Full-active suspension of automobile rotating motor

Abstract

An automobile rotating motor full-active suspension comprises a rotating motor installed on a rotating motor full-active suspension installation support, the side edge of the rotating motor is connected with a rotating motor full-active suspension controller, and the output end of the rotating motor is connected with the input end of a speed reducing mechanism through a connecting plate. A belt transmission mechanism is arranged on the side edge of the connecting plate to connect the rotating motor with the speed reducing mechanism, the output end of the speed reducing mechanism is fixedly connected with the rocker arm mechanism, the front end of the rocker arm mechanism is fixedly connected with the connecting rod, and the connecting rod is fixedly connected with the shock absorber or the steering knuckle. The rotating motor full-active suspension is low in manufacturing cost, simple in control logic, reasonable in structural stress and wide in vehicle application range.

Description

Technical Field

[0001] The present invention relates to the field of automobile full-active suspension, and in particular to a full-active suspension of an automobile rotating motor. Background Art

[0002] Automobile active suspension can be divided into three types based on the different actuators: The first type is a fully active suspension with electric motors. This system generates hydraulic pressure through a motor-driven hydraulic pump. This hydraulic pressure is then varied by controlling solenoid valves, which in turn generate additional force on the shock absorbers. This controls the vehicle, reduces roll and pitch, and improves handling and comfort. However, this fully active suspension suffers from disadvantages such as a complex structure, high hydraulic pump costs, complex solenoid valve control strategies, and slow hydraulic transmission response.

[0003] The second type is a fully active suspension with a linear motor. This type of suspension uses a linear motor to directly provide additional vertical force to control the vehicle's posture. However, this type of suspension has the following drawbacks: 1) the motor is subject to lateral forces (strength); 2) it lacks a reduction mechanism, resulting in high motor power, a high voltage platform, and excessive heat dissipation; 3) its size makes it difficult to arrange the motor in a specific space; 4) its integration method and location with the shock absorber pose strength challenges; and 5) the immature automotive industry chain for linear motors leads to high costs.

[0004] The third type is a fully active suspension using a rotary motor. This type of suspension uses a rotary motor to directly drive the reduction mechanism, which in turn provides vertical force through a rocker arm and connecting rod to control the vehicle's posture. This fully active suspension has a simple structure, low cost, and simple control. However, because the rocker arm is coaxial with the reduction mechanism and motor, it requires a large amount of axial space. Furthermore, due to the high torque and force transmitted, the distance between the reduction mechanism mounting point and the rocker arm mounting point is small, and the mounting position is subject to high forces, requiring high structural strength and reliability. Furthermore, due to the system's high reduction ratio and large equivalent moment of inertia, it is susceptible to medium- and high-frequency vibration excitation from the road surface, which reduces vehicle comfort. Summary of the Invention

[0005] The present invention aims to address the shortcomings of the prior art and provide a fully active suspension for a rotating motor of an automobile. The fully active suspension has low manufacturing cost, simple control logic, reasonable structural stress, and is applicable to a wide range of vehicles.

[0006] The objective of the present invention is achieved by adopting the following scheme: a fully active suspension for a rotating motor of an automobile, comprising a rotating motor mounted on a fully active suspension mounting bracket of the rotating motor, the side of the rotating motor being connected to a fully active suspension controller of the rotating motor, the output end of the rotating motor being connected to the input end of a reduction mechanism via a connecting plate, a belt transmission mechanism being provided on the side of the connecting plate to connect the rotating motor to the reduction mechanism, the output end of the reduction mechanism being connected and fixed to a rocker mechanism, the front end of the rocker mechanism being connected and fixed to a connecting rod, and the connecting rod being connected and fixed to a shock absorber or a steering knuckle.

[0007] The belt transmission mechanism includes a belt output pulley arranged on the side of the connecting plate, the belt output pulley is connected to the input shaft of the reduction mechanism, and the belt output pulley is connected to the output shaft of the rotating motor through a belt. A sealing shell is arranged on the outside of the belt transmission mechanism, and the sealing shell is fixedly connected to the connecting plate.

[0008] The belt output wheel in the belt transmission mechanism and the belt are provided with mutually matching helical teeth, and the radius of the belt output wheel is larger than the radius of the output shaft of the rotating motor.

