Parallel mechanism orthogonal suspension, design method and vehicle

Abstract

This invention relates to a parallel mechanism orthogonal suspension, its design method, and a vehicle, belonging to the field of vehicle chassis technology, and particularly to the field of motion decoupling technology for multi-link suspensions. On the same vehicle body, a set of precise linear displacement mechanisms is arranged longitudinally and a set of approximately linear displacement mechanisms is arranged laterally. The two mechanisms have parallel linear displacements and fixed relative positions to the vehicle body, connecting to the same wheel axle and supporting the same wheel. The precise linear displacement mechanism balances the driving force on the vehicle body, while the approximately linear displacement mechanism suppresses the lateral force on the vehicle body. The two mechanisms jointly bear the vertical force on the vehicle body, achieving decoupled transmission of external forces in three directions. Under the action of external forces, the wheel center moves along a fixed straight line, while the vehicle's track width and wheelbase remain unchanged, providing a new method for vehicle design.

Description

Technical Field

[0001] This invention relates to a parallel mechanism orthogonal suspension, its design method, and a vehicle, belonging to the field of vehicle chassis technology, and particularly to the field of motion decoupling technology for multi-link suspensions. Background Technology

[0002] Multi-link suspension is a common automotive suspension system, belonging to the category of independent suspension. The independent suspension design eliminates the direct physical connection between the two wheels on the same axle, thereby eliminating motion interference between the two wheels and helping to improve vehicle handling and ride comfort. During vehicle operation, in addition to bearing the vertical forces on the vehicle body, the multi-link suspension can also balance the directional forces on the vehicle body and suppress the lateral forces on the vehicle body, keeping the wheels as perpendicular to the ground as possible and maintaining tire contact with the ground. High-end sedans emphasize comfort and handling stability, so they mostly use multi-link suspension.

[0003] Multi-link suspensions are relatively complex, and the calibration and setting of positioning parameters are difficult, requiring adjustments based on specific conditions during actual use. Multi-link control of the wheels can cause motion interference. Current solutions use rubber bushings to avoid this interference, but these bushings can affect motion accuracy. The design and manufacturing challenge of multi-link suspensions lies in maximizing the decoupling of wheel motion to provide as much freedom as possible for tuning the suspension to achieve more ideal performance. Researching the dynamic decoupling of wheel motion makes the suspension structure more flexible and provides a new approach for vehicle design. Summary of the Invention

[0004] The purpose of this invention is to provide a parallel mechanism orthogonal suspension, a design method, and a vehicle, which consists of a set of precise linear displacement mechanisms arranged longitudinally and a set of approximately linear displacement mechanisms arranged laterally, connecting the same vehicle body and wheels. The precise linear displacement mechanisms balance the driving force on the vehicle body, while the approximately linear displacement mechanisms suppress the lateral force on the vehicle body. The two mechanisms jointly bear the vertical force on the vehicle body.

[0005] The technical solutions adopted to achieve the purpose of this invention include:

[0006] Parallel orthogonal suspension includes: on the same vehicle body, a set of trailing linear displacement mechanisms arranged longitudinally and a set of supporting linear displacement mechanisms arranged laterally, the two mechanisms having parallel linear displacements, fixed relative positions to the vehicle body, connecting the same wheel axle, and supporting the same wheel.

[0007] The drag-type linear displacement mechanism includes: one end A of the pull rod (12) is rotatably connected to the vehicle body (10), and the other end is rotatably connected to the midpoint B of the drag arm (11); the upper end D of the drag arm (11) is rotatably connected to the slider (13); the lower end C of the drag arm (11) is rotatably connected to the wheel axle (19); the rotation axes at each rotation connection point are parallel to each other and perpendicular to the vertical plane of the vehicle body, forming a motion chain ADBC ​​with the same relative motion plane, which is parallel to the vertical plane of the vehicle body; the wheel (20) is rotatably connected on the wheel axle (19); the rotation axis of the wheel (20) is perpendicular to the vertical plane of the vehicle body; and a guide rail (101) is provided on the vehicle body (10). The linear guide (101) is perpendicular to the horizontal plane of the vehicle body. The slider (13) is connected to the guide (101) and moves along the guide (101) relative to the vehicle body. The spring (14) is installed between the slider (13) and the limiting surface (102) of the vehicle body. The spring axis is parallel to the linear guide (101). AD is perpendicular to the horizontal plane of the vehicle body. The rotating connection points C, B, and D on the drag arm (11) are collinear and satisfy AB=DB=CB. The external force acts on the wheel and compresses the spring (14) to deform. The trajectory of point C is a straight line Lc perpendicular to the horizontal plane of the vehicle body. Lc is fixed relative to the vehicle body (10) to form a drag-type linear displacement mechanism.

