Suspension, vehicle, body active tilt control method, controller, and storage medium

Abstract

The application discloses a suspension, comprising two second swing arms, one end of each of which is connected to a left torsion bar spring and a right torsion bar spring respectively, and the other end of each of which is used for being connected to a front wheel end assembly; two fourth swing arms, one end of each of which is connected to the left torsion bar spring and the right torsion bar spring respectively, and the other end of each of which is used for being connected to a rear wheel end assembly, the second swing arms and the fourth swing arms being fixedly connected between the left torsion bar spring and the right torsion bar spring, and a driving mechanism being capable of driving at least one of the left torsion bar spring and the right torsion bar spring to rotate around an axis of the at least one of the left torsion bar spring and the right torsion bar spring, so as to control an inclination angle of the second swing arms and the fourth swing arms relative to a front frame and a rear frame. The application also relates to a vehicle, a body active inclination control method, a controller and a storage medium. The application uses the torsion bar spring as a suspension elastic element to serve as a transmission structure for controlling body inclination, so that the driving performance and the use performance of the vehicle in various use situations are improved by means of a simplified structure and a control method based on the simplified structure.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of vehicles, and in particular to a suspension for a motor vehicle. The present application also relates to a vehicle comprising the suspension, a body active roll control method, a controller implementing the control method and a storage medium having stored thereon computer-executable instructions for the controller. BACKGROUND

[0002] Modern vehicles are increasingly deeply involved in all aspects of people's lives, and people have higher requirements for the safety and comfort of vehicles in various use situations. For example, vehicles are prone to roll over under the action of centrifugal force when turning, especially for some vehicles with narrow bodies, which are more prone to roll over. For another example, the vehicle body will pitch when the vehicle is going uphill or downhill or accelerating or decelerating, affecting the stability and comfort of the vehicle. In the prior art, the body is actively tilted by increasing the control structure and adjusting the mounting point of the suspension to avoid or alleviate the above problems, but the control structure is relatively complex.

[0003] Therefore, there is a need for an improved vehicle structure, vehicle, control method, controller implementing the control method and storage medium storing computer-executable instructions implementing the method, which can further improve the driving performance and use performance of the vehicle. SUMMARY

[0004] The purpose of the present application is to provide a suspension for a motor vehicle, a motor vehicle comprising such a suspension, a body active roll control method, a controller implementing the control method and a storage medium having stored thereon computer-executable instructions for the controller, so as to improve the driving performance and use performance of the vehicle with a simplified structure and / or a control method based on the simplified structure.

[0005] According to one aspect of the present application, a suspension is provided for a vehicle, comprising:

[0006] a front frame;

[0007] a rear frame;

[0008] left and right torsion bar springs supported side by side between the front frame and the rear frame;

[0009] two first swing arms, one end of each of which is coupled to the left and right sides of the front frame, and the other end of each of which is configured to be coupled to a front wheel end assembly;

[0010] two second swing arms, one end of each of which is coupled to the left and right torsion bar springs, and the other end of each of which is configured to be coupled to the front wheel end assembly;

[0011] two third swing arms, one end of each of which is connected to the left and right sides of the rear frame respectively, and the other end of each of which is used for connecting with the rear wheel end assembly; and

[0012] two fourth swing arms, one end of each of which is connected to the left and right torsion bar springs respectively, and the other end of each of which is used for connecting with the rear wheel end assembly,

[0013] wherein the second swing arms and the fourth swing arms are fixedly connected between the left and right torsion bar springs, and the vehicle suspension further comprises a tilt control mechanism, which comprises a driving mechanism for driving at least one of the left and right torsion bar springs to rotate around its own axis, so as to control the tilt angle of the second swing arms and the fourth swing arms relative to the front frame and the rear frame.

[0014] The present application forms a fixed connection between the second swing arms and the fourth swing arms and the left and right torsion bar springs, so that the tilt angle of the second swing arms and the fourth swing arms relative to the front frame and the rear frame can be controlled by driving at least one of the left and right torsion bar springs to rotate around its own axis, and the torsion bar spring is used as an elastic element for absorbing wheel and body vibration and as a power transmission element of the active tilt control mechanism, thereby simplifying the structure of the suspension and the vehicle using the suspension, and improving the driving performance and use performance of the vehicle in different use situations by controlling the active tilt of the body.

[0015] Preferably, the left torsion bar spring comprises a left front torsion bar spring and a left rear torsion bar spring separated from each other, the right torsion bar spring comprises a right front torsion bar spring and a right rear torsion bar spring separated from each other, and the left front torsion bar spring and the right front torsion bar spring are connected to the front end of the tilt control mechanism, and the left rear torsion bar spring and the right rear torsion bar spring are connected to the rear end of the tilt control mechanism.

[0016] Preferably, the driving mechanism comprises a left key sleeve and a right key sleeve, and the left and right torsion bar springs are inserted into the left and right key sleeves respectively and form spline or flat key connection with the left and right key sleeves.

[0017] Preferably, the driving mechanism comprises a transmission gear, and the left and right torsion bar springs are driven by the transmission gear respectively.

[0018] Preferably, the one end of at least one of the second swing arms and the fourth swing arms comprises a front and rear separated first connecting part and a second connecting part, the first connecting part is used for pivotable connection, and the second connecting part is used for fixed connection.

[0019] Preferably, the first connecting part has the form of a shaft sleeve.

[0020] Preferably, the suspension further comprises a torsion bar flange comprising a sleeve portion and a flange portion fixed to each other, the second connecting portion is fixedly connected to the flange portion through a threaded fixing member, and the sleeve portion is configured to be coaxially arranged on and to form a spline fit with the left or right torsion bar spring.

[0021] Preferably, the other end of at least one of the third and fourth swing arms comprises a third connecting portion and a fourth connecting portion separated in front and back, and each of the third and fourth connecting portions is configured to be pivotably connected.

[0022] Preferably, the one end of the first swing arm is pivotably connected to the front frame, and the one end of the third swing arm is pivotably connected to the rear frame.

[0023] Preferably, the tilt control mechanism further comprises a control circuit configured to receive a control signal and control the driving mechanism based on the control signal.

[0024] According to a second aspect of the present application, there is provided a vehicle comprising the suspension as described above.