[0009] Both ends of the belt output pulley in the belt transmission mechanism are supported by belt output pulley bearings, and the two belt output pulley bearings are respectively connected and fixed to the sealing shell and the connecting plate.

[0010] The reduction mechanism is a two-stage planetary gear set reduction mechanism.

[0011] The rotating motor fully active suspension controller is a split controller.

[0012] The rocker arm mechanism is radially fixed by a rocker arm mounting bracket, and a rocker arm mounting bushing is provided on the rocker arm mounting bracket.

[0013] The rotating motor on the rotating motor fully active suspension mounting bracket is arranged symmetrically on both sides.

[0014] Connecting rod bushings are provided at the upper and lower ends of the connecting rod.

[0015] The rotating motor fully active suspension mounting bracket is welded to the subframe.

[0016] The advantages of the present invention are: 1. The fully active suspension of the rotating electric machine has a simple structure and is a combination of simple mechanical parts, and the overall cost of the parts is low.

[0017] 2. The control algorithm required for the rotating motor fully active suspension is simpler, and the main force transmission mechanisms are all linear systems. Compared with traditional hydraulic fully active suspension, there is no need to control complex hydraulic components such as solenoid valves.

[0018] 3. This rotating motor fully active suspension has no impact on the original suspension components (including rod systems, springs, shock absorbers, etc.). If the layout is feasible, the structural layout can be achieved by replacing the original stabilizer bar based on the original suspension structure.

[0019] 4. The fully active suspension system for rotating electric motors has a compact overall structure and occupies little space. The motor and reduction mechanism are arranged side by side, occupying little axial space and enabling a bilaterally symmetrical arrangement of the fully active suspension system for rotating electric motors.

[0020] 5. This structure can achieve a large distance between the rocker arm bushing installation point and the reduction mechanism, which can effectively reduce the vertical force on the reduction mechanism and lower the strength requirements of the reduction mechanism's internal and installation structures.

[0021] 6. Transmission is achieved through a combination of belts and planetary gear sets. Belt drive achieves one-stage reduction, effectively reducing the reduction ratio of the planetary gear reduction mechanism, thereby reducing the structural complexity of the planetary gear reduction mechanism and reducing the cost of the reduction mechanism. Belt drive also makes it easier to adjust the transmission ratio, ensuring that the main structure of the fully active suspension is suitable for more different vehicle models, thereby improving the versatility of the fully active suspension.

[0022] 7. The upper and lower ends of the connecting rod are connected by rubber bushings, which can effectively reduce medium and high-frequency excitations from the road and improve vehicle comfort. At the same time, since rubber vibration damping components are consumable parts, they are easier to replace and repair than buffer devices installed in the reduction mechanism housing, effectively reducing usage costs. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 It is a schematic diagram of the structure of the present invention; Figure 2 This is the working logic diagram of the present invention; Figure 3 This is a schematic diagram of the connecting rod bushing structure of the present invention. DETAILED DESCRIPTION