[0008] The supported linear displacement mechanism includes: the aforementioned vehicle body (10), wheel axle (19), wheel (20), and the wheel (20) being rotatably connected to the wheel axle (19). A cross shaft (17) is provided with a positioning hole (171) and two radially symmetrical journals (172). The axis m of the positioning hole of the cross shaft intersects perpendicularly with the axis n of the two journals at the intersection point P. The cross shaft (17) is fixedly connected to the wheel axle (19) coaxially through the positioning hole (171). The center of the wheel (20) is located on the axis m. One end of two equal-length swing rods (15) is rotatably connected to the vehicle body (10) at the two connection points G and H. The two swing rods (15) are arranged crosswise. The other end of the two swing rods is rotatably connected to the two ends E and F of two equal-length support rods (16). The rotation axes at the joints are parallel to each other and perpendicular to the horizontal plane of the vehicle body, forming a closed motion chain EFHG with the same relative motion plane. This relative motion plane is parallel to the horizontal plane of the vehicle body, and HG is perpendicular to the horizontal plane of the vehicle body. The midpoints of the two support rods (16) are rotatably connected to the two journals (172) of the cross shaft (17) through two rubber sleeves (21). The axis n of the two journals of the cross shaft (17) is perpendicular to the horizontal plane of the vehicle body. One end of the shock absorber (18) is rotatably connected to the journal (172) of the cross shaft (17) and the other end is rotatably connected to the vehicle body (10). The axis of the shock absorber (18) is perpendicular to the horizontal plane of the vehicle body and is working under pressure. Under the action of external force, the shock absorber deforms, and the trajectory of point P is an approximately straight line L perpendicular to the horizontal plane of the vehicle body. P L PThe position is fixed relative to the vehicle body (10), forming a support-type linear displacement mechanism.

[0009] Wherein: the wheel (20) rotates around the axis m, and the trajectories of two points C and P on m are the straight line Lc and the approximate straight line Lc, respectively. P The approximate straight line L is eliminated by two rubber sleeves (21). P For the motion interference of the precise straight line Lc, the center motion trajectory of the wheel (20) is a straight line perpendicular to the horizontal plane of the vehicle body. The driving direction force on the vehicle body is balanced by the drag-type linear displacement mechanism, and the supporting linear displacement mechanism suppresses the lateral force on the vehicle body. The two mechanisms jointly bear the vertical force on the vehicle body through the compression deformation of the spring (14) and the shock absorber (18), forming a parallel mechanism orthogonal suspension.

[0010] During vehicle operation, the parallel orthogonal suspension decouples and transmits the external forces in the x, y, and z directions on the vehicle body. Two sets of orthogonal linkage mechanisms independently transmit and balance the external forces in the x and y directions, and jointly bear the z-direction force on the vehicle body. Under the action of external forces, the wheel center moves along a fixed straight line, and the vehicle's track width and wheelbase remain unchanged, providing a new method for vehicle design.

[0011] In the above-mentioned parallel mechanism orthogonal suspension, under the vehicle's rated load conditions, the preload of the adjusting spring (14) and the shock absorber (18) are equal, and the two parallel mechanisms move in a coordinated manner.

[0012] In the above-mentioned parallel mechanism orthogonal suspension, the positioning hole (171) on the cross shaft (17) is a threaded hole, and the cross shaft (17) is coaxially threadedly fixedly connected to the wheel axle (19) through the threaded positioning hole (171).