[0025] According to a third aspect of the present application, there is provided a method for actively controlling body tilt of a vehicle, comprising the steps of:

[0026] a) determining a body tilt angle required for stabilizing the vehicle;

[0027] b) calculating a rotation angle of a torsion bar spring in a suspension based on the body tilt angle, the suspension comprising the torsion bar spring and a swing arm, the torsion bar spring being mounted on a vehicle body, one end of the swing arm being fixedly connected to the torsion bar spring, and the other end of the swing arm being connected to a wheel, the swing arm being driven to rotate to move the wheel away from or close to the vehicle body by rotating the torsion bar spring;

[0028] c) outputting the rotation angle to a driving mechanism configured to drive the torsion bar spring to rotate about its own axis.

[0029] Preferably, the torsion bar spring comprises a left torsion bar spring connected to a wheel on a left side of the vehicle body via the swing arm, and a right torsion bar spring connected to a wheel on a right side of the vehicle body via the swing arm; the body tilt angle comprises a body roll angle; and in the step b), the rotation angle of the left torsion bar spring and / or the right torsion bar spring is calculated based on the body roll angle.

[0030] Preferably, the rotation angle α = θ + γ, where θ is a driving angle applied to rotate the corresponding swing arm to move the wheel away from or close to the vehicle body, and γ is a deformation angle applied to deform the torsion bar spring to adapt to a change in wheel load on the corresponding wheel.

[0031] Preferably, the left side torsion bar springs include independently driven left front and rear torsion bar springs, and the right side torsion bar springs include independently driven right front and rear torsion bar springs; in the step b), calculating the rotation angle of the left side torsion bar springs includes calculating the rotation angle of the left front and rear torsion bar springs respectively, and calculating the rotation angle of the right side torsion bar springs includes calculating the rotation angle of the right front and rear torsion bar springs respectively.

[0032] Preferably, the left side torsion bar springs include left front and rear torsion bar springs, and the right side torsion bar springs include right front and rear torsion bar springs; in the step b), only the rotation angle a of the left side torsion bar springs or the right side torsion bar springs is calculated.

[0033] wherein θ and γ are calculated by the following formula:

[0034] θ = arcsin (P * sin β / L), β is the active roll angle of the vehicle body, P is the wheel track, and L is the length of the swing arm;

[0035] γ = G' * L / (K1 + K2) = (mv 2 × H × L) / [R × P × (K1 + K2)], wherein G' = (mv 2 / R × H) / P, is the wheel load variation, H is the height of the center of mass of the vehicle, K1 is the stiffness of the left front or right front torsion bar spring, and K2 is the stiffness of the left rear or right rear torsion bar spring.

[0036] Preferably, the active roll angle of the vehicle body is determined according to the vehicle speed V, the steering wheel angle, the turning radius R of the vehicle, and the centrifugal force mv 2 / R experienced.

[0037] Preferably, the torsion bar springs include front side torsion bar springs connected to the wheels located at the front side of the vehicle body via the swing arm, and rear side torsion bar springs connected to the wheels located at the rear side of the vehicle body via the swing arm, the front side torsion bar springs include left front and right front torsion bar springs, the rear side torsion bar springs include left rear and right rear torsion bar springs, the active roll angle of the vehicle body includes an active pitch angle of the vehicle body, and in the step b), the rotation angle of the front side torsion bar springs and / or the rear side torsion bar springs is calculated according to the active pitch angle of the vehicle body.

[0038] Preferably, the rotation angle applied to the left front and right front torsion bar springs is the same, and the rotation angle applied to the left rear and right rear torsion bar springs is the same.

[0039] Preferably, the active pitch angle of the vehicle body is determined according to the slope of the road surface on which the vehicle is located.

[0040] According to a fourth aspect of the present invention, a controller is provided, comprising a processor and a computer-readable storage medium storing computer-executable instructions, wherein when the processor executes the computer-executable instructions, the controller implements the aforementioned active vehicle tilt control method.

[0041] According to a fifth aspect of the present invention, a storage medium is provided that is computer readable and stores computer-executable instructions thereon, which, when executed, implement the aforementioned active vehicle tilt control method.

[0042] According to the present invention, the suspension, vehicle, active tilt control method, controller, and storage medium improve the driving and usage performance of the vehicle under various usage conditions by using a torsion bar spring, which is a suspension elastic element, as a transmission structure for controlling vehicle tilt, and by using the simplified structure and control method based on the simplified structure. Attached Figure Description

[0043] Other features, objects, and advantages of the invention will become more apparent from the following detailed description of non-limiting embodiments with reference to the accompanying drawings:

[0044] Figure 1 This is a perspective view of the suspension according to a preferred embodiment of the present invention;

[0045] Figure 2 for Figure 1 Exploded stereoscopic view of the suspension;

[0046] Figure 3 A side view schematic diagram illustrating the active tilting principle of the suspension of the present invention;

[0047] Figure 4 A rear view schematic diagram illustrating the active tilting principle of the suspension of the present invention;

[0048] Figure 5 For individual display Figure 2 An enlarged view of the drive mechanism of the torsion bar spring and tilt control mechanism in the image;

[0049] Figure 6 For use Figure 5 A front view of one embodiment of the left front torsion bar spring;

[0050] Figure 7 For individual display Figure 5 A further magnified view of the drive mechanism;

[0051] Figure 8 A front view of yet another embodiment of a torsion bar spring for a suspension according to the present invention;

[0052] Figure 9 is a perspective view of one embodiment of a left side second swing arm for a suspension according to the present application;

[0053] Figure 10 is a perspective view of one embodiment of a left side fourth swing arm for a suspension according to the present application;

[0054] Figure 11 is a perspective view of one embodiment of a left side third swing arm for a suspension according to the present application;

[0055] Figure 12 is a perspective view of one embodiment of a left side first swing arm for a suspension according to the present application;

[0056] Figure 13 is a perspective view of one embodiment of a torsion bar flange for a suspension according to the present application;

[0057] Figure 14 is a side view of the torsion bar flange shown in Figure 13

[0058] Figure 15 is a flow chart showing the principle of a body active tilt control method according to the present application;

[0059] Figure 16 is a flow chart of a body active tilt control method according to a first embodiment of the body active tilt control method of the present application;

[0060] Figure 17 is a schematic diagram of the principle of body active tilt angle and swing arm rotation angle calculation in the embodiment shown in Figure 16

[0061] Figure 18 is a schematic diagram of the principle of vehicle wheel load transfer;

[0062] Figure 19 is a flow chart of a body active tilt control method according to a second embodiment of the body active tilt control method of the present application. DETAILED DESCRIPTION

[0063] The present application will be further described below in conjunction with the drawings and embodiments. It is to be understood that the specific embodiments described herein are intended to be illustrative only and not limiting of the present application. For the purpose of explanation, only the parts related to the present application are shown in the drawings.

