Active anti-roll bar system
By adopting a dual-motor structure and an independently controlled anti-roll bar design in the active anti-roll bar system, the problem that traditional anti-roll bars cannot adjust the stiffness in real time is solved, achieving more efficient vehicle roll control and faster response speed.
Patent Information
- Application Number
- CN202510247812.4
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-03-04
- Publication Date
- 2025-05-13
AI Technical Summary
When facing a complex and changing driving environment, traditional anti-roll bars cannot adjust their stiffness in real time according to real-time road conditions and vehicle dynamics, which limits the improvement of vehicle roll control capabilities.
The active anti-roll bar system adopts a dual-motor structure, which divides the anti-roll bar into two independent left half and right half. The rotation is controlled by a reducer, so as to achieve independent output torque control of the left half and right half.
It improves the anti-roll performance and adjustment ability of the vehicle, can better deal with large changes or extreme working conditions, enhances the stability and safety of the vehicle, and has a faster response speed.
Smart Images
Figure CN119974859A_ABST
Abstract
Description
Technical Field
[0001] The invention relates to the technical field of automobile protection, and in particular to an active anti-roll bar system. Background Art
[0002] Due to the uneven road surface and the acceleration and deceleration of the vehicle, the vehicle often encounters the phenomenon of rolling during driving, which poses a challenge to driving safety. In order to optimize the rolling performance of the vehicle and enhance its anti-roll stability, a series of lateral stabilizers are usually integrated on the vehicle chassis to reconcile the inherent contradiction between vehicle handling stability and driving comfort. Among them, the anti-roll bar is a key component of the suspension system. Its existence significantly improves the roll stiffness of the suspension system and effectively reduces the body roll amplitude of the vehicle during dynamic driving. The traditional anti-roll bar adopts a rigid connection with the body to effectively curb the excessive roll angle of the vehicle in extreme conditions. When the vehicle rolls, the two ends of the traditional anti-roll bar will generate anti-torsion torque in opposite directions, which is transmitted to the body and significantly reduces the roll degree of the vehicle. However, it is worth noting that the stiffness of the traditional anti-roll bar is fixed during the vehicle driving process and cannot be adjusted in real time according to the real-time road conditions and vehicle dynamics. This shows certain limitations when facing complex and changing driving environments, limiting its potential to further improve the vehicle roll control ability.
[0003] In order to meet the above challenges, active anti-roll bar systems have emerged. Based on traditional anti-roll bars, active anti-roll bars add a torsional moment that can adjust the output of the actuator in real time to cope with the roll phenomenon of the vehicle during complex and changeable driving, thereby significantly improving the ride comfort and operational stability of the vehicle. Most of the motor-type active anti-roll bar systems known to the inventor are only equipped with a single motor. Although this design improves the roll stability of the vehicle to a certain extent, when faced with large changes or extreme working conditions, the adjustment ability and response speed of a single motor are insufficient and it is difficult to meet higher performance requirements. Therefore, in response to this problem, future research and development directions should focus on improving the adaptability of active anti-roll bar systems to complex working conditions and the dynamic adjustment efficiency. Summary of the invention
[0004] The purpose of the present invention is to solve the above technical problems and provide an active anti-roll bar system, which utilizes two motors to control the torsion of the left half-bar and the right half-bar of the anti-roll bar respectively through a reducer, thereby realizing independent control of the output torque of the left half-bar and the right half-bar, so that the active anti-roll bar system of the vehicle can provide better anti-roll performance and improve the adjustment ability to better cope with large changes or extreme working conditions.
[0005] To achieve the above-mentioned purpose, the present invention provides the following scheme: The present invention discloses an active anti-roll bar system, including an anti-roll bar and a drive system, the anti-roll bar including a left half-rod and a right half-rod that are independent of each other, the left half-rod and the right half-rod are both rotatably connected with a support frame for being installed on a vehicle frame, the output end of the left half-rod is used to be connected to the left suspension swing arm of the left suspension system, and the output end of the right half-rod is used to be connected to the right suspension swing arm of the right suspension system; the drive system includes a motor group and a reducer group, the motor group includes a left motor and a right motor, the left motor and the right motor are both used to be installed on the vehicle frame, the reducer group includes a left reducer and a right reducer, the left motor is connected to the input end of the left half-rod through the left reducer, and the right motor is connected to the input end of the right half-rod through the right reducer.
[0006] Preferably, the left motor and the right motor are coaxially arranged in mirror image.
