A transverse decoupling suspension

Abstract

The present invention discloses a transverse decoupling suspension, comprising a damping suspension assembly and an anti-roll assembly. The damping suspension assembly is transversely hinged to a vehicle frame through a rocker arm assembly, providing linear stiffness and damping for the vehicle frame. Both ends of the anti-roll assembly are hinged to the rocker arm assembly through a transverse rocker arm assembly respectively. The anti-roll assembly comprises a plurality of anti-roll plates, which are hinged to adjacent anti-roll plates. When adjacent anti-roll plates rotate in opposite directions, the motion states of all anti-roll plates are simultaneously suppressed, providing angular stiffness for the vehicle frame. The present invention 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 comprises a plurality of anti-roll plates hinged together end to end. The anti-roll plates replace the coil springs, thereby eliminating the need for a reversing mechanism, simplifying the structure, reducing the number of components, and avoiding the problem of non-linearity caused by idle travel.

Description

Technical Field

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

[0002] In the world of FSAE racing, the suspension system is crucial to a car's performance. Currently, the mainstream suspension type is transverse decoupled suspension, designed to allow the transverse shock absorber to independently participate in pitch conditions (without participating in roll conditions), while the diagonal shock absorber participates in roll conditions (without participating in pitch conditions). Through the included reversing mechanism, the diagonal shock absorber responsible for roll is always compressed, regardless of the forward or backward rotation of the rocker arms during left or right roll. This simplifies the required suspension components and structure while ensuring independent adjustment of linear and angular stiffness, decoupling the adjustment of linear and angular stiffness.

[0003] However, this traditional transverse decoupled suspension presents numerous technical challenges. First, the Formula One car's unique body structure and low overall layout require the driver to lie flat on the car with their legs curled up. Existing oblique shock absorbers are arranged transversely along the car body, with one end tilted higher and the other lower, occupying a significant amount of vertical space. To ensure sufficient space for the driver, the oblique shock absorbers must be moved upward, which directly increases the car's height and severely impacts the aerodynamic design. This increased height disrupts the car's inherent airflow characteristics, increases air resistance, and reduces its stability and handling at high speeds, thereby affecting its overall speed and performance.

[0004] Secondly, the protruding, angled shock absorbers obstruct the driver's field of vision. At high speeds, a driver requires a clear, broad field of vision to accurately assess track conditions, the positions of competitors, and potential hazards. A restricted field of vision can significantly impact a driver's driving decisions, increase driving risks, and even lead to accidents.

[0005] Based on this, Chinese patent publication CN117507716A discloses a transverse decoupled suspension for FSAE racing cars to address the aforementioned issues. However, this design still presents a series of complex issues. For example, due to the roll spring's reversing mechanism, it retains a significant amount of travel during rapid acceleration and deceleration, failing to effectively suppress load transfer. This results in the car's nose tilting during acceleration or braking, severely impacting its ride stability and handling. Furthermore, the roll spring's reversing mechanism inevitably creates a gap when transitioning from tension to compression, creating idle travel and causing non-linear compression during sharp turns. This not only makes vehicle dynamics more difficult to predict but also increases the complexity and uncertainty of racing control, making it difficult for the driver to precisely control the car's trajectory. Furthermore, this structure can cause interference between the pushrod and the vehicle frame during rapid acceleration and deceleration, or result in reduced travel, impacting the proper functioning of the suspension system and reducing its reliability and durability. Furthermore, the commutator's mounting on the shock absorbers creates an excessively large gap between them, occupying more space along the vehicle's Y-axis. This hinders the optimal layout of other components within the car and may affect the car's overall weight distribution and balance. Furthermore, because the commutator drives spring compression, there's a delay in spring compression during roll conditions, resulting in a sluggish suspension response and an inability to adapt to rapid changes in the car's stance during cornering, further impacting its handling and safety. Furthermore, due to design considerations, this structure precludes easy adjustment of the vehicle's angular stiffness, limiting the performance optimization and adaptability of the car's 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 and improve the overall performance, safety and competitiveness of the racing cars. Summary of the Invention