[0064] It should be noted that the embodiments in the present application and the features in the embodiments can be combined with each other without conflict.

[0065] Figure 1 ​​Fig. 1 is a perspective view of a suspension according to a preferred embodiment of the present application connected with a wheel assembly. In the figure, a wheel assembly 20 is shown, and a suspension 10 according to the present application is connected with the wheel assembly 20. The suspension 10 is also used to be connected with a vehicle body (see Fig. 3) for adjusting various forces between the wheel assembly 20 and the vehicle body and the positional relationship between the wheel assembly 20 and the vehicle body. Figure 3 and Figure 4 Fig. 2 is a perspective view of the suspension 10 of Fig. 1, in which the suspension 10 is connected with the wheel assembly 20, and the suspension 10 is connected with the vehicle body 30 (see Fig. 3) for adjusting various forces between the wheel assembly 20 and the vehicle body 30 and the positional relationship between the wheel assembly 20 and the vehicle body 30.

[0066] Figure 2 Fig. 3 is an exploded perspective view of the suspension 10 of Fig. 1 connected with the wheel assembly 20, in which the suspension 10 is exploded with the front wheel end assemblies 21, 21' and the rear wheel end assemblies 22, 22' of the wheel assembly 20, respectively, and the constituent components of the suspension 10 itself are also exploded to clearly show the constituent components of the suspension 10. The suspension 10 will be further introduced from the middle to the left and right sides below with reference to Fig. 4, and the components symmetrical to each other are marked with the same reference numerals, and the components on the right side are marked with'to distinguish from the components on the left side, and the components symmetrical to each other in front and back are also marked with the same reference numerals, and the components on the back are marked with'to distinguish from the components on the front. Figure 1 Figure 2 Fig. 4 is a perspective view of the suspension 10 of Fig. 3, in which the suspension 10 is exploded with the front wheel end assemblies 21, 21' and the rear wheel end assemblies 22, 22' of the wheel assembly 20, respectively, and the constituent components of the suspension 10 itself are also exploded to clearly show the constituent components of the suspension 10. The suspension 10 will be further introduced from the middle to the left and right sides below with reference to Fig. 4, and the components symmetrical to each other are marked with the same reference numerals, and the components on the right side are marked with'to distinguish from the components on the left side, and the components symmetrical to each other in front and back are also marked with the same reference numerals, and the components on the back are marked with'to distinguish from the components on the front.

[0067] The suspension 10 comprises a front frame 11, a rear frame 11', and left and right torsion bar springs 12, 12' supported side by side between the front frame 11 and the rear frame 11'. The suspension 10 further comprises a roll control mechanism, which comprises a driving mechanism 13 (to be described in detail later) for driving at least one of the left and right torsion bar springs 12, 12' to rotate about its own axis.

[0068] The suspension 10 further comprises two first swing arms, i.e., a left first swing arm 14 and a right first swing arm 14', the first ends of which are coupled to the left and right sides of the front frame 11, respectively, and the second ends of which are used to be coupled with the front wheel end assemblies 21, 21'; two second swing arms, i.e., a left second swing arm 15 and a right second swing arm 15', the first ends of which are coupled to the left and right torsion bar springs 12, 12', respectively, and the second ends of which are used to be coupled with the front wheel end assemblies 21, 21'; two third swing arms, i.e., a left third swing arm 16 and a right third swing arm 16', the first ends of which are coupled to the left and right sides of the rear frame 11', respectively, and the second ends of which are used to be coupled with the rear wheel end assemblies 22, 22'; and two fourth swing arms, i.e., a left fourth swing arm 17 and a right fourth swing arm 17', the first ends of which are coupled to the left and right torsion bar springs 12, 12', respectively, and the second ends of which are used to be coupled with the rear wheel end assemblies 22, 22'.

[0069] ​It is important to note that the second and fourth control arms are fixedly connected to the left torsion bar spring 12 and the right torsion bar spring 12'. Thus, when the drive mechanism 13 of the tilt control mechanism drives at least one of the left torsion bar spring 12 and the right torsion bar spring 12' to rotate around its own axis, this fixed connection also drives the second and fourth control arms to rotate. The tilt control mechanism also includes a control circuit that receives control signals and controls the drive mechanism based on these signals, thereby controlling the rotation angle of the second and fourth control arms. This, in turn, adjusts their tilt angle relative to the front frame 11 and the rear frame 11' (i.e., the vehicle body), ultimately controlling the distance between the corresponding wheels connected to the second and fourth control arms and the vehicle body, thus achieving vehicle body tilting.

[0070] Figure 3 A side view schematic diagram illustrating the active tilting principle of the suspension of the present invention; Figure 4 A rear view schematic diagram illustrating the active tilting principle of the suspension of the present invention. Figure 3 and Figure 4 As shown, the vehicle includes a suspension 10, a wheel assembly 20, and a body 30, with the suspension 10 connecting the wheel assembly 20 and the body 30. During normal driving on a flat road, the suspension 10 functions solely as a suspension, and the suspension arms typically remain horizontal or at a fixed angle relative to the horizontal plane. When the vehicle enters different driving conditions, such as turning, going uphill or downhill, accelerating or decelerating, or driving on uneven surfaces, the tilt control mechanism controls the drive mechanism 13. The drive mechanism 13, via the torsion bar springs of the suspension 10, drives the swing arms connected to the wheels requiring adjustment to rotate, thereby adjusting the distance between the wheels and the body 30, causing the body 30 to tilt to adapt to the driving conditions. For example, in… Figure 4 When the vehicle turns to the right as shown, the tilt control mechanism controls the drive mechanism 30 to rotate the left torsion bar spring 12 counterclockwise, thereby causing the swing arm connected to the left front wheel assembly 21 and the left rear wheel assembly 22 to rotate counterclockwise, thereby raising the left side of the vehicle body 30 and lowering the right side, that is, tilting the vehicle body 30 to the right to avoid the vehicle from overturning when turning.