[0013] In the above-mentioned parallel mechanism orthogonal suspension, the rubber sleeve (21) absorbs the straightness error of the near-linear displacement and bears the lateral force during vehicle operation. It is made of high-quality rubber materials such as butyl rubber, fluororubber or chloroprene rubber that are resistant to aging, so as to maintain long-term elasticity and toughness.

[0014] In the above-mentioned parallel mechanism orthogonal suspension, the cross axle (17) is omitted, and two radially symmetrical journals are provided on the wheel axle (19). The axis n of the two journals is perpendicular to the axis m of the wheel axle. The wheel axle replaces the function and connection relationship of the omitted cross axle.

[0015] The parallel mechanism orthogonal suspension design method includes: on the same vehicle body, a set of precise linear displacement mechanisms are arranged longitudinally, with the relative motion planes of each component parallel to the vertical plane of the vehicle body; another set of approximately linear displacement mechanisms are arranged laterally, with the relative motion planes of each component parallel to the horizontal plane of the vehicle body. The displacement output lines of both sets of linear displacement mechanisms are perpendicular to the horizontal plane of the vehicle body and are fixed in position relative to the vehicle body. The displacement output component of the precise linear displacement mechanism is rotatably connected to the wheel axle at the point of linear motion. The axis of rotation is perpendicular to the vertical plane of the vehicle body and coaxial with the wheel axle. The displacement of the approximately linear displacement mechanism... The output component is rotatably connected to the same wheel axle through an elastic rubber sleeve at the linear motion point. The axis of rotation is perpendicular to the horizontal plane of the vehicle body and perpendicular to the axis of the wheel axle. The wheel is rotatably connected on the wheel axle, and the trajectory of the wheel center is a straight line perpendicular to the horizontal plane of the vehicle body. One end of the shock absorber is rotatably connected to the wheel axle, and the other end is rotatably connected to the vehicle body. The axis of the shock absorber is perpendicular to the horizontal plane of the vehicle body and works under pressure. The precise linear displacement mechanism balances the driving direction force on the vehicle body, and the approximate linear displacement mechanism suppresses the lateral force on the vehicle body. The two mechanisms jointly bear the vertical force on the vehicle body.

[0016] A vehicle includes: two sets of parallel orthogonal suspensions arranged symmetrically with respect to the vertical plane of the vehicle body according to a given wheelbase and sharing the same body. On the same body, a single wheel is positioned at the front according to a given wheelbase and shares the same vertical plane of the body. The front wheels steer and the two rear wheels drive, forming a three-wheeled vehicle. The movement and force of the two rear wheels are decoupled. Under the action of external force, the wheel center moves along a fixed straight line. The vehicle's wheelbase and track width remain unchanged, and the set wheel orientation angle remains unchanged. The vehicle has good driving stability and safety.

[0017] The beneficial effects of this invention are that the proposed parallel mechanism orthogonal suspension, design method, and vehicle achieve decoupled transmission of external forces in three directions on the vehicle body. Two sets of orthogonal linkage mechanisms independently balance the driving direction force and lateral force on the vehicle body, and jointly bear the vertical force on the vehicle body. Under the action of external forces, the wheel center moves along a fixed straight line, and the vehicle track and wheelbase remain unchanged, providing a new method for vehicle design. Attached Figure Description

[0018] Figure 1 A simplified diagram of a drag-type linear displacement mechanism;

[0019] Figure 2 This is a simplified diagram of a supported linear displacement mechanism;

[0020] Figure 3 This is a schematic diagram of the orthogonal suspension system with parallel mechanisms.

[0021] Figure 4 The diagram shows the connection principle of the cross shaft, (a) the connection principle of the cross shaft, and (b) the connection principle of the cross shaft and the rubber sleeve.

[0022] Figure 5 This is a schematic diagram of the linear motion principle of a drag-type linear displacement mechanism.

[0023] Figure 6 This is a schematic diagram illustrating the approximate linear motion principle of a supported linear displacement mechanism.

[0024] Figure 7 A simplified diagram of a precise linear displacement mechanism;

[0025] Figure 8 This is a simplified diagram of an approximate linear displacement mechanism;

[0026] Figure 9 Schematic diagram of the design method for orthogonal suspension with parallel mechanism;

[0027] Figure 10 This is a schematic diagram of the composition of a three-wheeled vehicle.

