore, the present disclosure is not intended to be limited to the specific examples shown in the drawings and described in the specification as the best modes currently contemplated for implementing the teachings of the present disclosure, but the scope of the present disclosure will include any embodiment falling within the foregoing description and the appended claims. The reference numerals mentioned in the claims should not be considered as limiting the content of the subject matter protected by the claims, and their only function is to make the claims easier to understand.

[0059] Reference numerals list

[0060] 1 Anti-roll wheel suspension system

[0061] 2a First Lever

[0062] 2b Second Lever

[0063] 3a First suspension arm

[0064] 3b Second suspension arm

[0065] 4a First wheel

[0066] 4b Second wheel

[0067] 5 Central

[0068] 6a First damper

[0069] 6b Second damper

[0070] 7a First suspension spring

[0071] 7b Second suspension spring

[0072] 8 Guide rod

[0073] 9 Center damper

[0074] 10a First Line

[0075] 10b Second line

[0076] 11 Line limit unit

[0077] 12 Piston

[0078] 13 Secondary damper

[0079] 14 Secondary suspension spring

[0080] 15 Locking pin

[0081] 16a First locking surface

[0082] 16b Second locking surface

[0083] 17a First recessed portion

[0084] 17b Second recessed portion

[0085] 18a First guide wheel

[0086] 18b Second guide wheel

[0087] 19a First lever bevel gear

[0088] 19b Second lever bevel gear

[0089] 20a First arm bevel gear

[0090] 20b Second arm bevel gear

[0091] 21a First lever end of the first lever

[0092] 21b Second lever end of the first lever

[0093] 22a First lever end of the second lever

[0094] 22b Second lever end of the second lever.

Claims

1. An anti-roll wheel suspension system (1) for a vehicle, comprising a first suspension spring (7a) and a first damper (6a) arranged to be connectable to a first wheel (4a), and a second suspension spring (7b) and a second damper (6b) arranged to be connectable to a second wheel (4b); in, The system (1) further comprises a middle part (5) operatively connected to the first suspension spring (7a) and the first damper (6a), and operatively connected to the second suspension spring (7b) and the second damper (6b), wherein the middle part (5) is arranged between the first suspension spring (7a) and the second suspension spring (7b), and between the first damper (6a) and the second damper (6b); The middle portion (5) is arranged to be able to move in a transverse direction (D T ) movement, wherein the middle portion (5) is configured to move along the lateral direction (D) when actuated by the first wheel (4a) and / or the second wheel (4b) T ) is capable of influencing the stiffness of the first suspension spring (7a) and / or the second suspension spring (7b) when the first suspension spring (7a) and the first damper (6a) are arranged to be connected to the first wheel (4a) via a first lever (2a) and a first suspension arm (3a), and wherein the second suspension spring (7b) and the second damper (6b) are arranged to be connected to the second wheel (4b) via a second lever (2b) and a second suspension arm (3b), wherein the first suspension arm (3a) is connected to the first wheel (4a) and the first lever (2a) and extends between the first wheel (4a) and the first lever (2a), and wherein the second suspension arm (3b) is connected to the second wheel (4b) and the second lever (2b) and extends between the second wheel (4b) and the second lever (2b); wherein the first damper (6a) and the first suspension spring (7a) are connected to the first lever (2a) and the middle portion (5) and extend between the first lever (2a) and the middle portion (5), and wherein the second damper (6b) and the second suspension spring (7b) are connected to the second lever (2b) and the middle portion (5) and extend between the second lever (2b) and the middle portion (5); wherein the first lever (2a) and the first suspension arm (3a) are configured to be able to interact with each other, and wherein the second lever (2b) and the second suspension arm (3b) are configured to be able to interact with each other; wherein, when the first lever (2a) is actuated by the first wheel (4a) and the first suspension arm (3a), the first lever (2a) rotates around a first axis (A1), and wherein, when the second lever (2b) is actuated by the second wheel (4b) and the second suspension arm (3b), the second lever (2b) rotates around a second axis (A2).

2. The system (1) according to claim 1, in, The middle part (5) is arranged to be slidably connected to the T ) extending from the middle portion (5), wherein the middle portion (5) is configured to be able to move in the transverse direction (D) after actuating the first lever (2a) and / or the second lever (2b) T ) along the at least one guide rod (8), and wherein the middle portion (5) is configured to slide along the transverse direction (D T ) can affect the stiffness of the first suspension spring (7a) and / or the second suspension spring (7b) when sliding; wherein, when the first lever (2a) is actuated, the first damper (6a) and the first suspension spring (7a) are configured to counteract the rotational movement of the first lever (2a) around the first axis (A1), and wherein, when the second lever (2b) is actuated, the second damper (6b) and the second suspension spring (7b) are configured to counteract the rotational movement of the second lever (2b) around the second axis (A2).

3. System (1) according to any one of the preceding claims, in, The system (1) further comprises a middle damper (9), wherein the middle damper (9) is configured to inhibit the middle portion (5) from moving in the transverse direction (D T ) movement.