[0071] Figure 5 For individual display Figure 2 An enlarged view of the drive mechanism of the torsion bar spring and tilt control mechanism in the image. Figure 6 For use Figure 5 A front view of an embodiment of the left front torsion bar spring. Figure 7 For individual display Figure 5 A further magnified view of the drive mechanism.

[0072] Combination Figure 5 and Figure 6As can be seen, the left torsion bar spring 12 comprises a left front torsion bar spring 121 and a left rear torsion bar spring 122 separated from each other, the right torsion bar spring 12' comprises a right front torsion bar spring 121' and a right rear torsion bar spring 122' separated from each other, and the left front torsion bar spring 121, the left rear torsion bar spring 122, the right front torsion bar spring 121' and the right rear torsion bar spring 122' have the same structure. Figure 6 Further shown, one end of the left front torsion bar spring 121 is a power receiving end with teeth, and the other end is a power output end with teeth.

[0073] Figure 7 As shown in the middle, the driving mechanism 13 comprises a power device 131 and a transmission gear 132, and the transmission gear 132 drives the left torsion bar spring 12 and the right torsion bar spring 12' respectively. In this embodiment, the driving mechanism 13 further comprises a left key sleeve 133 and a right key sleeve 133', and the transmission gear 132 drives the left torsion bar spring 12 and the right torsion bar spring 12' through the left key sleeve 133 and the right key sleeve 133' respectively. From Figure 7 As can be seen, the right key sleeve 133' comprises external teeth 1332' for engaging with the transmission gear 132 and internal teeth 1331' for outputting power to the right torsion bar spring 12'. The structure of the left key sleeve 133 is the same as that of the right key sleeve 133', and will not be described again. The transmission gear 132 can drive the left torsion bar spring 12 and the right torsion bar spring 12' in various power transmission modes, and the present application is not limited to the power transmission mode shown in the figure.

[0074] In combination Figure 5 And Figure 7 As can be seen, the power receiving ends of the left front / left rear torsion bar springs 121, 122 and the right front / right rear torsion bar springs 121', 122' are respectively inserted into the left key sleeve 133 and the right key sleeve 133' and form spline or flat key cooperation therewith, more specifically, the left front torsion bar spring 121 and the right front torsion bar spring 121' are coupled to the front ends of the left key sleeve 133 and the right key sleeve 133' of the tilt control mechanism 13, and the left rear torsion bar spring 122 and the right rear torsion bar spring 122' are coupled to the rear ends of the left key sleeve 133 and the right key sleeve 133' of the tilt control mechanism 13. The power output ends of the left front / left rear torsion bar springs 121, 122 and the right front / right rear torsion bar springs 121', 122' are respectively used for fixed coupling with the corresponding swing arms.

[0075] Figure 7The diagram also shows that the left key sleeve 133 of the power unit 131 simultaneously drives the left front torsion bar spring 121 and the left rear torsion bar spring 122. Similarly, the right key sleeve 133' simultaneously drives the right front torsion bar spring 121' and the right rear torsion bar spring 122'. Therefore, in this case, the left front torsion bar spring 121 and the left rear torsion bar spring 122 can be implemented as a single torsion bar spring 12a with an external tooth 123a in the middle. Similarly, the right front torsion bar spring 121' and the right rear torsion bar spring 122' can be implemented as a single torsion bar spring with an external tooth in the middle. The single torsion bar spring is inserted into the left key sleeve 133 or the right key sleeve 133', and the external tooth in the middle is received in the left key sleeve 133 or the right key sleeve 133' and meshes with its internal tooth. Figure 8 This is a front view of another embodiment of a torsion bar spring for a suspension according to the invention. The figure shows that the left torsion bar spring 12a is implemented as a single torsion bar spring with an outer tooth 123a in the middle.

[0076] Further reference Figure 7 Although the figure shows that the power unit 131 of the drive mechanism 13 simultaneously drives the left key sleeve 133 and the right key sleeve 133' via the transmission gear 132, the present invention is not limited thereto. Optionally, the drive mechanism 13 can be configured to drive the left key sleeve 133 and the right key sleeve 133' separately. Alternatively, the left key sleeve 133 and the right key sleeve 133' can be configured to include separate left front key sleeve, left rear key sleeve, right front key sleeve, and right rear key sleeve, thereby enabling separate driving of the left front key sleeve, left rear key sleeve, right front key sleeve, and right rear key sleeve, thereby separately driving the left front torsion bar spring 121, left rear torsion bar spring 122, right front torsion bar spring 121', and right rear torsion bar spring 122'.

[0077] Figure 9 This is a perspective view of an embodiment of the left-side second control arm used in the suspension according to the present invention. Figure 10 This is a perspective view of an embodiment of a left-side fourth control arm for a suspension according to the present invention. The suspension according to the present invention includes a left-side symmetrical second control arm 15 and a right-side symmetrical second control arm 15', and a left-side symmetrical fourth control arm 17 and a right-side symmetrical fourth control arm 17'. At least one of the second and fourth control arms has a first end comprising a front-to-back separated first connecting portion and a second connecting portion, the first connecting portion for pivotal connection and the second connecting portion for fixed connection. Specifically, as shown... Figure 9 and Figure 10 As shown, Figure 9 The image shows a left-side second swing arm 15, including a first end 151 and a second end 152. The first end 151 includes a first connecting portion 1511 and a second connecting portion 1512 separated along the longitudinal direction of the vehicle. The first connecting portion 1511 is for pivotal connection, for example, having a bushing form, and the second connecting portion 1512 is for fixed connection. Similarly, Figure 10The left fourth swing arm 17 is shown in FIG. 2 to comprise a first end 171 and a second end 172, the first end 171 comprising a first coupling portion 1711 and a second coupling portion 1712 separated in the fore-aft direction of the vehicle, the first coupling portion 1711 being for a pivotable coupling, e.g. in the form of a bushing, and the second coupling portion 1712 being for a fixed connection.