[0028] In the diagram: 10--Body body, 101--Guide rail, 102--Limiting surface, 11--Traction arm, 12--Pull rod, 13--Slider, 14--Spring, 15--Swing arm, 16--Support rod, 17--Cross shaft, 171--Positioning hole, 172--Junior journal, 18--Shock absorber, 19--Wheel axle, 20--Wheel, 21--Rubber sleeve, 23--Long swing arm, 24--Short swing arm, 25--Connecting rod, 26--Upper swing arm, 27--Lower swing arm, 28--Support arm. Detailed Implementation

[0029] The embodiments of the present invention will now be described with reference to the accompanying drawings:

[0030] Figure 3 The diagram shown illustrates the principle of a parallel orthogonal suspension system. The parallel orthogonal suspension system includes: on the same vehicle body, a set of trailing linear displacement mechanisms arranged longitudinally and a set of supporting linear displacement mechanisms arranged laterally. The linear displacements of the two mechanisms are parallel, their relative positions to the vehicle body are fixed, they are connected to the same wheel axle, and they support the same wheel.

[0031] In a plane parallel to the vertical plane of the vehicle body, Figure 1The diagram shown is a simplified diagram of a drag-type linear displacement mechanism. The drag-type linear displacement mechanism includes: one end A of the pull rod (12) is rotatably connected to the vehicle body (10), and the other end is rotatably connected to the midpoint B of the drag arm (11); the upper end D of the drag arm (11) is rotatably connected to the slider (13); and the lower end C of the drag arm (11) is rotatably connected to the wheel axle (19). The rotation axes at each rotation connection point are parallel to each other and perpendicular to the vertical plane of the vehicle body, forming a motion chain ADBC ​​with the same relative motion plane. This relative motion plane is parallel to the vertical plane of the vehicle body. The wheel (20) is rotatably connected on the wheel axle (19). The rotation axis is perpendicular to the vertical plane of the vehicle body. A guide rail (101) is provided on the vehicle body (10). The linear guide rail (101) is perpendicular to the horizontal plane of the vehicle body. The slider (13) is connected to the guide rail (101) and the slider (13) moves linearly relative to the vehicle body along the guide rail (101). The spring (14) is installed between the slider (13) and the limiting surface (102) of the vehicle body. The spring axis is parallel to the linear guide rail (101). AD is perpendicular to the horizontal plane of the vehicle body. The rotation connection points C, B, and D on the towing arm (11) are collinear and satisfy AB=DB=CB. Based on the Scott-Russell linkage principle, an external force acts on the wheel and compresses the spring (14) to deform. The trajectory of point C is a straight line Lc perpendicular to the horizontal plane of the vehicle body. Lc is fixed relative to the vehicle body (10) to form a towing linear displacement mechanism. The center of the wheel is linearly displaced by h, such as Figure 5 As shown.

[0032] In a plane parallel to the transverse plane of the vehicle body, Figure 2The diagram shows a simplified diagram of a support-type linear displacement mechanism. The support-type linear displacement mechanism includes: the aforementioned vehicle body (10), wheel axle (19), wheel (20), and the rotational connection between the wheel (20) and the wheel axle (19). A positioning hole (171) and two radially symmetrical journals (172) are provided on the cross shaft (17). The axis m of the positioning hole of the cross shaft intersects perpendicularly with the axis n of the two journals at the intersection point P. The cross shaft (17) is fixedly connected to the wheel axle (19) coaxially through the positioning hole (171). The center of the wheel (20) is located on the axis m. One end of two equal-length swing rods (15) is rotatably connected to the vehicle body (10) at the two connection points G and H. The two swing rods (15) are arranged crosswise. The other end of the two swing rods is rotatably connected to the two ends E and F of two equal-length support rods (16). The rotation axes at each rotation connection point are parallel to each other and perpendicular to each other. On the transverse plane of the vehicle body, a closed kinematic chain EFHG with the same relative motion plane is formed. This relative motion plane is parallel to the transverse plane of the vehicle body, and HG is perpendicular to the horizontal plane of the vehicle body. The midpoints of the two support rods (16) are rotatably connected to the two journals (172) of the cross shaft (17) through two rubber sleeves (21). The axis n of the two journals of the cross shaft (17) is perpendicular to the transverse plane of the vehicle body. One end of the shock absorber (18) is rotatably connected to the journal (172) of the cross shaft (17) with the rotation axis n. The other end of the shock absorber is rotatably connected to the vehicle body (10) with the rotation axis parallel to n. The axis of the shock absorber (18) is perpendicular to the horizontal plane of the vehicle body and is working under pressure. Based on the Chebyshev linkage principle, under the action of external force, the shock absorber deforms, and the trajectory of point P is an approximately straight line L perpendicular to the horizontal plane of the vehicle body. P L P The position relative to the vehicle body (10) is fixed, forming a supported linear displacement mechanism; given the length FH of the swing arm, take EG=FH, EF=0.4FH, HG=0.8FH, L P The straightness is the best.