4. The system (1) according to any one of claims 1 to 3, in, The system (1) further comprises a first wire portion (10a), a second wire portion (10b) and a wire limiting unit (11), wherein the wire limiting unit (11) is attached to the middle portion (5); wherein the first wire portion (10a) is connected to the first lever (2a) and the wire limiting unit (11) and extends between the first lever (2a) and the wire limiting unit (11), and wherein the second wire portion (10b) is connected to the second lever (2b) and the wire limiting unit (11) and extends between the second lever (2b) and the wire limiting unit (11), wherein the second wire portion (10b) is connected to the second lever (2b) and the wire limiting unit (11) and extends between the second lever (2b) and the wire limiting unit (11), wherein the second wire portion (10a) is connected to the first lever (2a ...b) is connected to the first lever (2a) and the wire limiting unit ( wherein, when the first lever (2a) is actuated, the first wire portion (10a) is arranged to be able to limit the rotational movement of the first lever (2a), and wherein, when the second lever (2b) is actuated, the second wire portion (10b) is arranged to be able to limit the rotational movement of the second lever (2b); wherein, when the first lever (2a) is actuated, the wire portion limiting unit (11) is constructed to suppress the movement of the first wire portion (10a), and wherein, when the second lever (2b) is actuated, the wire portion limiting unit (11) is constructed to suppress the movement of the second wire portion (10b).

5. The system (1) according to claim 4, in, The line portion restriction unit (11) comprises a piston (12) arranged to be able to move in a longitudinal direction (D L ) moves relative to the middle portion (5); a secondary damper (13); and a secondary suspension spring (14); wherein the first wire portion (10a) and the second wire portion (10b) are connected to the piston (12); The secondary damper (13) and the secondary suspension spring (14) are arranged to inhibit the piston (12) from moving in the longitudinal direction (D L ) movement.

6. The system (1) according to claim 5, in, The wire restriction unit (11) further comprises a spring-loaded locking pin (15), wherein when a lateral force above a predetermined force level is applied in the transverse direction (D T ) is applied to the system (1), the spring-loaded locking pin is arranged to prevent movement of the piston (12).

7. The system (1) according to claim 6, in, The locking pin (15) includes a first locking surface (16a) and a second locking surface (16b), and wherein the middle portion (5) includes a first recessed portion (17a) and a second recessed portion (17b); wherein the first locking surface (16a) is arranged to engage with the first recessed portion (17a) when a lateral force acts in a first direction, and wherein the second locking surface (16b) is arranged to engage with the second recessed portion (17b) when a lateral force acts in a second direction, wherein the first direction and the second direction are opposite to each other.

8. System (1) according to any one of claims 4 to 7, in, The wire portion limiting unit (11) comprises: a first guide wheel (18a) arranged to guide the movement of the first wire portion (10a); and a second guide wheel (18b) arranged to guide the movement of the second wire portion (10b).

9. System (1) according to any one of claims 4 to 8, in, The line restriction unit (11) is arranged inside the middle portion (5).

10. The system (1) according to any one of claims 1 to 9, in, The first lever (2a) is connected to a first lever bevel gear (19a) and the second lever (2b) is connected to a second lever bevel gear (19b), wherein the first suspension arm (3a) is connected to a first arm bevel gear (20a) and the second suspension arm (3b) is connected to a second arm bevel gear (20b); wherein the first lever bevel gear (19a) engages the first arm bevel gear (20a) and the second lever bevel gear (19b) engages the second arm bevel gear (20b).

11. The system (1) according to claim 10, in, The first lever bevel gear (19a) is arranged to be able to rotate around the first axis (A1), and the second lever bevel gear (19b) is arranged to be able to rotate around the second axis (A2), wherein the first arm bevel gear (20a) is arranged to be able to rotate around a third axis (A3), and the second arm bevel gear (20b) is arranged to be able to rotate around a fourth axis (A4).

12. System (1) according to any one of claims 1 to 11, in, When actuated, the first lever (2a) rotates in a first direction (D R1 ) is rotatable about the first axis (A1), and wherein, when actuated, the second lever (2b) is rotated in a second rotational direction (D R2 ) rotates about the second axis (A2), wherein the first rotation direction (D R1 ) and the second rotation direction (D R2 ) are opposite to each other.

13. The system (1) according to claim 12, in, The first damper (6a) is connected to a first lever end (21a) of the first lever (2a), and the second damper (6b) is connected to a first lever end (22a) of the second lever (2b), wherein when actuated, the first lever end (21a) of the first lever (2a) rotates in the first rotation direction (D R1 ) is rotated toward the middle portion (5), and wherein, when actuated, the first lever end (22a) of the second lever (2b) is rotated in the second rotation direction (D R2 ) rotates towards the middle part (5).