[0078] Figure 11 A perspective view of one embodiment of a left third swing arm for a suspension according to the present application is shown in FIG. 3. The suspension according to the present application comprises a left third swing arm 16 and a right third swing arm 16' which are symmetrical, and the first end of at least one of the third and fourth swing arms comprises a third coupling portion and a fourth coupling portion separated in the fore-aft direction of the vehicle, both the third and fourth coupling portions being for a pivotable coupling. In particular, Figure 11 The left third swing arm 16 is shown in FIG. 3 to comprise a first end 161 and a second end 162, the second end 162 comprising a third coupling portion 1621 and a fourth coupling portion 1622 separated in the fore-aft direction of the vehicle, both the third and fourth coupling portions 1621, 1622 being for a pivotable coupling. Also, referring back to Figure 10 , Figure 10 The second end 172 of the left fourth swing arm 17 is shown in FIG. 2 to comprise a third coupling portion 1721 and a fourth coupling portion 1722 separated in the fore-aft direction of the vehicle, both the third and fourth coupling portions 1721, 1722 being for a pivotable coupling.

[0079] Figure 12 A perspective view of one embodiment of a left first swing arm for a suspension according to the present application is shown in FIG. 4. The suspension according to the present application comprises a left first swing arm 14 and a right first swing arm 14' which are symmetrical, and the first end of the first swing arm forms a pivotable coupling with the front frame, and the first end of the third swing arm forms a pivotable coupling with the rear frame. In particular, Figure 12 The left first swing arm 14 is shown in FIG. 4 to comprise a first end 141 and a second end 142, the first end 141 being for forming a pivotable coupling with the front frame 11, e.g. comprising a first coupling portion 1411 and a second coupling portion 1412 separated in the fore-aft direction of the vehicle, both the first and second coupling portions 1411, 1412 being for a pivotable coupling. Also, referring back to Figure 11 , Figure 11 It is further shown in FIG. 4 that the first end 161 of the left third swing arm 16 is for forming a pivotable coupling with the front frame 11, e.g. comprising a first coupling portion 1611 and a second coupling portion 1612 separated in the fore-aft direction of the vehicle, both the first and second coupling portions 1611, 1612 being for a pivotable coupling.

[0080] It should be noted that the first end of the second swing arm, the fourth swing arm should be at least partially fixedly connected with the power output end of the corresponding torsion bar spring, so as to transmit the power output by the driving mechanism of the tilt control control mechanism to the wheel. In addition, the structure and end connection mode of the first swing arm, the second swing arm, the fourth swing arm and the fourth swing arm are not limited by the specific structure of the swing arm described above, and the swing arm can include more than one arm as shown in Figures 9 to 12 , and can also be composed of only a single arm, and the number of arms is intended to limit the tilting of the wheel while maintaining the direction of travel, even if the structure of the swing arm cannot limit the tilting of the wheel while maintaining the direction of travel, it can still be achieved by increasing the control arm, for example Figure 2 , the left front wheel end assembly 21 and the right front wheel end assembly 21' also respectively include control rods 18, 18' coupled thereto.

[0081] Figure 13 is a perspective view of an embodiment of a torsion bar flange for a suspension according to the present application; Figure 14 is a side view of a torsion bar flange as shown in Figure 13 Referring back to Figure 1 and Figure 2 , it is shown that the suspension 10 further comprises torsion bar flanges, namely a left front torsion bar flange 123, a right front torsion bar flange 123', a left rear torsion bar flange 124 and a right rear torsion bar flange 124'. The power output end of the left front torsion bar spring 121 / the right front torsion bar spring 121' is fixedly coupled with the left second swing arm 15 / the right second swing arm 15' via the left front torsion bar flange 123 / the right front torsion bar flange 123', and the power output end of the left rear torsion bar spring 122 / the right rear torsion bar spring 122' is fixedly coupled with the left fourth swing arm 17 / the right fourth swing arm 17' via the left rear torsion bar flange 124 / the right rear torsion bar flange 124'. The left front torsion bar flange 123, the right front torsion bar flange 123', the left rear torsion bar flange 124 and the right rear torsion bar flange 124' are structurally identical, and the structure of the left front torsion bar flange 123 will be described in detail below with reference to Figure 13 and Figure 14 . It is shown that the left front torsion bar flange 123 comprises a sleeve portion 1231 and a flange portion 1232 fixed to each other. It can be seen from Figure 9 and Figure 10 and Figure 2 that the second coupling portions 1512 / 1512' and 1712 / 1712' of the left / right second swing arm 15 / 15' and the left / right fourth swing arm 17 / 17' are fixedly coupled to the flange portion of the corresponding torsion bar flange by threaded fasteners, and the sleeve portion of each torsion bar flange is configured to be coaxially fitted on the power output end of the left torsion bar spring 12 or the right torsion bar spring 12 and form a spline fit therewith.

[0082] Optionally, the structure of the torsion bar flange is not limited to the structure described above, and any structure that can fix the power output end of the torsion bar spring to the corresponding swing arm and does not affect the function of the torsion bar spring as an elastic element is within the scope of the present application. For example, the flange part of the torsion bar flange can be directly welded to the corresponding swing arm, or even the torsion bar flange can be integrally formed with the corresponding swing arm.

[0083] The present application also relates to a vehicle comprising the suspension described above.

[0084] The present application also relates to a body active tilt control method according to the principles of the present application.

[0085] Figure 15 A flow chart is shown to illustrate the principles of the body active tilt control method according to the present application. In the figure, the body active tilt control method is generally marked as 100, comprising the following steps: a) determining the body active tilt angle required to stabilize the vehicle; b) calculating the rotation angle of the torsion bar spring in the suspension according to the body active tilt angle, the suspension comprising a torsion bar spring and a swing arm, the torsion bar spring being mounted on the vehicle body, one end of the swing arm being fixedly connected to the torsion bar spring and the other end being connected to the vehicle wheel, the swing arm being driven to rotate to move the vehicle wheel away from or close to the vehicle body by rotating the torsion bar spring; and c) outputting the rotation angle to a driving mechanism for driving the torsion bar spring to rotate around its own axis. In step a), the body active tilt angle is determined according to the structure of the vehicle and the use situation of the vehicle.