[0033] Wherein: the wheel (20) rotates around the axis m, and the trajectories of two points C and P on m are the straight line Lc and the approximate straight line Lc, respectively. P Two parallel straight lines lie in the same horizontal plane of the vehicle body, and the approximate straight line L is eliminated by two rubber sleeves (21). P For the motion interference of the precise straight line Lc, the trajectory of the wheel (20) center is a straight line perpendicular to the horizontal plane of the vehicle body. The driving force on the vehicle body is balanced by the drag-type linear displacement mechanism, and the supporting linear displacement mechanism suppresses the lateral force on the vehicle body. The two mechanisms, through the compression deformation of the spring (14) and the shock absorber (18), jointly bear the vertical force on the vehicle body, forming a parallel orthogonal suspension mechanism, such as Figure 3 As shown; under the vehicle's rated load conditions, the preload of the adjusting spring (14) and the shock absorber (18) are equal, and the two parallel mechanisms move in a coordinated manner.

[0034] Figure 3 The vehicle coordinate system is xyz, where the xy plane is the horizontal plane of the vehicle body, the yz plane is the vertical plane of the vehicle body, and x represents the vehicle's direction of travel. During vehicle travel, the parallel orthogonal suspension mechanism decouples and transmits external forces in the x, y, and z directions. Two sets of orthogonal linkage mechanisms independently transmit and balance external forces in the x and y directions, while jointly bearing the z-direction force on the vehicle body. Under the action of external forces, the wheel center moves along a fixed straight line, while the vehicle's track width, wheelbase, and set wheel azimuth angle remain unchanged. For high-speed cruising vehicles, the overload capacity of the towing linear displacement mechanism needs to be strengthened, while for off-road vehicles, the overload capacity of the supported linear displacement mechanism needs to be strengthened, providing a new method for vehicle design. During the operation of the parallel orthogonal suspension mechanism, when the wheel center displacement h1 < EF / 2 and h2 < EF / 2, L P It has the best straightness and the smallest error, such as Figure 6 As shown.

[0035] Figure 4 The diagram shows the connection principle of the cross shaft. In the above-mentioned parallel mechanism orthogonal suspension, the positioning hole (171) on the cross shaft (17) is a threaded hole. The cross shaft (17) is coaxially threadedly fixed to the wheel axle (19) through the threaded positioning hole (171). Figure 4 As shown in (a); the two rubber sleeves (21) are rotatably connected to the two journals (172) of the cross shaft (17) on the same axis n. The rubber sleeves (21) absorb the straightness error of the approximately linear displacement and bear the lateral force during vehicle operation, such as Figure 4 As shown in (b), the rubber sleeve (21) is made of high-quality rubber materials such as butyl rubber, fluororubber or chloroprene rubber that are resistant to aging, so as to maintain long-term elasticity and toughness.

