Transverse decoupling suspension

Abstract

The transverse decoupling suspension comprises a damping suspension assembly and an anti-inclination assembly, the damping suspension assembly is transversely hinged to a vehicle frame through rocker arm assemblies and provides linear rigidity and damping for the vehicle frame, the two ends of the anti-inclination assembly are hinged to the rocker arm assemblies through transverse rocker arm assemblies respectively, and the anti-inclination assembly comprises multiple sections of anti-inclination pieces. The adjacent anti-tilting pieces are hinged, when the rotation directions of the adjacent anti-tilting pieces are opposite, the motion states of all the anti-tilting pieces are restrained at the same time, and angular rigidity is provided for the frame; compared with the prior art, the damping suspension assembly and the anti-tilting assembly are jointly formed, compared with a three-spring suspension, two shock absorbers are omitted, the advantage of light weight is achieved, the anti-tilting assembly comprises the multiple sections of anti-tilting pieces hinged together end to end, spiral springs are replaced with the anti-tilting pieces, a reversing mechanism is omitted, the structure is simplified, the number of parts is reduced, and cost is reduced. And the problem of nonlinearity caused by idle stroke is avoided.

Description

Technical Field

[0001] The invention relates to the technical field of automobile suspensions, and in particular to a transverse decoupling suspension. Background Art

[0002] In the field of FSAE racing, the suspension system is crucial to the performance of the racing car. At present, the mainstream suspension type is the transverse decoupled suspension, which is designed to achieve the transverse shock absorber to participate in the longitudinal tilt condition alone (not participating in the roll condition), and the oblique shock absorber to participate in the roll condition alone (not participating in the longitudinal tilt condition). Through the included reversing mechanism, the rocker arms on both sides can always produce compression on the oblique shock absorber responsible for the roll regardless of the forward and backward rotation when the left and right rolls, thereby simplifying the parts and structures required for the suspension while ensuring the adjustment of the linear stiffness and angular stiffness separately, and uncoupling the adjustment of the linear stiffness and angular stiffness.

[0003] However, this traditional transverse decoupled suspension has many technical problems. First, the body structure of the Formula One car is special and the overall layout is low, so the driver needs to lie in the car with his legs curled up. The existing oblique shock absorbers are arranged along the horizontal direction of the car body, and the two ends are tilted high and low, occupying a large vertical space. In order to ensure the driving space for the driver, the oblique shock absorbers have to be moved up as a whole, which directly leads to an increase in the height of the car, seriously affecting the aerodynamic design of the car body. The increase in the height of the car body will destroy the original air flow characteristics of the car, increase air resistance, reduce the stability and handling performance of the car at high speeds, and thus affect the overall speed and race results of the car.

[0004] Secondly, the protruding oblique shock absorber will block the driver's field of vision. When the car is driving at high speed, the driver needs a clear and broad field of vision to accurately judge the track conditions, the position of competitors and various potential dangers. The limited field of vision will greatly affect the driver's driving decision-making, increase driving risks, and may even cause safety accidents.

[0005] Based on this, China's public patent CN117507716A discloses a transverse decoupled suspension for FSAE racing cars to solve the above problems, but it still has a series of complex problems. For example, due to the reversing mechanism, the longitudinal tilt spring still has a large stroke during rapid acceleration and deceleration, and cannot effectively suppress the trend of load transfer, which causes the racing car to easily tilt its head when accelerating or braking, seriously affecting the driving stability and controllability of the racing car; and when the roll spring reversing mechanism is converted from a tensile state to a compressed state, a gap will inevitably appear, thereby generating an empty stroke, making the compression non-linear during sharp turns, which not only makes the vehicle dynamics more difficult to predict, but also increases the complexity and uncertainty of racing car control, making it difficult for the driver to accurately control the driving trajectory of the racing car. In addition, this structure may also cause the push rod to interfere with the body frame or have less stroke during rapid acceleration and deceleration, affecting the normal operation of the suspension system and reducing the reliability and durability of the suspension. At the same time, the commutator is installed on the shock absorber, which makes the distance between the two shock absorbers too large, occupying more space on the Y axis of the vehicle, which is not conducive to the reasonable layout of other components inside the car, and may also affect the overall weight distribution and balance of the car. In addition, since the spring compression is driven by the commutator, there is a certain delay in the compression of the spring in the roll condition, resulting in a slow response of the suspension, which cannot adapt to the rapid posture changes of the car when driving on a curve in time, further affecting the handling performance and safety of the car. Moreover, due to design reasons, the structure cannot easily adjust the angular stiffness of the vehicle, which limits the performance optimization and adaptability adjustment of the car suspension system.