[0086] The basic principles of the body active tilt control method according to the present application will be described below with respect to a body active roll control method when the vehicle is turning as a first embodiment of the body active tilt control method, and a body active pitch control method when the vehicle is going uphill or downhill as a second embodiment.

[0087] Figure 16 A flow chart of the body active tilt control method according to the first embodiment of the body active tilt control method according to the present application is shown. In the figure, the same or similar steps are marked with the same reference numerals, and in order to distinguish them, a number 1 is added after the reference numerals. In this first embodiment, the body active roll control method is generally marked as 101, and the torsion bar spring further comprises a left torsion bar spring connected to the vehicle wheel on the left side of the vehicle body via a swing arm and a right torsion bar spring connected to the vehicle wheel on the right side of the vehicle body via a swing arm, and in step a1), the "body active tilt angle" in step a) in the body active tilt control method is further defined as including the body active roll angle, and in step b1), the "calculating the rotation angle of the torsion bar spring in the suspension according to the body active tilt angle" in step b) in the body active tilt control method is further defined as calculating the rotation angle of the left torsion bar spring and / or the right torsion bar spring according to the body active roll angle. Figure 15 Figure 15 Figure 15 In the first embodiment, the "body active tilt angle" in step a) in the body active tilt control method is further defined as including the body active roll angle, and in step b1), the "calculating the rotation angle of the torsion bar spring in the suspension according to the body active tilt angle" in step b) in the body active tilt control method is further defined as calculating the rotation angle of the left torsion bar spring and / or the right torsion bar spring according to the body active roll angle.​​

[0088] Specifically, the active body roll control method 101 includes the following steps: a1) determining the active body roll angle required to stabilize the vehicle; b1) calculating the rotation angle of the left torsion bar spring and / or the right torsion bar spring in the suspension based on the active body roll angle; and c1) outputting the rotation angle to a drive mechanism for driving the left torsion bar spring and / or the right torsion bar spring to rotate about their own axis. The suspension includes torsion bar springs and control arms. The torsion bar springs are mounted on the vehicle body and include a left torsion bar spring connected to a wheel located on the left side of the vehicle body via the control arm and a right torsion bar spring connected to a wheel located on the right side of the vehicle body via the control arm. One end of the control arm is fixedly connected to the left or right torsion bar spring, and the other end is connected to the wheel. By rotating the left and / or right torsion bar springs, the control arm can be driven to rotate, causing the wheel to move away from or closer to the vehicle body, thereby achieving active body roll adjustment and mitigating the risk of vehicle rollover caused by cornering.

[0089] Figure 17 for Figure 16 A schematic diagram illustrating the calculation principle of the vehicle body active tilt angle and swing arm rotation angle in the illustrated embodiment. (Refer to...) Figure 17 The active roll angle is represented by β, the swing arm rotation angle by θ, the track width by P, and the length of the swing arm by L. From the geometric relationships in the diagram, we can derive P / sin(180°-θ)=P / sinθ=L / sinβ, θ=arcsin(P*sinβ / L). Wherein, when the vehicle is turning, the vehicle speed is V, the steering wheel angle corresponds to the vehicle's turning radius R (related to the vehicle's chassis layout), and the centrifugal force acting on the vehicle at this moment is mv. 2 / R, depending on the overall vehicle layout, can be set to the value of the vehicle under centrifugal force mv. 2 At a turning radius of / R, the vehicle requires an active roll angle of β to stabilize it. In other words, the active roll angle β depends on the vehicle's speed V during turning, the steering wheel angle, the turning radius R, and the centrifugal force mv. 2 / R determines this.

[0090] Figure 18 This is a schematic diagram illustrating the principle of wheel load transfer in a vehicle. The diagram shows that when a vehicle is subjected to centrifugal force, wheel load transfer occurs at the wheels, i.e., a change in wheel load occurs. The amount of wheel load change G′ is calculated using the following formula:

[0091] mv 2 / R*H=G′*P

[0092] Where: H is the vehicle's center of gravity height, and G′ is the total wheel load change on the left front wheel and left rear wheel, i.e., G′=(mv 2 / R*H) / P.

[0093] This wheel load change G′ will cause the torsion bar spring to increase a deformation angle. Therefore, to make the swing arm rotate by an angle θ, the rotation angle α of the torsion bar spring is α = θ’ + γ, where θ’ is the driving angle of the torsion bar spring applied to make the corresponding swing arm rotate by an angle θ so that the wheel moves away from or closer to the vehicle body, and γ is the deformation angle applied to make the torsion bar spring deform to adapt to the corresponding wheel load change. Since the torsion bar spring is fixedly connected to the swing arm, θ’ = θ, and the rotation angle α of the torsion bar spring is α = θ + γ.

[0094] Optionally, in Figure 16 the body active tilt control method 101 shown, the left torsion bar spring may include a left front torsion bar spring and a left rear torsion bar spring driven independently, and the right torsion bar spring includes a right front torsion bar spring and a right rear torsion bar spring driven independently. In step b1), calculating the rotation angle of the left torsion bar spring may include calculating the rotation angles of the left front torsion bar spring and the left rear torsion bar spring respectively, and calculating the rotation angle of the right torsion bar spring may include calculating the rotation angles of the right front torsion bar spring and the right rear torsion bar spring respectively.

[0095] Optionally, in Figure 16 the body active tilt control method 101 shown, the left torsion bar spring includes a left front torsion bar spring and a left rear torsion bar spring, and the right torsion bar spring includes a right front torsion bar spring and a right rear torsion bar spring. The rotation angles of the left front torsion bar spring and the left rear torsion bar spring are the same, and the rotation angles of the right front torsion bar spring and the right rear torsion bar spring are the same. Then in step b1), only calculate the rotation angle α of the left torsion bar spring or the right torsion bar spring;

[0096] where, θ and γ are calculated by the following formulas:

[0097] θ = arcsin(P * sinβ / L), where β is the body active roll angle, P is the wheelbase, and L is the length of the swing arm;

[0098] γ = G′ * L / (K1 + K2) = (mv 2 × H × L) / [R × P × (K1 + K2)], where G′ = (mv 2 / R × H) / P, is the wheel load change, H is the height of the vehicle's center of mass, K1 is the stiffness of the left front torsion bar spring or the right front torsion bar spring, and K2 is the stiffness of the left rear torsion bar spring or the right rear torsion bar spring.