[0007] Preferably, the drive system also includes a left motor housing and a right motor housing, and the left motor housing and the right motor housing are both provided with a mounting base for being bolted to the frame, the left motor and the left reducer are both installed in the left motor housing, and the right motor and the right reducer are both installed in the right motor housing.
[0008] Preferably, a left motor controller connected to the electrical signal of the left motor is installed on the left motor housing, and a right motor controller connected to the electrical signal of the right motor is installed on the right motor housing. Both the left motor controller and the right motor controller are connected to the electrical signal of the vehicle computer.
[0009] Preferably, the left motor is connected to the left reducer via a left coupling, and the right motor is connected to the right reducer via a right coupling.
[0010] Preferably, both the left motor and the right motor are brushless motors.
[0011] Preferably, both the left reducer and the right reducer are planetary gear reducers.
[0012] Preferably, the left suspension system includes a left connecting assembly and a left suspension swing arm, the left connecting assembly includes a left connecting rod and a left connecting piece connected to the left suspension swing arm, one end of the left connecting rod is hinged to the left half-rod, and the other end of the left connecting rod is hinged to the left connecting piece; the right suspension system includes a right connecting assembly and a right suspension swing arm, the right connecting assembly includes a right connecting rod and a right connecting piece connected to the right suspension swing arm, one end of the right connecting rod is hinged to the right half-rod, and the other end of the right connecting rod is hinged to the right connecting piece.
[0013] Preferably, the left connecting rod is hinged to the left half-rod at one end thereof and is provided with a left rotating hole, the output end of the left half-rod is provided with a left rotating shaft for passing through the left rotating hole, and the diameters of the left rotating shaft and the left rotating hole are both smaller than those of the left half-rod; the right connecting rod is hinged to the right half-rod at one end thereof and is provided with a right rotating hole, the output end of the right half-rod is provided with a right rotating shaft for passing through the right rotating hole, and the diameters of the right rotating shaft and the right rotating hole are both smaller than those of the right half-rod.
[0014] Preferably, the support frame is a U-shaped frame, and bolt holes are provided on both arms of the U-shaped frame.
[0015] Compared with the prior art, the present invention has achieved the following technical effects:
[0016] The present invention provides an active anti-roll bar system, which adopts a dual-motor structure and divides the anti-roll bar into two independent left half-bars and right half-bars, thereby independently providing torque for the left suspension system and the right suspension system, and has a more flexible torque distribution strategy. When facing complex road conditions, the output power of the motor can be adjusted to assist in controlling the body posture, thereby improving the stability and safety of the vehicle, and having a faster response speed, so that when the vehicle needs to quickly adjust the suspension stiffness to cope with emergencies (such as emergency lane changes or obstacle avoidance), it can respond more quickly, thereby effectively reducing the roll of the body, and the independent control method can be dynamically adjusted according to real-time driving conditions and road conditions to optimize handling performance and comfort. BRIEF DESCRIPTION OF THE DRAWINGS
[0017] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the analysis of these drawings without paying creative work.
[0018] Figure 1 is a schematic diagram of the three-dimensional structure of the active anti-roll bar system in the embodiment;
[0019] Figure 2 Schematic diagram of the top view of the active anti-roll bar system in the embodiment;
[0020] Figure 3 is a schematic diagram of the side structure of the active anti-roll bar system in the embodiment;
[0021] Figure 4 Schematic diagram of the exploded structure of the active anti-roll bar system in the embodiment;
[0022] Figure 5 It is a schematic cross-sectional structural diagram of the left motor in the embodiment;
[0023] Figure 6 It is a schematic diagram of the exploded structure of the planetary gear reduction in the embodiment.
[0024] Explanation of the reference numerals in the accompanying drawings: 1. left half-rod; 2. right half-rod; 3. support frame; 4. left motor; 5. right motor; 6. left reducer; 7. right reducer; 8. left motor housing; 9. right motor housing; 10. mounting base; 11. left connecting rod; 12. right connecting rod; 13. left connecting piece; 14. right connecting piece; 15. first card; 16. first planetary gear; 17. first gear shaft; 18. first planetary carrier; 19. first pillar; 20. first clamp; 21. sun gear; 22. second pillar; 23. second planetary gear; 24. second gear shaft; 25. second card; 26. second clamp; 27. M6 nut; 28. cover; 29. gear ring. DETAILED DESCRIPTION
[0025] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments analyzed and obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.
