Active vibration reduction suspension

Abstract

The invention provides an active vibration reduction suspension, and relates to the technical field of automobile suspensions.The active vibration reduction suspension comprises a vibration reducer with a vibration reduction body and a piston rod, a vehicle body connecting assembly is arranged at the end, away from the vibration reduction body, of the piston rod, a motor frame assembly is installed on the periphery of the vibration reduction body, and the vibration reducer is sleeved with a spiral spring; the two ends of the spiral spring abut against the vehicle body connecting assembly and the motor frame assembly respectively, the vehicle body connecting assembly is fixedly connected with a lead screw pipe arranged on the periphery of the piston rod in a sleeving mode, and a driving assembly capable of driving the lead screw pipe to drive along the axis of the shock absorber is arranged in the motor frame assembly. Through parallel work of the spiral springs and the lead screw pipes, the overall height between a vehicle body and wheels can be actively adjusted in the vehicle running process, the heights of the active vibration reduction modules on the left side and the right side can be controlled in the vehicle steering process, and vehicle body roll control is achieved.

Description

Technical Field

[0001] The invention relates to the technical field of automobile suspension, and in particular to an active vibration reduction suspension. Background Art

[0002] At present, the vehicle suspension structure of passenger cars usually adopts a combination of passive or active vibration reduction and air springs or metal coil springs to form a passive or semi-active suspension structure. Its main effect is to be able to adjust the suspension height of the vehicle under static conditions, that is, to change the buffer path of the suspension, thereby achieving the effect of pre-suspension adjustment. The suspension cannot realize dynamic adjustment of the suspension height during driving, and cannot adaptively adjust the softness and hardness when dealing with the roll of the vehicle, resulting in the problem that the roll angle of the vehicle may be too large. Summary of the invention

[0003] The technical problem to be solved by the present invention is to provide an active vibration reduction suspension to solve the problem that the automobile suspension cannot change the suspension buffer path to adapt to the roll angle during driving.

[0004] Based on the technical problems existing in the background technology, the present invention proposes an active vibration reduction suspension, including a shock absorber having a vibration reduction body and a piston rod, wherein a body connection assembly is arranged at one end of the piston rod away from the vibration reduction body, a motor frame assembly is installed on the periphery of the vibration reduction body, a coil spring is sleeved on the shock absorber, and the two ends of the coil spring respectively contact the body connection assembly and the motor frame assembly, the body connection assembly is fixedly connected with a screw tube sleeved on the periphery of the piston rod, and a driving assembly which can drive the screw tube along the axis of the shock absorber is arranged in the motor frame assembly.

[0005] Preferably, the driving assembly includes a transmission sleeve, a rotor, and a stator. The transmission sleeve is rotatably mounted in the motor frame assembly via a needle bearing and a thrust bearing. The rotor is fixedly connected to the outer wall of the transmission sleeve. The stator is connected to the inner wall of the motor frame assembly and can drive the rotor to rotate. The transmission sleeve and the screw tube are threadedly connected.

[0006] Preferably, the outer wall of the screw tube is provided with a first thread groove, the inner wall of the transmission sleeve is fixedly connected with a screw sleeve having an inner ring with a second thread groove, the first thread groove and the second thread groove form a spiral groove corresponding to each other, and a ball is placed in the spiral groove.

[0007] Preferably, the inner walls at both ends of the transmission sleeve are provided with raised corrugations, and the corrugations can be threadedly connected corresponding to the first thread groove and seal the two ends of the spiral groove.

[0008] Preferably, a dust cover is provided between the motor frame assembly and the vehicle body connection assembly, and the dust cover is located inside the coil spring.

[0009] Preferably, a buffer block is sleeved on one end of the piston rod close to the vehicle body connection assembly, the buffer block is connected to the vehicle body connection assembly, and there is a distance between the buffer block and one end of the vibration reduction body close to the vehicle body connection assembly.

[0010] Preferably, a sliding bearing is sandwiched between the dust cover and the lead screw tube.

[0011] Compared with the prior art, the active vibration reduction suspension proposed by the present invention adopts the above technical solution and achieves the following technical effects:

[0012] The present invention can actively adjust the overall height between the vehicle body and the wheels during vehicle driving by connecting the coil spring and the lead screw tube in parallel. During vehicle steering, the height of the active vibration reduction modules on the left and right sides can be controlled to achieve vehicle body roll control. The present invention drives the rotation between the stator and the rotor through the rotation between the lead screw tube and the lead screw sleeve, and can recover energy from the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] Figure 1 It is a schematic diagram of the three-dimensional structure of the present invention.

[0014] In the figure: 101, vibration reduction body; 102, piston rod; 1, shock absorber; 3, body connection assembly; 4, motor frame assembly; 5, coil spring; 6, screw tube; 7, drive assembly; 71, transmission sleeve; 72, rotor; 73, stator; 74, needle bearing; 75, thrust bearing; 61, first thread groove; 761, second thread groove; 76, screw sleeve; 8, spiral groove; 77, ball; 711, corrugation; 9, dust cover; 10, buffer block; 11, sliding bearing. DETAILED DESCRIPTION

[0015] In the present invention, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral one; it can be a mechanical connection, an electrical connection, or communication with each other; it can be a direct connection, or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements, unless otherwise clearly defined. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0016] In the present invention, unless otherwise clearly specified and limited, a first feature being "above" or "below" a second feature may mean that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. Moreover, a first feature being "above", "above" or "above" a second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. A first feature being "below", "below" or "below" a second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.