[0006] In summary, the existing transverse decoupled suspension of FSAE racing cars has many deficiencies in structural design and performance. A new solution is urgently needed to overcome these problems in order to improve the overall performance, safety and competitiveness of the racing car. Summary of the invention

[0007] The object of the present invention is to provide a transverse decoupling suspension, which is composed of a damping suspension assembly and an anti-roll assembly. Compared with a three-spring suspension, it has two fewer shock absorbers and has the advantage of light weight. The anti-roll assembly includes multiple anti-roll plates hinged together at the head and tail. The anti-roll plates replace the coil springs, thereby eliminating the switching mechanism, simplifying the structure, reducing the number of components, and avoiding the problem of non-linearity caused by idle travel.

[0008] The present invention is achieved through the following technical solutions:

[0009] A transverse decoupling suspension, comprising:

[0010] A damping suspension assembly, wherein the damping suspension assembly is hinged to the frame in a transverse manner through a rocker arm assembly, and provides linear stiffness and damping for the frame;

[0011] An anti-roll assembly, wherein both ends of the anti-roll assembly are respectively hinged to the rocker arm assembly through a rocker arm assembly, wherein the anti-roll assembly includes a plurality of anti-roll plates, and adjacent anti-roll plates are hinged, and when adjacent anti-roll plates rotate in opposite directions, the motion states of all the anti-roll plates are simultaneously suppressed, thereby providing angular stiffness for the frame.

[0012] In this solution, the damping suspension assembly is hinged to the frame through the rocker arm assembly, which can provide linear stiffness and damping for the frame and ensure the stability and comfort of the vehicle. The two ends of the anti-roll assembly are hinged to the rocker arm assembly through the rocker arm assembly, which works together with the damping suspension assembly. Compared with the three-spring suspension, there are two fewer shock absorbers, which has the advantage of light weight. In addition, the anti-roll assembly contains multiple hinged anti-roll pieces. When the adjacent anti-roll pieces rotate in opposite directions, the movement state of all anti-roll pieces is suppressed at the same time, thereby providing angular stiffness for the frame. The anti-roll piece replaces the coil spring, and the reversing mechanism is omitted compared to the existing mechanism, avoiding the problem of non-linearity caused by the empty stroke. At the same time, due to the simplified structure and the reduction of the gap between the parts connection parts, the entire suspension greatly reduces the occupied space and significantly shortens the response time, which helps the vehicle to maintain stability under the rolling conditions such as turning, and improves the vehicle's handling performance and safety.

[0013] As a further technical solution of the transverse decoupled suspension, the roll arm assembly includes a first roll arm and a second roll arm;

[0014] Wherein, one end of the first roll arm is hinged to the damping suspension assembly, and the other end of the first roll arm is fixedly connected to one end portion of the anti-roll assembly;

[0015] Among them, one end of the second roll arm is hinged to the damping suspension assembly, and the other end of the second roll arm is fixedly connected to the other end of the anti-roll assembly.

[0016] In this solution, the first roll arm and the second roll arm are respectively hinged to the damping suspension assembly and fixedly connected to the two ends of the anti-roll assembly. This connection method constructs a stable force transmission structure. During the driving process of the vehicle, when the road surface is bumpy or the vehicle is turning, the force can be effectively transmitted from the damping suspension assembly to the anti-roll assembly, and the force generated by the anti-roll assembly can also be fed back to the damping suspension assembly, thereby working together to ensure that the vehicle can maintain good stability and controllability under various working conditions, providing a strong guarantee for the safe driving of the vehicle.