[0007] The purpose 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 end. The anti-roll plates replace the coil springs, thereby eliminating the reversing 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, the damping suspension assembly being laterally hinged to the vehicle frame via a rocker arm assembly, providing linear stiffness and damping for the vehicle frame;

[0011] An anti-roll assembly, wherein both ends of the anti-roll assembly are hinged to the rocker arm assembly through a rocker arm assembly, wherein the anti-roll assembly includes multiple anti-roll plates, and adjacent anti-roll plates are hinged. 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 vehicle frame via a rocker arm assembly, providing linear stiffness and damping for the frame and ensuring vehicle stability and comfort. The anti-roll assembly is hinged to the rocker arm assembly at both ends via a roll arm assembly, working in conjunction with the damping suspension assembly. Compared to a three-spring suspension, it requires two fewer shock absorbers, resulting in a lighter weight. Furthermore, the anti-roll assembly includes multiple hinged anti-roll plates. When adjacent anti-roll plates rotate in opposite directions, the motion of all anti-roll plates is simultaneously suppressed, thereby providing angular stiffness for the frame. By replacing coil springs with anti-roll plates, the reversing mechanism is eliminated compared to existing mechanisms, avoiding the non-linearity problem caused by idle travel. Simultaneously, due to the simplified structure and reduced gaps between component connections, the entire suspension significantly reduces its footprint and significantly shortens its response time. This helps the vehicle maintain stability in roll conditions such as cornering, improving its handling and safety.

[0013] As a further technical solution of the transverse decoupling 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] One end of the second rocker arm is hinged to the damping suspension assembly, and the other end of the second rocker arm is fixedly connected to the other end of the anti-roll assembly.

[0016] In this solution, the first and second roll arms are hinged to the damping suspension assembly and fixedly connected to the two ends of the anti-roll assembly. This connection creates a stable force transmission structure. During vehicle operation, when the road surface becomes bumpy or the vehicle makes turns, force is effectively transmitted from the damping suspension assembly to the anti-roll assembly. At the same time, the force generated by the anti-roll assembly is also fed back to the damping suspension assembly. This collaborative operation ensures excellent vehicle stability and controllability under various operating conditions, providing a strong guarantee for safe driving.

[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 hinged to the connecting end of the first roll arm and the anti-roll assembly;

[0019] One end of the second articulated support is fixedly connected to the vehicle 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 and second articulated supports articulately connect the vehicle frame to the connection ends of the first roll arm and anti-roll assembly, and the second roll arm and anti-roll assembly, respectively. This connection further enhances the stability of the connection between the entire suspension system and the vehicle frame. It more effectively transmits various forces generated during vehicle operation, including impact from the road, inertia during acceleration and deceleration, and centrifugal force during cornering. This ensures that the suspension system maintains normal operation under complex operating conditions, improving the vehicle's handling and driving stability. It also helps protect suspension components and the vehicle frame, reducing damage caused by uneven force or unstable connections.

[0021] As a further technical solution of the transverse decoupling suspension, the anti-roll assembly includes a first anti-roll plate, an anti-roll plate hinge rod and a second anti-roll 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 tab is fixedly connected to the first roll arm, and one end of the second anti-roll tab is fixedly connected to the second roll arm. Their other ends are hinged to the ends of the anti-roll tab hinge rod. This structural design enables the anti-roll tabs to work effectively together during vehicle operation. When the vehicle is in a roll condition, adjacent anti-roll tabs rotate in opposite directions. Due to this connection method, the movement of all anti-roll tabs can be simultaneously suppressed, thereby providing angular stiffness to the vehicle frame, helping to maintain vehicle stability during maneuvers such as cornering, improving vehicle handling and safety, and also reducing excessive wear on the suspension system and tires caused by vehicle 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 vehicle rolls, the roll damper rods work in conjunction with the anti-roll bars, as adjacent anti-roll bars rotate in opposite directions and their motion is suppressed to provide angular stiffness to the frame. They absorb excess vibration during roll, reducing its impact on vehicle handling and comfort. This further improves vehicle stability during roll conditions, ensuring smoother and safer maneuvers like cornering.

[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 lug; 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 lug.