[0024] like Figure 1 、 Figure 3As shown, a fully active suspension system for a rotating motor in an automobile includes a rotating motor 3 symmetrically mounted on a fully active suspension mounting bracket 1, which is welded to a subframe 14. The side of the rotating motor 3 is connected to a fully active suspension controller 2, which is used to receive vehicle motion state signals from sensors, estimate the vehicle motion state, calculate the motor target torque, and control the motor current to ensure the motor produces a reasonable torque. The fully active suspension controller 2 can be a split controller, enabling a smaller space. The output end of the rotating motor 3 is connected to the input end of a reduction mechanism 9 via a connecting plate 4. The connecting plate 4 ensures parallelism between the motor shaft and the reduction mechanism shaft and provides a sealing effect for the reduction mechanism. A belt drive mechanism is provided on the side of the connecting plate 4 to connect the rotating motor 3 to the reduction mechanism 9. The reduction mechanism 9 is a two-stage planetary gear reduction mechanism that further amplifies the torque of the belt output pulley 7. The belt drive mechanism includes a belt output pulley 7 positioned on the side of the connecting plate 4. The belt output pulley 7 is connected to the input shaft of the reduction mechanism 9 and is connected to the output shaft of the rotating motor 3 via a belt 6. A sealing housing 5 is positioned outside the belt drive mechanism and fixedly connected to the connecting plate 4, sealing the belt drive mechanism. The belt output pulley 7 and belt 6 in the belt drive mechanism are equipped with interlocking helical teeth. These teeth ensure stable torque transmission, transferring the torque of the output shaft of the rotating motor 3 to the belt output pulley 7. The radius of the belt output pulley 7 is larger than the radius of the output shaft of the rotating motor 3, achieving a single-stage reduction. The belt output pulley 7 in the belt drive mechanism is supported at both ends by belt output pulley bearings 8, which are respectively fixedly connected to the sealing housing 5 and the connecting plate 4. The output end of the reduction mechanism 9 is fixedly connected to a rocker mechanism 10 to generate torque. The rocker mechanism 10 is radially fixed by a rocker mounting bracket 11, which is equipped with a rocker mounting bushing. The front end of the rocker mechanism 10 is fixedly connected to a connecting rod 12, converting rotational motion into linear motion. Connecting rod 12 is fixedly connected to the shock absorber or steering knuckle. Connecting rod bushings 13 are located at the upper and lower ends of the connecting rod 12. While transmitting the connecting rod's axial force, the bushings' elastic damping properties filter out medium- and high-frequency vibrations from the road surface, reducing their impact on the fully active suspension, improving its durability and reliability, while also mitigating the impact of the fully active suspension's inertia characteristics on the vehicle's medium- and high-frequency road ride comfort.

[0025] The following combination Figure 2 The specific embodiments of the present invention are described in further detail.

[0026] 1) When a vehicle equipped with this fully active suspension is driving and roll and pitch posture movements occur, the sensor transmits the vehicle's motion information to the controller. The controller calculates the required intervention wheel-end vertical force and then controls the appropriate current input to the motor. The motor instantly builds up torque during rotation. This torque is amplified by the belt primary reduction mechanism and the planetary gear set reduction mechanism and transmitted to the rocker arm. The rocker arm is connected to the connecting rod through a ball joint. The torque of the rocker arm is converted into a vertical force of the connecting rod. Since the connecting rod has an axial bushing, there is a small delay in the vertical force transmission. The vertical force is finally transmitted to the wheel end, thereby intervening in the vehicle posture, achieving control of the vehicle posture, and improving vehicle handling stability and comfort.

[0027] 2) The formulas and main parameters involved in the fully active suspension are: in, is the motor torque, and the maximum value in this embodiment is 8Nm; is the reduction ratio of the belt transmission mechanism, which is 3.5 in this embodiment; is the reduction ratio of the planetary gear reduction mechanism, which is 35 in this embodiment; The transmission ratio of the connecting rod axial force to the wheel end force is 0.7 in this embodiment; is the mechanical system efficiency, which is 0.95 in this embodiment; L is the distance from the connecting rod axis to the rocker arm rotation axis, which is 215 mm in this embodiment; The motor torque is converted into an intervention vertical force at the wheel end. In this embodiment, the maximum force value that can be provided is 3031N.

[0028] The vehicle-related formulas and main parameters related to the fully active suspension are: The calculation formula for the roll condition is as follows

[0029] Among them: H rf 、H rr are the vertical distances from the front axle mass center to the front overhang roll center and the vertical distances from the rear axle mass center to the rear overhang roll center, which are 0.43m and 0.4m respectively in this embodiment; is the lateral acceleration of the vehicle, which is 10 m / s in this embodiment 2 ; 、 are the components of the sprung mass allocated to the front and rear axles, which are 1100 kg and 1100 kg in this embodiment; is the vehicle wheelbase, which is 1.68m in this embodiment; 、 The vertical forces required for the front and rear wheels to prevent the vehicle from rolling under the rolling condition are 2815 N and 2619 N, respectively, in this embodiment; The calculation formula for pitch working condition is as follows: in: is the distance from the center of mass of the sprung mass to the ground, which is 0.57 m in this embodiment; is the vehicle longitudinal acceleration, which is 10 m / s in this embodiment 2 ; M is the sprung mass, which is 2200 kg in this embodiment; β is the brake force distribution coefficient (assuming the road adhesion is large enough), which is 0.7 in this embodiment; θ f、 θ r They are the anti-pitch angles of the front and rear wheels, which are 4° and 17° respectively in this example.