[0017] As a further technical solution of the transverse decoupling suspension, the transverse decoupling suspension further includes a first articulated support and a second articulated support;

[0018] Wherein, one end of the first articulated support is fixedly connected to the vehicle frame, and the other end of the first articulated support is articulated to the connecting end of the first roll arm and the anti-roll assembly;

[0019] Among them, one end of the second articulated support is fixedly connected to the frame, and the other end of the second articulated support is articulated to the connecting end of the second roll arm and the anti-roll assembly.

[0020] In this solution, the first articulated support and the second articulated support respectively articulate the vehicle frame with the connection end of the first roll arm and the anti-roll assembly, and the connection end of the second roll arm and the anti-roll assembly. This connection method further enhances the connection stability between the entire suspension system and the vehicle frame. It can more effectively transmit various forces generated by the vehicle during driving, including the impact force from the road surface, the inertia force when the vehicle accelerates or decelerates, and the centrifugal force when turning, etc., to ensure that the suspension system can maintain a normal working state under complex working conditions, improve the vehicle's handling performance and driving stability, and also help protect the suspension components and the frame, and reduce component damage caused by uneven force or unstable connection.

[0021] As a further technical solution of the transverse decoupled suspension, the anti-tilt assembly comprises a first anti-tilt plate, an anti-tilt plate hinge rod and a second anti-tilt plate;

[0022] Among them, one end of the first anti-roll plate is fixedly connected to the first roll arm, one end of the second anti-roll plate is fixedly connected to the second roll arm, and the other ends of the first anti-roll plate and the second anti-roll plate are respectively hinged to the two ends of the anti-roll plate hinge rod.

[0023] In this solution, one end of the first anti-roll piece is fixedly connected to the first roll arm, one end of the second anti-roll piece is fixedly connected to the second roll arm, and the other ends of them are respectively hinged to the two ends of the anti-roll piece hinge rod. This structural design enables the anti-roll pieces to work together effectively during the vehicle driving process. When the vehicle is in a roll condition, the adjacent anti-roll pieces rotate in opposite directions. Due to this connection method, the motion state of all anti-roll pieces can be suppressed at the same time, thereby providing angular stiffness for the frame, helping the vehicle to maintain stability during operations such as turning, improving the vehicle's handling performance and safety, and also reducing excessive wear on the suspension system and tires caused by the vehicle's roll.

[0024] As a further technical solution of the transverse decoupling suspension, roll damping rods are provided on the first anti-roll plate and the second anti-roll plate.

[0025] In this solution, when the adjacent anti-roll plates rotate in opposite directions and the motion state is suppressed to provide angular stiffness for the frame under the vehicle roll condition, the roll damping rod can work in conjunction with the anti-roll plates. It can absorb the excess vibration generated during the vehicle roll process, reduce the impact of vibration on the vehicle's handling and comfort, further improve the stability of the vehicle in the roll state, and make the vehicle more stable and safe in operations such as turning.

[0026] As a further technical solution of the transverse decoupling suspension, the rocker arm assembly includes a first rocker arm and a second rocker arm;

[0027] Among them, one end of the first rocker arm is hinged to one end of the damping suspension assembly, and the other end of the first rocker arm is rotatably connected to the frame through a matching lifting ear; one end of the second rocker arm is hinged to the other end of the damping suspension assembly, and the other end of the second rocker arm is rotatably connected to the frame through a matching lifting ear.

[0028] In this solution, the roll damping rod can cooperate with the anti-roll plate under vehicle roll conditions to absorb excess vibration and enhance vehicle roll stability. The articulation of the first rocker arm and the second rocker arm with the damping suspension assembly and the rotational connection with the frame enable the rocker arm to flexibly transmit force. During vehicle driving, whether in pitch or roll conditions, the force can be effectively transmitted between components to ensure vehicle stability and controllability, and cooperate with other components to achieve suspension decoupling and improve vehicle performance.