[0028] In this solution, the roll damper rods work in conjunction with the anti-roll tabs during vehicle roll conditions to absorb excess vibration and enhance roll stability. The articulated connection of the first and second rocker arms to the damping suspension assembly, as well as their pivoting connection to the vehicle frame, allows for flexible force transmission. This effectively transfers force between components during both pitch and roll conditions, ensuring vehicle stability and controllability. Furthermore, the rods work in conjunction with other components to achieve suspension decoupling and enhance vehicle performance.

[0029] As a further technical solution of the transverse decoupling 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 vehicle's wheels 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, the pitch shock absorbers are hinged at both ends between the first and second roll arms and are encased in springs. During vehicle operation, especially during pitching conditions, when the vehicle accelerates or decelerates, the springs and pitch shock absorbers work together. The springs provide elastic support, absorbing and storing energy, while the pitch shock absorbers dissipate energy through their damping properties, providing linear stiffness and damping to the vehicle frame. This effectively suppresses pitching motion, ensuring stability and comfort, and enhancing handling and driving stability.

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

[0035] In this solution, the push rod's ends are hingedly connected to the first rocker arm and its corresponding wheel post, and the second rocker arm and its corresponding wheel post, respectively. This connection establishes a force transmission path between the wheel post and the rocker arm during vehicle operation. When the wheel is subjected to road forces, the force is transmitted through the push rod to the rocker arm, thereby affecting the operating state of the entire suspension system. This enables the suspension system to promptly sense wheel movement, allowing it to better adapt to road surface changes, ensuring vehicle handling performance and driving stability, and ensuring smooth driving in 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, the upper and lower cross arms are hinged at one end to the upper and lower wheel posts, respectively, and at the other end to the vehicle frame. This connection creates a stable triangular structure. During vehicle operation, this structure effectively transmits and disperses forces, whether from road impact or the vehicle's own inertia, to the frame and wheel posts. This helps to enhance the vehicle's overall structural strength, improve handling and driving stability, and ensure safe and reliable operation in a variety of complex operating conditions.

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

[0039] 1. The present invention provides linear stiffness, angular stiffness, and damping for the vehicle frame through the damping suspension assembly and anti-roll assembly. Compared with the existing three-spring suspension, it requires two fewer shock absorbers, significantly simplifies the structure, and reduces the gaps between component connections. This significantly reduces the overall suspension footprint and significantly shortens response time, helping the vehicle maintain stability in rolling conditions such as cornering, thereby improving vehicle handling performance and safety.

[0040] 2. The present invention's angular stiffness adjustment is achieved simply by replacing the roll damping rod in the anti-roll plate, reducing the time required by 60% compared to existing suspension systems. This allows for more convenient and rapid adjustment of angular stiffness under varying driving and track conditions, thereby adapting to varying vehicle handling requirements.

[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 This is a schematic diagram of the structure of the present invention in an installed state;

[0044] Figure 2 It is a schematic diagram of the front structure 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 changes in tire toe angle with wheel hop according to the present invention;

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

[0050] Markings and corresponding parts names in the accompanying drawings:

[0051] 1-frame, 2-lower wishbone, 3-wheel pillar, 4-upper wishbone, 5-push rod, 6-first articulated support, 7-first rocker arm, 8-first transverse rocker arm, 9-spring, 11-tip shock absorber, 12-second transverse rocker arm, 13-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 examples and drawings. The exemplary embodiments of the present invention and their descriptions 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 assembly and an anti-roll assembly 16, as shown in FIG. Figure 1 As shown, the damping suspension assembly is horizontally hinged to the frame 1 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. 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 portion of the anti-roll assembly 16. At the same time, 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 portion of the anti-roll assembly 16. At the same time, 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 vehicle driving, when the road surface is bumpy or the vehicle performs steering operations, the force can be effectively transmitted from the damping suspension assembly to the anti-roll assembly 16. At the same time, 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 strong protection for 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, and one end of the second anti-roll piece 162 is fixedly connected to the second roll arm 12. 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 to keep the vehicle stable 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 motion 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 lifting ear 18 and can rotate around the lifting 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 lifting ear 18 and can rotate around the lifting 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 pitching or rolling, the rocker arm can flexibly transmit force between the components to ensure vehicle stability and controllability.