[0026] This embodiment provides an active anti-roll bar system, such as Figures 1 to 6 As shown, it includes an anti-roll bar and a driving system. The anti-roll bar includes a left half-rod 1 and a right half-rod 2, and the left half-rod 1 and the right half-rod 2 are independent of each other. A support frame 3 is provided on the left half-rod 1 and the right half-rod 2, and the support frame 3 is used to be installed on the vehicle frame. The left half-rod 1 and the right half-rod 2 are in a rotational connection relationship with their respective support frames 3 to ensure that the left half-rod 1 and the right half-rod 2 can be twisted under the support of the support frame 3. The output end of the left half-rod 1 is used to be hinged with the left suspension swing arm in the left suspension system, and the output end of the right half-rod 2 is used to be hinged with the right suspension swing arm in the right suspension system. The driving system includes a motor group and a reducer group, and the motor group includes a left motor 4 and a right motor 5, and the bodies of the left motor 4 and the right motor 5 are both used to be installed on the frame. The reducer group includes a left reducer 6 and a right reducer 7. The motor shaft of the left motor 4 is connected to the input end of the left half-rod 1 through the left reducer 6. The left motor 4, the left reducer 6 and the left half-rod 1 form the left half of the active anti-roll bar system. The motor shaft of the right motor 5 is connected to the input end of the right half-rod 2 through the right reducer 7. The right motor 5, the reducer 7 and the right half-rod 2 form the left half of the active anti-roll bar system.
[0027] Working principle: After the active anti-roll bar system is installed on the vehicle, the left motor 4 and the right motor 5 serve as power sources and are responsible for generating rotational torque according to control instructions. The left reducer 6 and the right reducer 7 convert the output of the motor into torque and speed suitable for driving the anti-roll bar movement through their efficient deceleration and torque-increasing functions, and drive the left half-rod 1 and the right half-rod 2 to perform twisting movement according to the situation to resist the vehicle's roll moment and improve driving stability. Under the control of the left motor 4, the right motor 5, the left reducer 6 and the right reducer 7, the torsional movement of the left half-rod 1 and the right half-rod 2 can be independently and accurately controlled, thereby effectively enhancing the vehicle's driving stability and handling performance under different road conditions.
[0028] In one embodiment, if Figures 1 to 6 As shown, the left motor 4 and the right motor 5 are coaxially arranged in mirror image, so that the left motor 4, the left reducer 6, the right motor 5 and the right reducer 7 are axially installed and arranged. This design not only optimizes the space utilization, but also ensures the linearity and high efficiency of power transmission.
[0029] In one embodiment, if Figures 1 to 6 As shown, the drive system also includes a left motor housing 8 and a right motor housing 9, the left motor 4 and the left reducer 6 are both installed in the left motor housing 8, and the right motor 5 and the right reducer 7 are both installed in the right motor housing 9. The left motor housing 8 and the right motor housing 9 are respectively connected to the vehicle frame through additional mounting brackets, and cooperate with the support frame 3 to ensure that the entire active anti-roll bar system is firmly connected to the vehicle frame. The left motor housing 8 and the right motor housing 9 can provide necessary protection for the motor and the reducer to prevent damage to them by the external environment, while ensuring the neatness and orderly arrangement of the internal components, and enhancing the compactness and protection of the structure. Preferably, when designing the left motor housing 8 and the right motor housing 9, heat dissipation and sound insulation treatment can be performed to maintain the best working state of the internal components.
[0030] In one embodiment, if Figures 1 to 6As shown, a left motor controller is installed on the left motor housing 8, and the left motor controller is connected to the left motor 4 by electrical signals. A right motor controller is installed on the right motor housing 9, and the right motor controller is connected to the right motor 5 by electrical signals. At the same time, the left motor controller and the right motor controller are both connected to the driving computer (ECU, i.e., electronic control unit) by electrical signals, and are responsible for receiving the command signal from the bicycle computer. These signals are analyzed and processed in real time through the internal logic of the left motor controller and the right motor controller to judge the driving state of the vehicle, whether it encounters the risk of rollover, and the rollover situation. Once the rollover trend is detected, the controller will respond quickly and send precise control signals to the left motor 4 and the right motor 5 respectively, so as to accurately control the speed, torque and rotation direction of the motor. This action will cause the left half-rod 1 and the right half-rod 2 to twist accordingly, and effectively offset the rollover moment of the vehicle by using the principle of physical mechanics, thereby significantly improving the anti-rollover performance of the vehicle and ensuring the stability and safety during driving.
[0031] In one embodiment, if Figures 1 to 6 As shown, both the left motor housing 8 and the right motor housing 9 are provided with a mounting base 10. The mounting base 10 of the left motor housing 8 is used to mount the left motor controller, and the mounting base 10 of the right motor housing 9 is used to mount the right motor controller. The left motor controller and the right motor controller are firmly mounted on the mounting base 10 via precision bolts to ensure their reliable operation in a complex vehicle environment.