[0029] As a further technical solution of the transverse decoupled suspension, the rocker arm assembly also includes a pair of push rods, wherein the two ends of one push rod are respectively hinged between the first rocker arm and the first rocker arm, and the two ends of the other push rod are respectively hinged between the second rocker arm and the second rocker arm.

[0030] In this solution, the two ends of the push rod are respectively hinged between the first rocker arm and the first roll arm and between the second roll arm and the second rocker arm. When the wheels of the vehicle are subjected to the force of the road surface, the force is transmitted and converted between the rocker arm and the roll arm through the push rod, so that the various components can work together to cope with various driving conditions of the vehicle, such as acceleration, deceleration, turning, etc. It helps to ensure the stability and controllability of the vehicle, so that the vehicle can better adapt to different road conditions and driving requirements.

[0031] As a further technical solution of the transverse decoupled suspension, the damping suspension assembly includes a pitch shock absorber;

[0032] Two ends of the pitch shock absorber are respectively hinged between the first roll arm and the second roll arm, and a spring is sleeved on the pitch shock absorber.

[0033] In this solution, both ends of the pitch shock absorber are hinged between the first roll arm and the second roll arm and are covered with springs. When the vehicle is driving, especially in the pitching condition, when the vehicle accelerates or decelerates, the spring and the pitch shock absorber work together. The spring provides elastic support, absorbs and stores energy, and the pitch shock absorber dissipates energy through its own damping characteristics, provides linear stiffness and damping for the frame, effectively suppresses the pitching motion of the vehicle, ensures the stability and comfort of the vehicle, and improves the vehicle's handling performance and driving stability.

[0034] As a further technical solution of the transverse decoupling suspension, the transverse decoupling suspension also includes a push rod and a wheel column arranged in pairs, wherein two ends of one of the push rods are respectively hinged to the first rocker arm and the corresponding wheel column, and two ends of the other push rod are respectively hinged to the second rocker arm and the corresponding wheel column.

[0035] In this solution, the two ends of the push rod are respectively hinged to the first rocker arm and the corresponding wheel column and the second rocker arm and the corresponding wheel column. This connection method establishes a force transmission path between the wheel column and the rocker arm during the vehicle driving process. When the wheel is subjected to the force of the road surface, the force is transmitted to the rocker arm through the push rod, thereby affecting the working state of the entire suspension system. It enables the suspension system to sense the movement of the wheel in time, so as to better adapt to the changes in the road surface, ensure the vehicle's handling performance and driving stability, and enable the vehicle to drive smoothly under various road conditions.

[0036] As a further technical solution of the transverse decoupling suspension, the transverse decoupling suspension also includes an upper cross arm and a lower cross arm arranged in pairs, one end of the upper cross arm and the lower cross arm are respectively hinged to the upper and lower sides of the wheel column, and the other end of the upper cross arm and the lower cross arm are respectively hinged to the frame.

[0037] In this solution, one end of the upper and lower cross arms is hinged to the upper and lower sides of the wheel posts, and the other end is hinged to the frame. This connection method builds a stable triangular structure. During the vehicle's driving, this structure can effectively transmit and disperse force, whether it is the impact force from the road or the vehicle's own inertia force, which can be reasonably distributed to the frame and wheel posts. It helps to enhance the overall structural strength of the vehicle, improve the vehicle's handling performance and driving stability, and ensure that the vehicle can operate safely and reliably under various complex working conditions.