[0036] In the above-mentioned parallel orthogonal suspension mechanism, the cross axle (17) is omitted; two radially symmetrical journals are provided on the wheel axle (19), the axis n of the two journals is perpendicular to the axis m of the wheel axle, the center of the wheel (20) is located on the axis m, one end of the two equal-length swing rods (15) is rotatably connected to the body (10) at the two connection points G and H, the two swing rods (15) are arranged crosswise, and the other end of the two swing rods is rotatably connected to the two ends E and F of the two equal-length support rods (16) respectively. The rotation axes at each rotation connection point are parallel to each other and perpendicular to the transverse plane of the body, forming a plane with the same relative motion. The closed kinematic chain EFHG of the surface is parallel to the horizontal plane of the vehicle body, and HG is perpendicular to the horizontal plane of the vehicle body. The midpoints of the two support rods (16) are rotatably connected to the two journals of the wheel axle through two rubber sleeves (21). The axis n of the two journals is perpendicular to the horizontal plane of the vehicle body. One end of the shock absorber (18) is rotatably connected to the wheel axle and the other end is rotatably connected to the vehicle body (10). The axis of the shock absorber (18) is perpendicular to the horizontal plane of the vehicle body and is working under pressure. Under the action of external force, the shock absorber deforms, and the trajectory of a point P on the axis n is an approximately straight line L perpendicular to the horizontal plane of the vehicle body. P L P With the relative position of the vehicle body fixed, forming as Figure 6 The right side features a support-type linear displacement mechanism that forms a parallel orthogonal suspension system.

[0037] Figure 9 The diagram shown illustrates the principle of a parallel mechanism orthogonal suspension design method. This method includes: a set of precise linear displacement mechanisms arranged longitudinally on the same vehicle body, with the relative motion planes of each component parallel to the vertical plane of the vehicle body, such as... Figure 7 As shown, another set of approximately linear displacement mechanisms is arranged laterally, with the relative motion planes of each component parallel to the transverse vertical plane of the vehicle body, such as... Figure 8 As shown, the displacement output lines of both sets of linear displacement mechanisms are perpendicular to the horizontal plane of the vehicle body and are fixed relative to the vehicle body position. The displacement output component of the precise linear displacement mechanism is rotatably connected to the wheel axle at the linear motion point. The rotation axis is perpendicular to the vertical plane of the vehicle body and coaxial with the wheel axle. The displacement output component of the approximate linear displacement mechanism is rotatably connected to the same wheel axle through an elastic rubber sleeve at the linear motion point. The rotation axis is perpendicular to the horizontal plane of the vehicle body and perpendicular to the axis of the wheel axle. The wheel is rotatably connected on the wheel axle, and the trajectory of the wheel center is a straight line perpendicular to the horizontal plane of the vehicle body. One end of the shock absorber is rotatably connected to the wheel axle, and the other end is rotatably connected to the vehicle body. The shock absorber axis is perpendicular to the horizontal plane of the vehicle body and works under pressure. The precise linear displacement mechanism balances the driving direction force on the vehicle body, and the approximate linear displacement mechanism suppresses the lateral force on the vehicle body. The two mechanisms jointly bear the vertical force on the vehicle body.

[0038] In a plane parallel to the vertical plane of the vehicle body, Figure 7The diagram shown is a simplified representation of a precise linear displacement mechanism. The precise linear displacement mechanism includes: four connecting rods (25) of equal length that are sequentially rotatably connected to form a rhomboid frame with the same relative motion plane. The rotation axes of adjacent connecting rods (25) are perpendicular to this relative motion plane. The intersections of the four rotation axes with this relative motion plane form the four vertices of the rhomboid. One end of two long swing arms (23) of equal length is rotatably connected to the upper and lower vertices of the rhomboid frame, respectively. The other end of the two long swing arms (23) is rotatably connected to the vehicle body (10) along the same axis. The relative motion plane of the rhombus frame is parallel to the vertical plane of the vehicle body. One end of the short swing arm (24) is rotatably connected to the left vertex of the rhombus frame, and the other end of the short swing arm (24) is rotatably connected to the vehicle body (10). The axis of rotation is perpendicular to the vertical plane of the vehicle body. The axis of rotation of the vehicle body (10) and the long swing arm (23) and the axis of rotation of the vehicle body (10) and the short swing arm (24) are located in the same horizontal plane of the vehicle body, and the distance between the two axes of rotation is equal to the length of the short swing arm. Based on the Peaucellier-Lipkin linkage principle, when the long swing arm rotates relative to the vehicle body, the trajectory of the right vertex K of the rhombus frame is a straight line L perpendicular to the horizontal plane of the vehicle body. K L K With the relative position of the vehicle body remaining unchanged, a precise linear displacement mechanism is formed. The right vertex K of the rhomboid frame is the linear displacement output point, such as... Figure 7 As shown.

