Electric control anti-tilting mechanism for new energy automobile

Abstract

An electric control anti-inclination mechanism for a new energy automobile comprises a main rod and an auxiliary rod which are arranged in parallel, an adjusting driving unit is assembled on the main rod, and the adjusting driving unit is connected with the auxiliary rod to drive the auxiliary rod to be away from or close to the main rod. Fixing connectors are assembled at the two ends of the auxiliary rod, can rotate around the axis of the auxiliary rod and are connected with connecting rods. Sliding sleeves are assembled at the two ends of the main rod, can rotate around the axis of the main rod and are connected to the connecting rods in a sleeving mode. The main rod comprises two sets of half rods, the two sets of half rods are located on the two sides of the adjusting driving unit respectively, electric parts are assembled on the half rods and connected with torsion rods, and the sliding sleeves are located at the ends of the torsion rods. Compared with the prior art, the anti-tilting mechanism has a dual adjusting mechanism for the torsional rigidity, the anti-tilting posture of the vehicle body can be more accurately controlled, the driving comfort and safety are improved, and the requirement for the structural strength of the anti-tilting mechanism can be greatly lowered.

Description

Technical Field

[0001] The invention belongs to the technical field of automobile anti-roll bars, and in particular relates to an electric-controlled anti-roll mechanism for new energy vehicles. Background Art

[0002] With the rapid development of the new energy vehicle market, people have higher and higher requirements for vehicle safety, comfort and handling. Especially when driving at high speed or turning, the problem of vehicle body tilt is particularly prominent, which not only affects the driving experience, but also may bring safety hazards. In order to solve this problem, the traditional solution is usually to add anti-roll bars to the suspension system to improve the lateral stability of the vehicle. However, the design of traditional anti-roll bars is relatively fixed, and their torsional stiffness cannot be flexibly adjusted according to actual driving conditions. Therefore, in some cases, they may appear too stiff or unstable, thereby limiting the overall performance of the vehicle. Some existing improved anti-roll mechanisms attempt to achieve a certain degree of stiffness adjustment function through mechanical means, such as using variable cross-section design and other methods, but these solutions are often complex in structure, high in cost and limited in adjustment range. Summary of the invention

[0003] In order to solve the above technical problems, the present invention is solved by the following technical solutions.

[0004] An electric control anti-roll mechanism for a new energy vehicle comprises a main rod and a secondary rod arranged in parallel, wherein the main rod is equipped with an adjustment drive unit, and the adjustment drive unit is connected to the secondary rod to drive the secondary rod away from or close to the main rod. Both ends of the secondary rod are equipped with fixed joints, which can rotate around the axis of the secondary rod, and the fixed joints are connected to a connecting rod. Both ends of the main rod are equipped with sliding sleeves, which can rotate around the axis of the main rod, and the sliding sleeve is sleeved on the connecting rod. The main rod comprises two groups of half rods, which are respectively located on both sides of the adjustment drive unit, and the half rods are equipped with electric parts, which are connected to a torsion bar, and the sliding sleeve is located at the end of the torsion bar.

[0005] As a preferred embodiment of the present application, the electric part is equipped with a first motor and a reducer, and the reducer includes a first shaft, a second shaft and a third shaft, the first shaft is connected to the first motor, and the third shaft is connected to the torsion bar. The first shaft is equipped with a first bevel gear, the second shaft is equipped with a second bevel gear and a third bevel gear, and the third shaft is equipped with a fourth bevel gear. The first bevel gear and the second bevel gear are meshed and assembled, and the third bevel gear and the fourth bevel gear are meshed and assembled.

[0006] As a preferred embodiment of the present application, the vehicle reducer further comprises a locking sleeve, the locking sleeve is sleeved on the second shaft, and the movable ends of the first shaft and the third shaft are rotatably mounted on both sides of the locking sleeve. The second shaft is provided with a locking section for sleeved locking sleeve, and the locking section is provided with a locking tooth portion. The locking sleeve is provided with a radially movable locking rod, and the end of the locking rod located in the locking sleeve is provided with a locking block, and the locking block and the locking tooth portion cooperate to lock the second shaft.

[0007] As a preferred embodiment of the present application, the radial dimension of the fourth bevel gear is not greater than that of the first bevel gear, and the first shaft and the third shaft are coaxially arranged.

[0008] As a preferred embodiment of the present application, the adjustment drive unit includes a second motor, the second motor is connected to an adjustment screw, an adjustment seat is provided on the secondary rod, an adjustment sleeve is assembled in the adjustment seat through a bearing, and the adjustment sleeve is threadedly connected to the adjustment screw.