[0038] Compared with the prior art, the present invention has the following advantages and beneficial effects:

[0039] 1. The present invention can provide linear stiffness, angular stiffness and damping for the vehicle frame through the damping suspension assembly and the anti-roll assembly. Compared with the existing three-spring suspension, there are two fewer shock absorbers, which greatly simplifies the structure and reduces the gap between the parts. The entire suspension occupies a much smaller space and the response time is significantly shortened, which helps the vehicle to maintain stability under rolling conditions such as turning, and improves the vehicle's handling performance and safety;

[0040] 2. The angular stiffness adjustment of the present invention only requires replacing the roll damping rod in the anti-roll sheet, which can shorten the time by 60% compared with the existing suspension. This enables the vehicle to adjust the angular stiffness more conveniently and quickly under different driving conditions and track conditions to meet the different requirements of the vehicle for handling performance;

[0041] 3. The anti-roll bar of the present invention has fewer components and fewer connection points than the U-shaped anti-roll bar, which is beneficial to improving the suspension response speed, reducing the suspension weight, and greatly reducing the occupied space. At the same time, the lighter weight is beneficial to the vehicle's dynamic performance and reduces energy loss. At the same time, the reduced occupied space provides more layout space for other vehicle components, further optimizing the internal structure of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] The drawings described herein are used to provide a further understanding of the embodiments of the present invention, constitute a part of this application, and do not constitute a limitation of the embodiments of the present invention. In the drawings:

[0043] Figure 1 It is a schematic diagram of the structure of the present invention in the installed state;

[0044] Figure 2 It is a front structural schematic diagram of the present invention;

[0045] Figure 3 It is a schematic diagram of the back structure of the present invention;

[0046] Figure 4 It is a schematic diagram of the top view of the structure of the present invention;

[0047] Figure 5 It is a schematic diagram of the enlarged structure of the present invention;

[0048] Figure 6 A curve diagram showing the change of the tire toe angle with wheel hop according to the present invention;

[0049] Figure 7 The figure is a curve diagram showing the change of the tire camber angle with wheel hop according to the present invention.

[0050] Marks and corresponding parts names in the attached drawings:

[0051] 1-frame, 2-lower cross arm, 3-wheel column, 4-upper cross arm, 5-push rod, 6-first articulated support, 7-first rocker arm, 8-first lateral rocker arm, 9-spring, 11-tip shock absorber, 12-second lateral rocker arm, 13-transverse push rod, 14-second articulated support, 15-second rocker arm, 16-anti-roll assembly, 161-first anti-roll plate, 162-anti-roll plate articulated rod, 163-second anti-roll plate, 17-roll damping rod, 18-hanging ear, 19-connecting rod. DETAILED DESCRIPTION

[0052] In order to make the objectives, technical solutions and advantages of the present invention more clearly understood, the present invention is further described in detail below in conjunction with embodiments and drawings. The exemplary embodiments of the present invention and their description are only used to explain the present invention and are not intended to limit the present invention.

[0053] Example 1

[0054] This embodiment 1 provides a transverse decoupling suspension, including a first articulated support 6, a second articulated support 14, a damping suspension component and an anti-roll component 16, such as Figure 1 As shown, the damping suspension assembly is hinged to the frame 1 horizontally through the rocker arm assembly, providing linear stiffness and damping for the frame 1. The two ends of the anti-roll assembly 16 are hinged to the rocker arm assembly through the transverse rocker arm assembly respectively. At the same time, the anti-roll assembly 16 includes multiple anti-roll plates, and adjacent anti-roll plates are hinged. When the adjacent anti-roll plates rotate in opposite directions, the motion states of all anti-roll plates are simultaneously suppressed, providing angular stiffness for the frame 1. At the same time, the first articulated support 6 and the second articulated support 14 are located at both ends of the damping suspension assembly. One end of the first articulated support 6 is fixedly connected to the frame 1, and the other end of the first articulated support 6 is hinged to the connecting end of the transverse rocker arm assembly and the anti-roll assembly 16. One end of the second articulated support 14 is fixedly connected to the frame 1, and the other end of the second articulated support 14 is hinged to the connecting end of the transverse rocker arm assembly and the anti-roll assembly 16 on the other side.