[0039] In a plane parallel to the transverse plane of the vehicle body, Figure 8 The diagram shows a simplified representation of an approximate linear displacement mechanism. The approximate linear displacement mechanism includes: the upper end T of the support arm (28) is rotatably connected to one end of the upper swing arm (26); the other end S of the upper swing arm (26) is rotatably connected to the vehicle body (10); the midpoint V of the support arm (28) is rotatably connected to one end of the lower swing arm (27); the other end U of the lower swing arm (27) is rotatably connected to the vehicle body (10). The rotation axes at each rotation connection point are perpendicular to the horizontal plane of the vehicle body, forming a closed kinematic chain STVU with the same relative motion plane. This relative motion plane is parallel to the horizontal plane of the vehicle body, and SU is perpendicular to the horizontal plane of the vehicle body. The lower end Q of the support arm (28) is the linear displacement output point. The three connection points T, V, and Q on the support arm (28) are collinear and satisfy the following conditions: given the length ST of the upper swing arm, SU = 2ST, UV = TV = QV = 2.5ST; based on the Hoekens linkage mechanism. Based on the linkage principle, when the upper swing arm rotates relative to the vehicle body, the trajectory of the lower end point Q of the support arm (28) is an approximately straight line L perpendicular to the horizontal plane of the vehicle body. Q L Q With the relative position of the vehicle body remaining unchanged, an approximately linear displacement mechanism is formed, such as... Figure 8 As shown.

[0040] Figure 10The diagram shown illustrates the principle of a three-wheeled vehicle. The vehicle includes two sets of... Figure 3 The parallel orthogonal suspension shown is arranged symmetrically with respect to the vertical plane of the vehicle body according to a given wheelbase and shares the same body. On the same body, a set of front wheel steering mechanisms are located at the front according to a given wheelbase and share the same vertical plane of the body. Both the front and rear wheels use common passenger car tires GB9743-2007. The front wheels are steered and the dual rear wheels are driven, forming a three-wheeled vehicle. The movement and force of the two rear wheels are decoupled. Under the action of external force, the wheel center moves along a fixed straight line. The vehicle's wheelbase and track width remain unchanged, and the set wheel orientation angle remains unchanged. It has the characteristics of good vehicle stability and safety.

[0041] The front wheel steering mechanism includes: a steering spindle consisting of an upper cylindrical body and a lower double wishbone assembly; the cylindrical body of the steering spindle is rotatably connected to the vehicle body, with the rotation axis L located within the vehicle body's vertical plane. Within this vertical plane, L forms a caster angle with the vehicle body's transverse vertical plane. The steering knuckle is a U-shaped arm; the open end of the U-shaped arm is rotatably connected to the front wheel, and the bottom of the U-shaped arm is rotatably connected to the end of the double wishbone of the steering spindle. The middle portion of the U-shaped arm is rotatably connected to two front shock absorbers, and the other ends of the two shock absorbers are rotatably connected to the double wishbone of the steering spindle. The rotation axes at each connection point are parallel to each other and perpendicular to L. The front wheel rotation axes are perpendicular to L, and the front wheel center plane, perpendicular to the front wheel rotation axes, passes through L. The two front shock absorbers operate under pressure. Figure 10 As shown.