[0099] Figure 19 is a flowchart of the body active pitch control method according to the second embodiment of the body active tilt control method of the present invention. In the figure, related to Figure 15The same or similar steps are marked with the same reference numerals, and for distinction, a number 2 is added after the reference numerals. In this second embodiment, the body active roll control method is generally marked as 102, and the torsion springs are further defined as including front side torsion springs connected to wheels located at the front side of the vehicle body via swing arms and rear side torsion springs connected to wheels located at the rear side of the vehicle body via swing arms, the front side torsion springs including left front and right front torsion springs, and the rear side torsion springs including left rear and right rear torsion springs, in step a2), the body active roll angle in step a) in the body active roll control method 100 is further defined as including a body active pitch angle, and in step b2), the step b) in the body active roll control method 100 is further defined as calculating the rotation angles of the front side torsion springs and / or the rear side torsion springs according to the body active pitch angle. Figure 15 Figure 15 The step b) in the body active roll control method 100 is further defined as calculating the rotation angles of the front side torsion springs and / or the rear side torsion springs according to the body active pitch angle.

[0100] Specifically, the body active roll control method 102 includes the following steps: a2) determining a body active pitch angle required for stabilizing the vehicle; b2) calculating the rotation angles of the front side torsion springs and / or the rear side torsion springs in the suspension according to the body active pitch angle; and c1) outputting the rotation angles to a driving mechanism for driving the front side torsion springs and / or the rear side torsion springs to rotate around their own axes. Wherein, the suspension includes the torsion springs and the swing arms, the torsion springs are mounted on the vehicle body, the torsion springs include the front side torsion springs connected to the wheels located at the front side of the vehicle body via the swing arms and the rear side torsion springs connected to the wheels located at the rear side of the vehicle body via the swing arms, one end of the swing arm is fixedly connected to the front side torsion springs or the rear side torsion springs, and the other end is connected to the wheels, the front side torsion springs include the left front and right front torsion springs, and the rear side torsion springs include the left rear and right rear torsion springs, and the swing arms can be driven to rotate by rotating the front side torsion springs and / or the rear side torsion springs to drive the wheels away from or close to the vehicle body, thereby achieving active pitch adjustment of the vehicle body and relieving the pitch of the vehicle body caused by uphill and downhill. And wherein the body active pitch angle is determined according to the slope of the road surface on which the vehicle is located.

[0101] Optionally, the left front, right front, left rear and right rear torsion springs can be independently driven to adapt to more use cases. Preferably, the rotation angles applied to the left front and right front torsion springs are the same, and the rotation angles applied to the left rear and right rear torsion springs are the same.

[0102] The present application also relates to a controller including a processor and a computer readable storage medium, the computer readable storage medium storing computer executable instructions, when the processor executes the computer executable instructions, the controller implements the body active roll control method described above.

[0103] ​The application also relates to a storage medium, which is computer readable and stores computer executable instructions, and when the computer executable instructions are executed, the vehicle body active inclination control method described above is realized.

[0104] The above description is merely preferred embodiments of the present application and a description of the principles of the technology used. It should be understood by those skilled in the art that the scope of the application involved in the present application is not limited to the technical solutions formed by the specific combinations of the technical features described above, and should also cover other technical solutions formed by any combinations of the technical features described above or equivalent features without departing from the inventive concept. For example, the technical solutions formed by the mutual replacement of the above-described features and the technical features disclosed in the present application (but not limited to) having similar functions.

Claims

1. A suspension system for a vehicle, characterized in that, include: Front frame; Rear frame; A left torsion bar spring and a right torsion bar spring, the left torsion bar spring and the right torsion bar spring being supported side by side between the front frame and the rear frame; Two first control arms, one end of which is connected to the left and right sides of the front frame respectively, and the other end is used to connect to the front wheel assembly; Two second control arms, one end of which is connected to the left torsion bar spring and the right torsion bar spring respectively, and the other end is used to connect to the front wheel assembly; Two third control arms, one end of which is connected to the left and right sides of the rear frame respectively, and the other end is used to connect to the rear wheel assembly; as well as Two fourth control arms, one end of which is connected to the left torsion bar spring and the right torsion bar spring respectively, and the other end of which is used to connect to the rear wheel assembly. The second and fourth control arms are fixedly connected to the left and right torsion bar springs, respectively. The vehicle suspension also includes a tilt control mechanism, which includes a drive mechanism capable of separately driving the left and right torsion bar springs. This drive mechanism rotates at least one of the left and right torsion bar springs about its own axis by a rotation angle α under different vehicle usage conditions. This controls the second and fourth control arms to rotate by an angle θ, thereby controlling the tilt angle of the second and fourth control arms relative to the front and rear frames. Ultimately, this controls the distance between the corresponding wheels connected to the second and fourth control arms and the vehicle body. The rotation angle α = θ' + γ, where θ' is the drive angle of the torsion bar spring applied to rotate the corresponding control arm by an angle θ, causing the wheel to move away from or closer to the vehicle body; θ' = θ; and γ is the deformation angle applied to deform the torsion bar spring to adapt to changes in wheel load on the corresponding wheel.

2. The suspension as described in claim 1, characterized in that, The left torsion bar spring includes a left front torsion bar spring and a left rear torsion bar spring that are separate from each other, and the right torsion bar spring includes a right front torsion bar spring and a right rear torsion bar spring that are separate from each other. The left front torsion bar spring and the right front torsion bar spring are connected to the front end of the tilt control mechanism, and the left rear torsion bar spring and the right rear torsion bar spring are connected to the rear end of the tilt control mechanism.

3. The suspension as described in claim 1 or 2, characterized in that, The drive mechanism includes a left key sleeve and a right key sleeve, and the left torsion bar spring and the right torsion bar spring are respectively inserted into the left key sleeve and the right key sleeve to form a spline or flat key engagement with them.

4. The suspension as described in claim 1 or 2, characterized in that, The drive mechanism includes a transmission gear, and drives the left torsion bar spring and the right torsion bar spring respectively through the transmission gear.