[0055] Among them, see Figure 2-Figure 3As shown, the above-mentioned roll arm assembly includes a first roll arm 8 and a second roll arm 12, one end of the first roll arm 8 is hinged to the damping suspension assembly, and the other end of the first roll arm 8 is fixedly connected to one end of the anti-roll assembly 16, and the connection is hinged to the free end of the first hinge support 6. Similarly, one end of the second roll arm 12 is hinged to the other side of the damping suspension assembly, and the other end of the second roll arm 12 is fixedly connected to the other end of the anti-roll assembly 16, and the connection is hinged to the free end of the second hinge support 14. Through such a connection method, a stable force transmission structure is constructed. During the driving of the vehicle, when the road surface is bumpy or the vehicle performs operations such as turning, the force can be effectively transmitted from the damping suspension assembly to the anti-roll assembly 16, and the force generated by the anti-roll assembly 16 can also be fed back to the damping suspension assembly, ensuring that the vehicle can maintain good stability and controllability under various working conditions, providing a strong guarantee for the safe driving of the vehicle.

[0056] Among them, see Figure 4-Figure 5 As shown, the anti-roll assembly 16 includes a first anti-roll piece 161, an anti-roll piece hinge rod 162 and a second anti-roll piece 163. One end of the first anti-roll piece 161 is fixedly connected to the first roll arm 8, one end of the second anti-roll piece 162 is fixedly connected to the second roll arm 12, and the other ends of the first anti-roll piece 161 and the second anti-roll piece 163 are respectively hinged to the two ends of the anti-roll piece hinge rod 162. Due to this connection method, the movement state of all anti-roll pieces can be suppressed at the same time, thereby providing angular stiffness for the frame 1, which helps the vehicle to maintain stability during operations such as turning.

[0057] In some embodiments, a roll damping rod 17 is provided on the first anti-roll plate 161 and the second anti-roll plate 163. Under the vehicle roll condition, when adjacent anti-roll plates rotate in opposite directions and the movement state is suppressed to provide angular stiffness for the frame, the roll damping rod 17 can absorb the excess vibration generated during the vehicle roll process and reduce the impact of the vibration on the vehicle's handling and comfort.

[0058] For the structure of the rocker arm assembly, please refer to Figure 4-Figure 5As shown, the rocker arm assembly includes a pair of push rods 13, a first rocker arm 7 and a second rocker arm 15. One end of the first rocker arm 7 is hinged to one end of the damping suspension assembly, and the other end of the first rocker arm 7 is welded to the frame 1 through a matching ear 18 and can rotate around the ear 18 through a rotating shaft. The two ends of one push rod 13 in the pair of push rods 13 are respectively hinged between the first rocker arm 7 and the first rocker arm 8. Similarly, one end of the second rocker arm 15 is hinged to the other end of the damping suspension assembly, and the other end of the second rocker arm 15 is welded to the frame 1 through a matching ear 18 and can rotate around the ear 18 through a rotating shaft. The two ends of the other push rod 13 in the pair of push rods 13 are respectively hinged between the second rocker arm 12 and the second rocker arm 15. When the vehicle is driving, whether it is a pitching condition or a rolling condition, the rocker arm can flexibly transmit the force between the components to ensure the stability and controllability of the vehicle.

[0059] Please refer to Figure 4-Figure 5 As shown, the damping suspension assembly includes a pitch shock absorber 11, both ends of which are respectively hinged between the first roll arm 8 and the second roll arm 12, and a spring 9 is sleeved on the pitch shock absorber 11. The spring 9 provides elastic support, absorbs and stores energy, and the pitch shock absorber 11 dissipates energy through its own damping characteristics, provides linear stiffness and damping for the frame 1, and effectively suppresses the pitching motion of the vehicle.

[0060] Example 2

[0061] This embodiment 2 provides another transverse decoupling suspension based on the embodiment 1, such as Figure 1-Figure 5 As shown, the transverse decoupling suspension also includes a pair of push rods 5, wheel pillars 3, and a pair of upper cross arms 4 and lower cross arms 2. The two ends of one push rod 5 are respectively hinged to the first rocker arm 7 and the corresponding wheel pillar 3, and the two ends of the other push rod 5 are respectively hinged to the second rocker arm 15 and the corresponding wheel pillar 3. One end of the upper cross arm 4 and the lower cross arm 2 are respectively hinged to the upper and lower sides of the wheel pillar 3, and the other ends of the upper cross arm 4 and the lower cross arm 2 are respectively hinged to the frame 1.