[0017] Example

[0018] Please refer to Figure 1 The present invention proposes an active vibration reduction suspension, including a shock absorber 1 having a vibration reduction body 101 and a piston rod 102. The piston rod 102 and the vibration reduction body 101 are an integral component, and the two coaxially slide with each other for buffering. A body connection component 3 is provided at one end of the piston rod 102 away from the vibration reduction body 101, and the body connection component 3 is used to connect with the body. The end of the vibration reduction body 101 is connected to the wheel hub component. A motor frame component 4 is installed on the periphery of the vibration reduction body 101. A coil spring 5 is sleeved on the shock absorber 1. The motor frame component 4 and the body connection component 3 can provide a contact point for the coil spring 5. The two ends of the coil spring 5 respectively contact the body connection component 3 and the motor frame component 4. The body connection component 3 is fixedly connected with a lead screw tube 6 sleeved on the periphery of the piston rod 102. The motor frame component 4 is provided with a driving assembly 7 which can drive the lead screw tube 6 to drive along the axis of the shock absorber 1. When the driving assembly 7 is running, it can drive the motor frame assembly 4 to change the interval between it and the vehicle body connection assembly 3, thereby changing the length of the buffer path between the shock absorbers 1, so as to change the hardness of the suspension. When the path becomes shorter, the coil spring 5 will also be compressed, and its elastic effect will be amplified, so that the support of the entire suspension will be better, and it can cope with road conditions with large body roll. When the path becomes longer, the elastic effect of the coil spring 5 will be reduced, so the buffer space of the entire suspension will be amplified, and when dealing with bumpy road conditions, it can better cope with buffering and improve the comfort of the vehicle. Furthermore, the driving assembly 7 in the present application needs to be combined with a sensor to judge the turning path and other road conditions of the vehicle for adaptive adjustment.

[0019] In a specific embodiment, refer to Figure 1The driving assembly 7 includes a transmission sleeve 71, a rotor 72, and a stator 73. The transmission sleeve 71 is rotatably mounted in the motor frame assembly 4 through a needle bearing 74 and a thrust bearing 75. The rotor 72 is fixedly connected to the outer wall of the transmission sleeve 71. The stator 73 is connected to the inner wall of the motor frame assembly 4 and can drive the rotor 72 to rotate. The transmission sleeve 71 and the lead screw tube 6 are threadedly connected. In this embodiment, the rotor 72, the stator 73, and the transmission sleeve 71 are all coaxial. During operation, the stator 73 can drive the rotor 72 to rotate. The rotor 72 is connected to the transmission sleeve 71. The transmission sleeve 71 will also rotate with the rotor 72. The transmission sleeve 71 is rotatably installed in the motor frame assembly 4 through the needle bearing 74 and the thrust bearing 75. Then the relative position of the transmission sleeve 71 and the motor frame assembly 4 will not change. The transmission sleeve 71 and the screw tube 6 are threadedly connected. The rotation of the transmission sleeve 71 can move longitudinally along the axis of the screw tube 6. Then the motor frame assembly 4 will also move with the movement of the transmission sleeve 71, and then the interval between the motor frame assembly 4 and the body connection assembly 3 will change.

[0020] In a specific embodiment, refer to Figure 1 The outer wall of the screw tube 6 is provided with a first thread groove 61, and the inner wall of the transmission sleeve 71 is fixedly connected to a screw sleeve with an inner ring having a second thread groove 761. The first thread groove 61 and the second thread groove 761 correspond to form a spiral groove 8, and a ball 77 is placed in the spiral groove 8; in this scheme, the friction force of the threaded connection between the transmission sleeve 71 and the screw tube 6 is relatively large. After the entire vehicle body is pressed on the suspension, it will cause the thread rotation between the two to be more difficult. Therefore, the ball 77 in this scheme is used to reduce the friction force of the threaded connection between the transmission sleeve 71 and the screw tube 6, so that the thread rotation between the two is smoother.

[0021] In a specific embodiment, refer to Figure 1 The inner walls at both ends of the transmission sleeve 71 are provided with raised corrugations 711, which can correspond to the first thread groove 61 and be threadedly connected to seal the two ends of the spiral groove 8. The ball 77 is at risk of falling in the spiral groove 8. The corrugations 711 at both ends of the transmission sleeve 71 can limit the ball 77 from escaping from the spiral groove 8, and the corrugations 711 will not contact the first thread groove 61, and the corrugations 711 are also spiral.

[0022] In a specific embodiment, refer to Figure 1 A dust cover 9 is provided between the motor frame assembly 4 and the vehicle body connection assembly 3 , and the dust cover 9 is located inside the coil spring 5 ; in this solution, the dust cover 9 is used to prevent dust from entering the gap between the vibration reduction body 101 and the piston rod 102 .