[0009] As a preferred embodiment of the present application, a limiting portion and a limiting ring are provided on the connecting rod, and a connecting groove for accommodating the fixed joint is formed between the limiting portion and the limiting ring. The limiting ring includes a plurality of limiting blocks distributed in an annular manner around the connecting rod, one end of the limiting block is assembled with the connecting rod through a torsion spring shaft, and the other end of the limiting block is in an unfolded state in a default state. A groove for accommodating the limiting block is provided on the connecting rod corresponding to the limiting block, and the side surface of the limiting block abuts against the wall of the groove in the unfolded state.

[0010] Compared with the prior art, the present application has the following beneficial effects: it has a dual adjustment mechanism for the torsional stiffness of the anti-roll mechanism, which can more accurately control the anti-roll posture of the vehicle body, improve driving comfort and safety, and can greatly reduce the structural strength requirements for the anti-roll mechanism, thereby ensuring the service life of the anti-roll mechanism. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] Figure 1 It is a three-dimensional schematic diagram of the electronically controlled anti-tilt mechanism.

[0012] Figure 2 It is a schematic diagram of the structure of a half pole.

[0013] Figure 3 It is a three-dimensional schematic diagram of the reducer.

[0014] Figure 4 This is a cross-sectional view of the reducer.

[0015] Figure 5 This is a partial cross-sectional view of the reducer at the locking tooth portion.

[0016] Figure 6 A partial schematic diagram of the end of the connecting rod.

[0017] The following is a description of the markings in the accompanying drawings of the specification:

[0018] 100, main rod; 110, second motor; 111, adjusting screw; 120, sliding sleeve; 130, electric part; 131, first motor; 132, torsion bar;

[0019] 200, auxiliary rod; 210, fixed joint; 220, adjustment seat; 230, adjustment sleeve;

[0020] 300, connecting rod; 301, limiting portion; 302, groove; 310, limiting block;

[0021] 400, reducer; 410, first shaft; 420, second shaft; 421, locking gear; 430, third shaft; 440, first bevel gear; 450, second bevel gear; 460, third bevel gear; 470, fourth bevel gear; 480, locking sleeve; 481, locking rod; 482, locking block. DETAILED DESCRIPTION

[0022] The present invention is further described in detail below in conjunction with the accompanying drawings and specific embodiments.

[0023] In the following embodiments, the same or similar reference numerals throughout represent the same or similar components or components with the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0024] In the description of the present invention, it should be understood that the terms: center, longitudinal, transverse, length, width, thickness, up, down, front, back, left, right, vertical, horizontal, top, bottom, inside, outside, clockwise, counterclockwise, etc. indicating the orientation or position relationship are based on the orientation or position relationship shown in the accompanying drawings, which is only for the convenience of describing the present invention and simplifying the description, and therefore cannot be understood as limiting the present invention. In addition, the terms: first, second, etc. are only used for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features shown. In the description of the present invention, unless otherwise clearly specified and limited, the terms: install, connect, connect, etc. should be understood in a broad sense, and ordinary technicians in this field can understand the specific meaning of the above terms in this practicality according to the specific circumstances.

[0025] Reference Figures 1 to 6, an electric control anti-roll mechanism for a new energy vehicle, comprising a main rod 100 and a secondary rod 200 arranged in parallel, the main rod 100 is equipped with an adjustment drive unit, the adjustment drive unit is connected to the secondary rod 200 to drive the secondary rod 200 away from or close to the main rod 100. The two ends of the secondary rod 200 are equipped with fixed joints 210, the fixed joints 210 can rotate around the axis of the secondary rod 200, and the fixed joints 210 are connected to a connecting rod 300. The two ends of the main rod 100 are equipped with sliding sleeves 120, the sliding sleeves 120 can rotate around the axis of the main rod 100, and the sliding sleeves 120 are sleeved on the connecting rod 300. The main rod 100 includes two groups of half rods, the two groups of half rods are respectively located on both sides of the adjustment drive unit, the half rods are equipped with an electric part 130, the electric part 130 is connected to a torsion bar 132, and the sliding sleeve 120 is located at the end of the torsion bar 132.

[0026] The present application has a dual adjustment mechanism for the torsional rigidity of the anti-roll mechanism: first, the relative position of the torsion bar 132 is changed by driving the electric part 130 to rotate, thereby adjusting the torsional rigidity; second, the torque of the main rod 100 is adjusted by adjusting the distance from the end of the first connecting rod to the main rod 100 by adjusting the position of the auxiliary rod 200 relative to the main rod 100, so as to achieve the purpose of changing the torsional rigidity. This dual adjustment mechanism can more accurately control the body posture, improve driving comfort and safety, and can greatly reduce the structural strength requirements for the anti-roll mechanism, thereby ensuring the service life of the anti-roll mechanism.