[0062] The working process is as follows:

[0063] 1. Tires on both sides bounce in the same direction (pitch condition)

[0064] When the tires on both sides of the vehicle bounce in the same direction, for example, during the acceleration or deceleration of the vehicle, the wheel pillar 3 receives the force from the road surface, which is transmitted to the first rocker arm 7 and the second rocker arm 15 through the push rod 5. The push rod 5 causes the first rocker arm 7 and the second rocker arm 15 to rotate in opposite directions, and the push rod 13 connected to the first rocker arm 7 and the second rocker arm 15 pushes the first rocker arm 8 and the second rocker arm 12 to move, and at this time, the first rocker arm 8 and the second rocker arm 12 also move in opposite directions.

[0065] Due to the movement of the first roll arm 8 and the second roll arm 12, the anti-roll assembly 16 is driven to move upward or downward at the same time, and the anti-roll assembly does not deform during this process. The spring 9 and the pitch shock absorber 11 connected to the first roll arm 8 and the second roll arm 12 are compressed or stretched and start to work. The spring 9 provides elastic support, absorbs and stores part of the energy from the road surface, and the pitch shock absorber 11 dissipates the energy in the form of heat energy through its own damping characteristics, thereby providing linear stiffness and damping for the frame 1, effectively suppressing excessive movement of the vehicle in the pitch direction, and ensuring the stability and comfort of the vehicle. The curve of the tire toe angle of this device changing with wheel hop under pitch conditions is shown in Figure 6 shown.

[0066] 2. The tires on both sides jump in different directions (rolling condition)

[0067] When the tires on both sides bounce in different directions when the vehicle turns, the force applied to the wheel pillar 3 causes the first rocker arm 7 and the second rocker arm 15 to rotate in the same direction through the push rod 5, and the push rod 13 connected to the first rocker arm 7 and the second rocker arm 15 drives the first rocker arm 8 and the second rocker arm 12 to move, so that the first rocker arm 8 and the second rocker arm 12 move in the same direction.

[0068] At this time, the first anti-roll piece 161 and the second anti-roll piece 163 in the anti-roll assembly 16 rotate in opposite directions, and one end of the anti-roll piece hinge rod 162 connected to the anti-roll piece moves away from or close to each other at the same time. The anti-roll piece hinge rod 162 connects them, and the movement state of the first anti-roll piece 161 and the second anti-roll piece 163 is suppressed at the same time, and subjected to torque, thereby generating deformation to provide angular stiffness and resist the roll tendency of the vehicle. At the same time, the roll damping rod 17 fixed on the first anti-roll piece 161 and the second anti-roll piece 163 is deformed together with the anti-roll assembly 16, absorbing excess vibration and providing damping, further improving the stability and handling of the vehicle in the roll state. In this process, the hard point position of the spring 9 and the longitudinal shock absorber 11 designed by ADAMS Car can make them only displace, and the length of the two ends is almost unchanged, and there is no compression or stretching, that is, no stiffness and damping are provided. The anti-roll assembly 16 mainly plays a role. The curve of the tire camber angle of this device changing with wheel jump under the roll condition is shown in Figure 7 shown.

[0069] The specific implementation methods described above further illustrate the objectives, technical solutions and beneficial effects of the present invention in detail. It should be understood that the above description is only a specific implementation method of the present invention and is not intended to limit the scope of protection of the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A transverse decoupling suspension, characterized in that: include: A damping suspension assembly, the damping suspension assembly being laterally hinged to the vehicle frame (1) via a rocker arm assembly, and providing linear stiffness and damping for the vehicle frame (1); An anti-tilt assembly (16), wherein both ends of the anti-tilt assembly (16) are respectively hinged to the rocker arm assembly via a rocker arm assembly, wherein the anti-tilt assembly (16) comprises a plurality of anti-tilt plates, and adjacent anti-tilt plates are hinged to each other, and when adjacent anti-tilt plates rotate in opposite directions, the motion states of all the anti-tilt plates are simultaneously suppressed, thereby providing angular stiffness for the vehicle frame (1).