Claims

1. A parallel orthogonal suspension system, characterized in that, include: On the same vehicle body, a set of towing linear displacement mechanisms are arranged longitudinally and a set of supporting linear displacement mechanisms are arranged laterally. The two mechanisms have parallel linear displacements, fixed relative positions to the vehicle body, and are connected to the same wheel axle and support the same wheel. The aforementioned towing linear displacement mechanism includes: one end A of a pull rod is rotatably connected to the vehicle body, and the other end is rotatably connected to the midpoint B of the towing arm; the upper end D of the towing arm is rotatably connected to the slider; the lower end C of the towing arm is rotatably connected to the wheel axle; the rotation axes at each rotation connection point are parallel to each other and perpendicular to the vertical plane of the vehicle body, forming a motion chain ADBC ​​with the same relative motion plane, which is parallel to the vertical plane of the vehicle body; the wheel is rotatably connected on the wheel axle, and the wheel rotation axis is perpendicular to the vertical plane of the vehicle body; a guide rail is provided on the vehicle body, and the linear guide rail is perpendicular to the horizontal plane of the vehicle body; the slider is movably connected to the guide rail, and the slider moves linearly relative to the vehicle body along the guide rail; a spring is installed between the slider and the limiting surface of the vehicle body, and the spring axis is parallel to the linear guide rail; AD is perpendicular to the horizontal plane of the vehicle body; the rotation connection points C, B, and D on the towing arm are collinear and satisfy AB = DB = CB; an external force acts on the wheel, compressing the spring deformation; the movement trajectory of point C is a straight line Lc perpendicular to the horizontal plane of the vehicle body, and Lc is fixed relative to the vehicle body. The aforementioned support-type linear displacement mechanism includes: the vehicle body, wheel axle, wheel, and wheel rotatably connected to the wheel axle; a cross shaft with a positioning hole and two radially symmetrical journals; the axis m of the positioning hole of the cross shaft intersects perpendicularly with the axis n of the two journals at point P; the cross shaft is fixedly connected to the wheel axle coaxially through the positioning hole; one end of two equal-length swing arms is rotatably connected to the vehicle body at two connection points G and H; the two swing arms are arranged crosswise; the other end of the two swing arms is rotatably connected to the two ends E and F of two equal-length support rods, respectively; the rotation axes at each rotation connection point are parallel to each other and perpendicular to each other. A closed kinematic chain EFHG with the same relative motion plane is formed on the transverse plane of the vehicle body. This relative motion plane is parallel to the transverse plane of the vehicle body, and HG is perpendicular to the horizontal plane of the vehicle body. The midpoints of the two support rods are rotatably connected to the two journals of the cross shaft through two rubber sleeves. The axis n of the two journals of the cross shaft is perpendicular to the transverse plane of the vehicle body. One end of the shock absorber is rotatably connected to the journal of the cross shaft, and the other end is rotatably connected to the vehicle body. The axis of the shock absorber is perpendicular to the horizontal plane of the vehicle body and is working under compression. Under the action of external force, the shock absorber deforms, and the trajectory of point P is an approximately straight line L perpendicular to the horizontal plane of the vehicle body. P L P The position relative to the vehicle body is fixed; Wherein: the wheel rotates around the axis m, and the trajectories of two points C and P on m are the straight line Lc and the approximate straight line Lc, respectively. P The approximate straight line L is eliminated by two rubber sleeves. P For the motion interference of the precise straight line Lc, the trajectory of the wheel center is a straight line perpendicular to the horizontal plane of the vehicle body. The driving force on the vehicle body is balanced by the towing linear displacement mechanism, and the supporting linear displacement mechanism suppresses the lateral force on the vehicle body. The two mechanisms jointly bear the vertical force on the vehicle body through the compression deformation of the spring and the shock absorber.

2. The parallel mechanism orthogonal suspension according to claim 1, characterized in that, Under the vehicle's rated load conditions, the preload of the adjusting spring and the shock absorber are equal, and the two parallel mechanisms move in a coordinated manner.

3. The parallel mechanism orthogonal suspension according to claim 1, characterized in that, The positioning hole on the cross shaft is a threaded hole, and the cross shaft is fixedly connected to the wheel axle through the threaded positioning hole via a threaded connection.

4. The parallel mechanism orthogonal suspension according to claim 1, characterized in that, The rubber sleeve is made of high-quality, aging-resistant rubber materials such as butyl rubber, fluororubber, or neoprene rubber.

5. A vehicle, characterized in that, include: The parallel mechanism orthogonal suspension according to any one of claims 1-4.

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