[0027] In this application, reference Figures 3 to 5 The electric part 130 is equipped with a first motor 131 and a reducer 400. The reducer 400 includes a first shaft 410, a second shaft 420 and a third shaft 430. The first shaft 410 is connected to the first motor 131, and the third shaft 430 is connected to the torsion bar 132. The first shaft 410 is equipped with a first bevel gear 440, the second shaft 420 is equipped with a second bevel gear 450 and a third bevel gear 460, and the third shaft 430 is equipped with a fourth bevel gear 470. The first bevel gear 440 and the second bevel gear 450 are meshed and assembled, and the third bevel gear 460 and the fourth bevel gear 470 are meshed and assembled. The design of two pairs of meshing bevel gears can make the reducer 400 have a larger reduction ratio.

[0028] Further, the radial dimension of the fourth bevel gear 470 is not greater than that of the first bevel gear 440, and the first shaft 410 and the third shaft 430 are coaxially arranged. The first bevel gear 440 and the second bevel gear 450 cooperate to form a primary reduction structure, and the third bevel gear 460 and the fourth bevel gear 470 cooperate to form a secondary reduction mechanism. In order to ensure the reduction ratio and the structural strength of the second bevel gear 450 as much as possible, the radial dimension of the fourth bevel gear 470 is not greater than that of the first bevel gear 440, and the first shaft 410 and the third shaft 430 are coaxially arranged. The second bevel gear 450 is provided with a receiving groove, and the receiving groove is used to receive the outer diameter surface of the fourth bevel gear 470.

[0029] Furthermore, the vehicle reducer 400 further includes a locking sleeve 480, which is sleeved on the second shaft 420, and the movable ends of the first shaft 410 and the third shaft 430 are rotatably mounted on both sides of the locking sleeve 480. The second shaft 420 is provided with a locking section for sleeved with the locking sleeve 480, and the locking section is provided with a locking tooth portion 421. The locking sleeve 480 is provided with a radially movable locking rod 481, and the end of the locking rod 481 located in the locking sleeve 480 is provided with a locking block 482, and the locking block 482 and the locking tooth portion 421 cooperate to lock the second shaft 420. When the third shaft 430 rotates, the fourth bevel gear 470 drives the third bevel gear 460 to rotate and then drives the second shaft 420 to rotate. At this time, the locking block 482 is assembled with the locking tooth portion 421 of the second shaft 420 through the locking rod 481, so that the second shaft 420 and the locking sleeve 480 can be fixedly connected. Under the restriction of the first shaft 410, the third shaft 430 and the locking rod 481, the rotation of the second shaft 420 is completely restricted and locked, and the torque at the end of the stabilizer bar cannot be transmitted to the first shaft 410 connected to the motor. Compared with the technical solution of using an actuator to offset torque in the traditional active anti-roll bar mechanism, the locking sleeve 480 of the present application has a simple structure and reliable response.

[0030] In the present application, the adjustment drive unit includes a second motor 110, the second motor 110 is connected to an adjustment screw 111, and an adjustment seat 220 is provided on the auxiliary rod 200. An adjustment sleeve 230 is assembled in the adjustment seat 220 through a bearing, and the adjustment sleeve 230 is screwed to the adjustment screw 111. This design can control the auxiliary rod 200 to move away from or close to the main rod 100 by driving the second motor 110, and the auxiliary rod 200 can rotate around the screw, so as to avoid interference between the two adjustment mechanisms when the electric part 130 adjusts the angle of the torsion bar 132.

[0031] In addition, the present application also has a quick-release design, and a limiting portion 301 and a limiting ring are provided on the connecting rod 300, and a connecting groove for accommodating the fixed joint 210 is formed between the limiting portion 301 and the limiting ring. The limiting ring includes a plurality of limiting blocks 310 distributed in an annular manner around the connecting rod 300, one end of the limiting block 310 is assembled with the connecting rod 300 through a torsion spring shaft, and the other end of the limiting block 310 is in an unfolded state in the default state. A groove 302 for accommodating the limiting block 310 is provided on the connecting rod 300 corresponding to the limiting block 310, and the side of the limiting block 310 in the unfolded state abuts against the wall of the groove 302. When connecting, the connecting rod 300 is inserted into the fixed joint 210, and the unfolded limiting block 310 is pressed into the groove 302. When the limiting block 310 extends from the other end of the fixed joint 210, the connecting block is unfolded under the action of the torsion spring shaft, and the unfolded limiting block 310 limits the fixed joint 210. When disassembly is required, the limiting block 310 is pressed into the groove 302 to remove the connecting rod 300 from the fixing joint 210 .