2. A transverse decoupling suspension according to claim 1, characterized in that: The rocker arm assembly comprises a first rocker arm (8) and a second rocker arm (12); Wherein, one end of the first roll arm (8) is hinged to the damping suspension assembly, and the other end of the first roll arm (8) is fixedly connected to one end portion of the anti-roll assembly (16); One end of the second rocker arm (12) is hinged to the damping suspension assembly, and the other end of the second rocker arm (12) is fixedly connected to the other end of the anti-roll assembly (16).

3. A transverse decoupling suspension according to claim 2, characterized in that: The transverse decoupling suspension further comprises a first articulated support (6) and a second articulated support (14); Wherein, one end of the first articulated support (6) is fixedly connected to the vehicle frame (1), and the other end of the first articulated support (6) is articulated to the connecting end of the first roll arm (8) and the anti-tilt assembly (16); One end of the second articulated support (14) is fixedly connected to the vehicle frame (1), and the other end of the second articulated support (14) is articulated to the connecting end of the second roll arm (12) and the anti-roll assembly (16).

4. A transverse decoupling suspension according to claim 3, characterized in that: The anti-tilt assembly (16) comprises a first anti-tilt piece (161), an anti-tilt piece hinge rod (162) and a second anti-tilt piece (163); One end of the first anti-tilt plate (161) is fixedly connected to the first roll arm (8), one end of the second anti-tilt plate (163) is fixedly connected to the second roll arm (12), and the other ends of the first anti-tilt plate (161) and the second anti-tilt plate (163) are respectively hinged to the two ends of the anti-tilt plate hinge rod (162).

5. A transverse decoupling suspension according to claim 4, characterized in that: The first anti-tilt plate (161) and the second anti-tilt plate (163) are provided with roll damping rods (17).

6. A transverse decoupling suspension according to claim 4 or 5, characterized in that: The rocker arm assembly comprises a first rocker arm (7) and a second rocker arm (15); One end of the first rocker arm (7) is hinged to one end of the damping suspension assembly, and the other end of the first rocker arm (7) is rotatably connected to the frame (1) via a matching lifting lug (18); one end of the second rocker arm (15) is hinged to the other end of the damping suspension assembly, and the other end of the second rocker arm (15) is rotatably connected to the frame (1) via a matching lifting lug (18).

7. A transverse decoupling suspension according to claim 6, characterized in that: The rocker arm assembly also includes a pair of push rods (13), wherein two ends of one push rod (13) are respectively hinged between the first rocker arm (7) and the first rocker arm (8), and two ends of the other push rod (13) are respectively hinged between the second rocker arm (12) and the second rocker arm (15).

8. A transverse decoupling suspension according to claim 7, characterized in that: The damping suspension assembly comprises a pitch shock absorber (11); The two ends of the pitch shock absorber (11) are respectively hinged between the first roll arm (8) and the second roll arm (12), and a spring (9) is sleeved on the pitch shock absorber (11).

9. A transverse decoupling suspension according to claim 8, characterized in that: The transverse decoupling suspension also includes a push rod (5) and a wheel column (3) arranged in pairs, wherein two ends of one of the push rods (5) are respectively hinged to the first rocker arm (7) and the corresponding wheel column (3), and two ends of the other push rod (5) are respectively hinged to the second rocker arm (15) and the corresponding wheel column (3).

10. A transverse decoupling suspension according to claim 9, characterized in that: The transverse decoupling suspension further comprises an upper cross arm (4) and a lower cross arm (2) arranged in pairs, one end of the upper cross arm (4) and the lower cross arm (2) being respectively hinged to the upper and lower sides of the wheel column (3), and the other end of the upper cross arm (4) and the lower cross arm (2) being respectively hinged to the vehicle frame (1).

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