[0030] is the vehicle wheelbase, which is 3.3m in this embodiment; To prevent the vehicle body from pitching under the pitching condition, the additional vertical force required for each wheel is 1362N and 891N respectively in this embodiment; Combining the fully active suspension parameters and relevant vehicle parameters, we can know: The design parameters of the fully active suspension in this case provide an additional wheel-end intervention vertical force of 3031N, which exceeds the vertical forces of 2815N and 1362N required for roll and pitch under extreme operating conditions. Furthermore, the sprung mass of 2200kg in this case corresponds to the load of a large SUV. Therefore, the fully active suspension's actuation capability can cover the actuation requirements of most passenger vehicles, demonstrating high engineering feasibility.

[0031] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications made to the present invention by those skilled in the art without departing from the spirit of the present invention shall fall within the scope of protection of the present invention.

Claims

1. A fully active suspension for a rotating electric machine of an automobile, comprising a rotating electric machine (3) mounted on a rotating electric machine fully active suspension mounting bracket (1), characterized in that: The side of the rotating motor (3) is connected to the rotating motor fully active suspension controller (2); the output end of the rotating motor (3) is connected to the input end of the reduction mechanism (9) via a connecting plate (4); a belt transmission mechanism is arranged on the side of the connecting plate (4) to connect the rotating motor (3) to the reduction mechanism (9); the output end of the reduction mechanism (9) is connected and fixed to a rocker mechanism (10); the front end of the rocker mechanism (10) is connected and fixed to a connecting rod (12); and the connecting rod (12) is connected and fixed to a shock absorber or a steering knuckle.

2. The fully active suspension of a rotating electrical machine for an automobile according to claim 1, characterized in that: The belt transmission mechanism comprises a belt output pulley (7) arranged on the side of the connecting plate (4), the belt output pulley (7) being connected to the input shaft of the speed reduction mechanism (9), the belt output pulley (7) being connected to the output shaft of the rotating motor (3) via a belt (6), and a sealing shell (5) being arranged on the outside of the belt transmission mechanism, and the sealing shell (5) being connected and fixed to the connecting plate (4).

3. The fully active suspension of a rotating electrical machine for an automobile according to claim 1, characterized in that: The belt output wheel (7) and the belt (6) in the belt transmission mechanism are provided with mutually matching helical teeth, and the radius of the belt output wheel (7) is greater than the radius of the output shaft of the rotating motor (3).

4. The fully active suspension of a rotating electrical machine for an automobile according to claim 1, characterized in that: The two ends of the belt output wheel (7) in the belt transmission mechanism are supported by belt output wheel bearings (8), and the two belt output wheel bearings (8) are respectively connected and fixed to the sealing shell (5) and the connecting plate (4).

5. The fully active suspension of a rotating electrical machine for an automobile according to claim 1, characterized in that: The speed reduction mechanism (9) is a two-stage planetary gear set speed reduction mechanism.

6. The fully active suspension of a rotating electrical machine for an automobile according to claim 1, characterized in that: The rotating electric machine fully active suspension controller (2) is a split-type controller.

7. The fully active suspension of a rotating electrical machine for an automobile according to claim 1, characterized in that: The rocker arm mechanism (10) is radially fixed by a rocker arm mounting bracket (11), and a rocker arm mounting bushing is provided on the rocker arm mounting bracket (11).

8. The fully active suspension of a rotating electrical machine for an automobile according to claim 1, characterized in that: The rotating motor (3) on the rotating motor fully active suspension mounting bracket (1) is arranged symmetrically on both sides.

9. The fully active suspension of a rotating electrical machine for an automobile according to claim 1, characterized in that: Connecting rod bushings (13) are provided at the upper and lower ends of the connecting rod (12).

10. The fully active suspension of a rotating electrical machine for an automobile according to claim 1, characterized in that: The rotating electric machine fully active suspension mounting bracket (1) is welded to the sub-frame (14).

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