[0032] In addition, considering various extreme environmental conditions that may occur during long-term use, all key components in this application are made of corrosion-resistant materials, and waterproof sealing designs are added at key connections to ensure normal operation even in bad weather. In particular, a layer of wear-resistant coating is specially added between the exposed connecting rod 300 and the sliding sleeve 120, which can not only effectively reduce the wear caused by frequent relative movement between the two, but also greatly improve the durability of the entire system.

[0033] The protection scope of the present invention includes but is not limited to the above embodiments. The protection scope of the present invention shall be based on the claims. Any replacement, deformation, and improvement of the technology that can be easily thought of by technicians in this field shall fall within the protection scope of the present invention.

Claims

1. An electric control anti-tilt mechanism for new energy vehicles, characterized in that: The invention comprises a main rod (100) and a secondary rod (200) which are arranged in parallel, wherein the main rod (100) is equipped with an adjustment drive unit, and the adjustment drive unit is connected to the secondary rod (200) to drive the secondary rod (200) to move away from or approach the main rod (100); fixed joints (210) are equipped at both ends of the secondary rod (200), and the fixed joints (210) can rotate around the axis of the secondary rod (200), and the fixed joints (210) are connected to a connecting rod (300); sliding sleeves (120) are equipped at both ends of the main rod (100), and the sliding sleeves (120) can rotate around the axis of the main rod (100), and the sliding sleeves (120) are sleeved on the connecting rod (300); The main rod (100) comprises two groups of half rods, the two groups of half rods are respectively located on both sides of the adjustment drive unit, the half rods are equipped with an electric part (130), the electric part (130) is connected to a torsion rod (132), and the sliding sleeve (120) is located at the end of the torsion rod (132).

2. The electronically controlled anti-tilt mechanism for new energy vehicles according to claim 1, characterized in that: The electric motor (130) is equipped with a first motor (131) and a reducer (400). The reducer (400) comprises a first shaft (410), a second shaft (420) and a third shaft (430). The first shaft (410) is connected to the first motor (131), and the third shaft (430) is connected to the torsion bar (132). The first shaft (410) is equipped with a first bevel gear (440), the second shaft (420) is equipped with a second bevel gear (450) and a third bevel gear (460), and the third shaft (430) is equipped with a fourth bevel gear (470). The first bevel gear (440) and the second bevel gear (450) are meshed and assembled, and the third bevel gear (460) and the fourth bevel gear (470) are meshed and assembled.

3. The electronically controlled anti-tilt mechanism for new energy vehicles according to claim 2 is characterized in that: The vehicle reducer (400) further comprises a locking sleeve (480), wherein the locking sleeve (480) is sleeved on the second shaft (420), and the movable ends of the first shaft (410) and the third shaft (430) are rotatably mounted on both sides of the locking sleeve (480); the second shaft (420) is provided with a locking section for sleeved on the locking sleeve (480), and the locking section is provided with a locking tooth portion (421); the locking sleeve (480) is provided with a radially movable locking rod (481), and the end of the locking rod (481) located inside the locking sleeve (480) is provided with a locking block (482), and the locking block (482) and the locking tooth portion (421) cooperate to lock the second shaft (420).

4. The electronically controlled anti-tilt mechanism for new energy vehicles according to claim 2, characterized in that: The radial dimension of the fourth bevel gear (470) is no greater than that of the first bevel gear (440), and the first shaft (410) and the third shaft (430) are coaxially arranged.

5. The electronically controlled anti-tilt mechanism for new energy vehicles according to claim 1, characterized in that: The adjustment drive unit comprises a second motor (110), the second motor (110) is connected to an adjustment screw (111), an adjustment seat (220) is provided on the auxiliary rod (200), an adjustment sleeve (230) is mounted in the adjustment seat (220) via a bearing, and the adjustment sleeve (230) is threadedly connected to the adjustment screw (111).

6. The electronically controlled anti-tilt mechanism for new energy vehicles according to claim 1, characterized in that: The connecting rod (300) is provided with a limiting portion (301) and a limiting ring, and a connecting groove for accommodating the fixed joint (210) is formed between the limiting portion (301) and the limiting ring; the limiting ring comprises a plurality of limiting blocks (310) distributed in an annular manner around the connecting rod (300); one end of the limiting block (310) is assembled with the connecting rod (300) via a torsion spring shaft, and the other end of the limiting block (310) is in an unfolded state in a default state; a groove (302) for accommodating the limiting block (310) is provided on the connecting rod (300) corresponding to the limiting block (310); and in the unfolded state, the side surface of the limiting block (310) abuts against the wall of the groove (302).

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