5. The suspension as described in claim 1 or 2, characterized in that, One end of at least one of the second swing arm and the fourth swing arm includes a first connecting portion and a second connecting portion that are separated front and rear, the first connecting portion being used for pivotal connection and the second connecting portion being used for fixed connection.

6. The suspension as described in claim 5, characterized in that, The first connecting part has the form of a bushing.

7. The suspension as described in claim 5, characterized in that, It also includes a torsion bar flange, which includes a bushing portion and a flange portion fixed to each other. The second connecting portion is fixedly connected to the flange portion by a threaded fastener, and the bushing portion is configured to be coaxially sleeved on the left torsion bar spring or the right torsion bar spring and form a spline engagement with it.

8. The suspension as described in claim 1 or 2, characterized in that, The other end of at least one of the third and fourth swing arms includes a third connecting portion and a fourth connecting portion that are separated front and rear, both of which are used for pivotal connection.

9. The suspension as described in claim 1 or 2, characterized in that, One end of the first swing arm is pivotally connected to the front frame, and one end of the third swing arm is pivotally connected to the rear frame.

10. The suspension as described in claim 1 or 2, characterized in that, The tilt control mechanism also includes a control circuit that receives control signals and controls the drive mechanism based on the control signals.

11. A vehicle comprising a suspension as claimed in any one of claims 1-10.

12. A method for active vehicle body tilt control, comprising the following steps: a) Determine the active tilt angle of the vehicle body required to stabilize the vehicle; b) Calculate the rotation angle of the torsion bar spring in the suspension based on the vehicle body's active tilt angle. The suspension includes a torsion bar spring and a control arm. The torsion bar spring is mounted on the vehicle body, and one end of the control arm is fixedly connected to the torsion bar spring, while the other end is connected to the wheel. Rotating the torsion bar spring can drive the control arm to rotate, causing the wheel to move away from or closer to the vehicle body. c) Output the rotation angle to a drive mechanism for driving the torsion bar spring to rotate about its own axis. The torsion bar spring includes a left torsion bar spring connected to a wheel located on the left side of the vehicle body via the swing arm and a right torsion bar spring connected to a wheel located on the right side of the vehicle body via the swing arm. The drive mechanism is capable of driving the left torsion bar spring and the right torsion bar spring separately. The active vehicle tilt angle includes the active vehicle roll angle; In step b), the rotation angle of the left torsion bar spring and / or the right torsion bar spring is calculated based on the vehicle body's active roll angle; and In step c), at least one of the left and right torsion bar springs is driven by the drive mechanism to rotate around its own axis by the rotation angle, thereby controlling the corresponding swing arm to rotate by an angle θ, and thus controlling the tilt angle of the corresponding swing arm relative to the vehicle body, and finally controlling the distance between the corresponding wheel connected to the swing arm and the vehicle body. The rotation angle α = θ' + γ, where θ' is the drive angle of the torsion bar spring applied to make the corresponding swing arm rotate by an angle θ, thereby moving the wheel away from or closer to the vehicle body, θ' = θ, and γ is the deformation angle applied to deform the torsion bar spring to adapt to the change in wheel load on the corresponding wheel.

13. The active vehicle tilt control method according to claim 12, wherein, The left torsion bar spring includes an independently driven left front torsion bar spring and a left rear torsion bar spring, and the right torsion bar spring includes an independently driven right front torsion bar spring and a right rear torsion bar spring. In step b), calculating the rotation angle of the left torsion bar spring includes calculating the rotation angles of the left front torsion bar spring and the left rear torsion bar spring respectively, and calculating the rotation angle of the right torsion bar spring includes calculating the rotation angles of the right front torsion bar spring and the right rear torsion bar spring respectively.

14. The active vehicle tilt control method according to claim 12, wherein, The left torsion bar spring includes a left front torsion bar spring and a left rear torsion bar spring, and the right torsion bar spring includes a right front torsion bar spring and a right rear torsion bar spring. In step b), only the rotation angle α of the left or right torsion bar spring is calculated; Wherein, θ and γ are calculated using the following formula: θ = arcsin(P*sinβ / L), where β is the active roll angle of the vehicle body, P is the track width, and L is the length of the control arm; γ = G′*L / ( K1 + K2) = ( mv²×H×L) / [R×P× ( K1 + K2)], where G′ = (mv² / R×H) / P is the wheel load change, H is the vehicle's center of gravity height, K1 is the stiffness of the left front torsion bar spring or the right front torsion bar spring, and K2 is the stiffness of the left rear torsion bar spring or the right rear torsion bar spring.

15. The active vehicle tilt control method according to any one of claims 12-14, wherein, The active body roll angle is determined based on the vehicle speed V, steering wheel angle, vehicle turning radius R, and the centrifugal force mv² / R.

16. The active vehicle tilt control method according to claim 12, wherein, The left torsion bar spring includes a left front torsion bar spring and a left rear torsion bar spring, and the right torsion bar spring includes a right front torsion bar spring and a right rear torsion bar spring. The left front torsion bar spring and the right front torsion bar spring are front torsion bar springs connected to the wheel located at the front of the vehicle body via the swing arm, and the left rear torsion bar spring and the right rear torsion bar spring are rear torsion bar springs connected to the wheel located at the rear of the vehicle body via the swing arm. The active tilt angle of the vehicle body includes the active pitch angle of the vehicle body; and In step b), the rotation angle of the front torsion bar spring and / or the rear torsion bar spring is calculated based on the vehicle body's active pitch angle.

17. The vehicle body active tilt control method according to claim 16, wherein, The rotation angles applied to the left front torsion bar spring and the right front torsion bar spring are the same, and the rotation angles applied to the left rear torsion bar spring and the right rear torsion bar spring are the same.

18. The active vehicle tilt control method according to claim 16 or 17, wherein, The active pitch angle of the vehicle body is determined according to the slope of the road surface where the vehicle is located.

19. A controller comprising a processor and a computer-readable storage medium storing computer-executable instructions, wherein when the processor executes the computer-executable instructions, the controller implements the vehicle body active tilt control method according to any one of claims 12-18.

20. A storage medium, computer-readable, having stored thereon computer-executable instructions that, when executed, implement the vehicle body active tilt control method according to any one of claims 12-18.

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