14. A vehicle comprising the anti-roll wheel suspension system (1) according to any one of claims 1 to 13.

15. A method for preventing a vehicle from rolling over by means of an anti-roll wheel suspension system (1) of the vehicle, wherein: The system (1) comprises a first suspension spring (7a) and a first damper (6a) arranged to be connected to a first wheel (4a), and a second suspension spring (7b) and a second damper (6b) arranged to be connected to a second wheel (4b); wherein the system (1) further comprises a middle portion (5), wherein the middle portion (5) is operatively connected to the first suspension spring (7a) and the first damper (6a), and operatively connected to the second suspension spring (7b) and the second damper (6b), wherein the middle portion (5) is arranged between the first suspension spring (7a) and the second suspension spring (7b), and between the first damper (6a) and the second damper (6b); wherein the middle portion (5) is arranged to be able to move in a lateral direction (D T )sports; wherein the first suspension spring (7a) and the first damper (6a) are arranged to be connected to the first wheel (4a) via a first lever (2a) and a first suspension arm (3a), and wherein the second suspension spring (7b) and the second damper (6b) are arranged to be connected to the second wheel (4b) via a second lever (2b) and a second suspension arm (3b), wherein the first suspension arm (3a) is connected to the first wheel (4a) and the first lever (2a) and extends between the first wheel (4a) and the first lever (2a), and wherein the second suspension arm (3b) is connected to the second wheel (4b) and the second lever (2b) and extends between the second wheel (4b) and the second lever (2b); wherein the first damper (6a) and the first suspension spring (7a) are connected to the first lever (2a) and the middle portion (5) and extend between the first lever (2a) and the middle portion (5), and wherein the second damper (6b) and the second suspension spring (7b) are connected to the second lever (2b) and the middle portion (5) and extend between the second lever (2b) and the middle portion (5); wherein the first lever (2a) and the first suspension arm (3a) are configured to be able to interact with each other, and wherein the second lever (2b) and the second suspension arm (3b) are configured to be able to interact with each other; the method comprises the following steps; When actuated by the first wheel (4a) and / or the second wheel (4b), the middle portion (5) moves along the transverse direction (D T ) movement, wherein the middle part (5) affects the stiffness of the first suspension spring (7a) and / or the second suspension spring (7b) during the movement, When the first lever (2a) is actuated by the first wheel (4a) and the first suspension arm (3a), the first lever (2a) is rotated around a first axis (A1), and when the second lever (2b) is actuated by the second wheel (4b) and the second suspension arm (3b), the second lever (2b) is rotated around a second axis (A2).

16. The method according to claim 15, in, The middle part (5) is arranged to be slidably connected to the T ) extending from the middle portion (5), wherein the middle portion (5) is configured to move in the transverse direction (D) when the first lever (2a) and / or the second lever (2b) are actuated. T ) along the at least one guide rod (8), and wherein the middle portion (5) is configured to slide along the transverse direction (D T ) can affect the stiffness of the first suspension spring (7a) and / or the second suspension spring (7b) when sliding; the method further comprises the following steps: When the first lever (2a) is actuated, the rotational movement of the first lever (2a) around the first axis (A1) is offset by the first damper (6a) and the first suspension spring (7a), and when the second lever (2b) is actuated, the rotational movement of the second lever (2b) around the second axis (A2) is offset by the second damper (6b) and the second suspension spring (7b).

17. The method according to claim 16, in, The system (1) further comprises a first wire portion (10a), a second wire portion (10b) and a wire limiting unit (11), wherein the wire limiting unit (11) is attached to the middle portion (5); wherein the first wire portion (10a) is connected to the first lever (2a) and the wire limiting unit (11) and extends between the first lever (2a) and the wire limiting unit (11), and wherein the second wire portion (10b) is connected to the second lever (2b) and the wire limiting unit (11) and extends between the second lever (2b) and the wire limiting unit (11), and the method further comprises the following steps: When the first lever (2a) is actuated, the rotational movement of the first lever (2a) is limited by the first wire portion (10a), and when the second lever (2b) is actuated, the rotational movement of the second lever (2b) is limited by the second wire portion (10b); wherein, when the first lever (2a) is actuated, the wire portion limiting unit (11) suppresses the movement of the first wire portion (10a), and wherein, when the second lever (2b) is actuated, the wire portion limiting unit (11) suppresses the movement of the second wire portion (10b).

18. The method according to claim 17, in, The method further comprises the following steps: When the first lever (2a) is actuated, a lateral force equal to or below a predetermined force level is applied along the transverse direction (D T ) acts on the system (1), the movement of the first wire portion (10a) is inhibited by the wire portion restriction unit (11), wherein when a lateral force higher than a predetermined force level is applied in the transverse direction (D T ) acts on the system (1), preventing the line portion restriction unit (11) from inhibiting the movement of the first line portion (10a); and When the second lever (2b) is actuated, a lateral force equal to or lower than the predetermined force level is applied along the transverse direction (D T ) acts on the system (1), the movement of the second wire portion (10b) is inhibited by the wire portion restriction unit (11), wherein when a lateral force higher than the predetermined force level is applied in the transverse direction (D T ) acts on the system (1), preventing the wire portion restriction unit (11) from inhibiting the movement of the second wire portion (10b).

Images