[0059] Please refer to Figure 4-Figure 5 As shown, the damping suspension assembly includes a pitch shock absorber 11, the two ends of which are hinged between the first roll arm 8 and the second roll arm 12 respectively, and a spring 9 is provided 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 embodiment 1, such as Figure 1-Figure 5 As shown, the transverse decoupling suspension also includes paired push rods 5, wheel posts 3, paired upper cross arms 4 and lower cross arms 2, wherein the two ends of one push rod 5 are respectively hinged to the first rocker arm 7 and the corresponding wheel post 3, and the two ends of the other push rod 5 are respectively hinged to the second rocker arm 15 and the corresponding wheel post 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 post 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 acceleration or deceleration, the wheel pillar 3 is subjected to 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. The push rod 13 connected to the first rocker arm 7 and the second rocker arm 15 then pushes the first rocker arm 8 and the second rocker arm 12 to move, and 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 moves upward or downward at the same time. During this process, the anti-roll assembly does not deform. 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 working. 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 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 are jumping in different directions (rolling condition)

[0067] When the tires on both sides bounce in different directions due to, for example, a vehicle turning, 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. 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 plate 161 and the second anti-roll plate 163 in the anti-roll assembly 16 rotate in opposite directions, and one end of the anti-roll plate hinge rod 162 moves away from or close to each other at the same time. The anti-roll plate hinge rod 162 connects them, and the movement of the first anti-roll plate 161 and the second anti-roll plate 163 is suppressed at the same time. They are subjected to torque, thereby deforming to provide angular stiffness and resisting the vehicle's roll tendency. At the same time, the roll damping rod 17 fixed on the first anti-roll plate 161 and the second anti-roll plate 163 deforms along with the anti-roll assembly 16, absorbing excess vibration and providing damping, further improving the stability and handling of the vehicle in a 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 hardly changes, 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 hop under the roll condition is shown in FIG. 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 hinged to the vehicle frame (1) in a transverse manner 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 pieces, and adjacent anti-tilt pieces are hinged to each other, and when adjacent anti-tilt pieces rotate in opposite directions, the motion states of all the anti-tilt pieces are simultaneously suppressed, thereby providing angular stiffness for the vehicle frame (1); The roll arm assembly comprises 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); one end of the second roll arm (12) is hinged to 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); It also includes 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-roll 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); 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-roll plate (161) is fixedly connected to the first roll arm (8), one end of the second anti-roll plate (163) is fixedly connected to the second roll arm (12), and the other ends of the first anti-roll plate (161) and the second anti-roll plate (163) are respectively hinged to the two ends of the anti-roll plate hinge rod (162).

2. A transverse decoupling suspension according to claim 1, characterized in that: Roll damping rods (17) are provided on the first anti-roll plate (161) and the second anti-roll plate (163).

3. The transverse decoupling suspension according to claim 2, 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 vehicle frame (1) via a matching 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 vehicle frame (1) via a matching lug (18).

4. The transverse decoupling suspension according to claim 3, characterized in that: The rocker arm assembly further comprises a pair of push rods (13), wherein the two ends of one push rod (13) are respectively hinged between the first rocker arm (7) and the first rocker arm (8), and the two ends of the other push rod (13) are respectively hinged between the second rocker arm (12) and the second rocker arm (15).

5. The transverse decoupling suspension according to claim 4, characterized in that: The damping suspension assembly includes a pitch shock absorber (11); Both 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).

6. The transverse decoupling suspension according to claim 5, characterized in that: The transverse decoupling suspension further comprises a pair of push rods (5) and wheel posts (3), wherein the two ends of one of the push rods (5) are respectively hinged to the first rocker arm (7) and the corresponding wheel post (3), and the two ends of the other push rod (5) are respectively hinged to the second rocker arm (15) and the corresponding wheel post (3).

7. The transverse decoupling suspension according to claim 6, 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 hinged to the upper and lower sides of the wheel column (3), respectively, and the other ends of the upper cross arm (4) and the lower cross arm (2) being hinged to the vehicle frame (1).

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