[0023] In a specific embodiment, refer to Figure 1A buffer block 10 is sleeved on one end of the piston rod 102 close to the body connection component 3, and the buffer block 10 is connected to the body connection component 3, and there is a distance between the buffer block 10 and the end of the shock absorbing body 101 close to the body connection component 3; in this solution, when the body connection component 3 is too close to the shock absorbing body 101, the buffer block 10 can resist the end of the shock absorbing body 101, thereby improving a certain buffering effect.

[0024] In a specific embodiment, refer to Figure 1 A sliding bearing is sandwiched between the dust cover 9 and the screw tube 6; in this solution, the sliding bearing can fill the gap between the vibration reduction body 101 and the screw tube 6, while reducing the friction between the two.

[0025] In a specific embodiment, refer to Figure 1 When the vehicle is static, the current of the torque motors of the four active suspension damping modules is continuously outputted at the same time, and the appropriate torque is outputted to the lead screw sleeve, which generates a downward pulling force on the lead screw tube 6, compresses the coil spring 5, and the vehicle body height will be lowered, which is convenient for passengers or cargo to get on and off; when the vehicle is driving, the current of the torque motors of the four active suspension damping modules is servo-controlled at the same time, and the appropriate torque is outputted to the lead screw sleeve, which generates a downward pulling force or an upward supporting force on the lead screw tube 6, increases or reduces the load of the coil spring 5, and makes the vehicle body driving height lower or higher; when the vehicle is turning, the current of the torque motors of the four active suspension damping modules is servo-controlled respectively, and the appropriate torque is outputted to the lead screw sleeve, which generates a downward pulling force or an upward supporting force on the lead screw tube 6 in the opposite direction of the inertia of the vehicle body, increases or reduces the load of the coil spring 5, and reduces the inclination angle of the vehicle body; when the vehicle is driving, the up and down vibration of the lead screw tube 6 is used to drive the lead screw sleeve and the rotor 72 to rotate, and the vibration energy is recovered in the reverse direction.

[0026] The above description is only a preferred specific implementation manner of the present invention, but the protection scope of the present invention is not limited thereto. Any technician familiar with the technical field can make equivalent replacements or changes according to the technical scheme and inventive concept of the present invention within the technical scope disclosed by the present invention, which should be covered by the protection scope of the present invention.

Claims

1. An active vibration damping suspension, characterized in that: The invention comprises a shock absorber (1) having a shock absorbing body (101) and a piston rod (102), wherein a vehicle body connection assembly (3) is arranged at one end of the piston rod (102) away from the shock absorbing body (101), a motor frame assembly (4) is installed on the periphery of the shock absorbing body (101), a coil spring (5) is sleeved on the shock absorber (1), and the two ends of the coil spring (5) respectively contact the vehicle body connection assembly (3) and the motor frame assembly (4), the vehicle body connection assembly (3) is fixedly connected with a lead screw tube (6) sleeved on the periphery of the piston rod (102), and a drive assembly (7) capable of driving the lead screw tube (6) along the axis of the shock absorber (1) is arranged in the motor frame assembly (4).

2. The active vibration damping suspension according to claim 1, characterized in that: The driving assembly (7) comprises a transmission sleeve (71), a rotor (72), and a stator (73); the transmission sleeve (71) is rotatably mounted in the motor frame assembly (4) via a needle bearing (74) and a thrust bearing (75); the rotor (72) is fixedly connected to the outer wall of the transmission sleeve (71); the stator (73) is connected to the inner wall of the motor frame assembly (4) and can drive the rotor (72) to rotate; the transmission sleeve (71) and the lead screw tube (6) are threadedly connected.

3. The active vibration damping suspension according to claim 2, characterized in that: The outer wall of the screw tube (6) is provided with a first thread groove (61), and the inner wall of the transmission sleeve (71) is fixedly connected with a screw sleeve (76) having an inner ring with a second thread groove (761), and the first thread groove (61) and the second thread groove (761) correspond to form a spiral groove (8), and a ball (77) is placed in the spiral groove (8).

4. The active vibration damping suspension according to claim 3, characterized in that: The inner walls at both ends of the transmission sleeve (71) are provided with raised corrugations (711), and the corrugations (711) can be threadedly connected to the first thread groove (61) and seal the two ends of the spiral groove (8).

5. The active vibration damping suspension according to claim 1, characterized in that: A dust cover (9) is provided between the motor frame assembly (4) and the vehicle body connection assembly (3), and the dust cover (9) is located inside the coil spring (5).

6. The active vibration damping suspension according to claim 1, characterized in that: A buffer block (10) is sleeved on one end of the piston rod (102) close to the vehicle body connection component (3); the buffer block (10) is connected to the vehicle body connection component (3); and a distance is provided between the buffer block (10) and one end of the vibration reduction body (101) close to the vehicle body connection component (3).

7. The active vibration damping suspension according to claim 5, characterized in that: A sliding bearing (11) is sandwiched between the dust cover (9) and the lead screw tube (6).

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