[0032] In one embodiment, if Figures 1 to 6 As shown, the left motor 4 is connected to the left reducer 6 via a left coupling, and the right motor 5 is connected to the right reducer 7 via a right coupling.
[0033] In one embodiment, if Figures 1 to 6 As shown, both the left motor 4 and the right motor 5 are brushless motors. During vehicle driving, once the motor controller obtains the warning signal of vehicle roll from the electronic control unit (ECU), it will accurately evaluate the anti-roll torque value required for the current vehicle posture according to the preset program logic, and adjust the working state of the brushless motor accordingly. The output shaft of the brushless motor is tightly connected via one end of the coupling, and the other end of the coupling is seamlessly connected to the input shaft of the reducer, ensuring that the torque and speed generated by the motor can be efficiently transmitted to the reducer.
[0034] In one embodiment, if Figures 1 to 6As shown, both the left reducer 6 and the right reducer 7 are planetary gear reducers. The motor and the planetary gear reducer together form an efficient transmission system, which accurately transmits the speed and torque generated by the motor to the planetary gear reducer to ensure the continuity and stability of power transmission. After receiving the accurate control signal sent by the motor controller, the motor will strictly execute the start, stop and rotation actions according to the instructions.
[0035] In one embodiment, if Figures 1 to 6 As shown, both the left motor housing 8 and the right motor housing 9 are provided with openings. Both the left reducer 6 and the right reducer 7 include a first card 15, a first planetary gear 16, a first gear shaft 17, a first planetary carrier 18, a first pillar 19, a first clamp 20, a sun gear 21, a second pillar 22, a second planetary gear 23, a second gear shaft 24, a second card 25, a second clamp 26, an M6 nut 27, a cover 28, and a gear ring 29. The cover 28 of the left reducer 6 is mounted on the opening of the left motor housing 8 by bolts and M6 nuts 27, and the cover 28 of the right reducer 7 is mounted on the opening of the right motor housing 9 by bolts and M6 nuts 27. The second planetary carrier is mounted on one side of the gear ring 29, the first planetary carrier 18 is mounted on the other side of the gear ring 29, and the first planetary carrier 18 is mounted on the cover 28. The motor output shaft is directly connected to the second gear shaft 24 through a coupling to drive its rotational motion. Subsequently, the second gear shaft 24 drives the core component, the sun gear 21, to rotate, and the sun gear 21 further stimulates a series of precise gear linkage effects to drive the second planetary gear 23 to rotate. The second planetary gear 23 is installed on the second planetary carrier through the second pillar 22, the second card 25 and the second clamp 26. The rotation of the second planetary gear 23 further drives the ring gear 29 to rotate. The rotation of the ring gear 29 triggers the linkage of another set of planetary gears, that is, the first planetary gear 16 rotates accordingly. The first planetary gear 16 is installed on the first planetary carrier 18 through the first pillar 19, the first card 15 and the first clamp 20. The rotation of the first planetary gear 16 finally drives the first gear shaft 17 to rotate. The first gear shaft 17 extends out of the cover 28 and is directly connected to the left half rod 1 or the right half rod 2. Its rotation will be converted into a torsional motion of the anti-roll bar, thereby realizing the torque and speed output from the motor output shaft. After the planetary gear deceleration and torque increase mechanism, it finally drives the anti-roll bar to generate the necessary torsional force to effectively counteract the roll phenomenon of the vehicle during driving.
[0036] In one embodiment, if Figures 1 to 6As shown, the left suspension system includes a left connecting assembly and a left suspension swing arm, the left connecting assembly includes a left connecting rod 11 and a left connecting member 13, one end of the left connecting rod 11 is hinged to the left half rod 1, the other end of the left connecting rod 11 is hinged to the left connecting member 13, and the left connecting member 13 is used to connect to the left suspension swing arm. The right suspension system includes a right connecting assembly and a right suspension swing arm, the right connecting assembly includes a right connecting rod 12 and a right connecting member 14, one end of the right connecting rod 12 is hinged to the right half rod 2, the other end of the right connecting rod 12 is hinged to the right connecting member 14, and the right connecting member 14 is used to connect to the right suspension swing arm.
[0037] In one embodiment, if Figures 1 to 6 As shown, the left connecting rod 11 is provided with a left rotation hole at one end hinged with the left half rod 1, and a left rotation shaft is provided at the output end of the left half rod 1. The left rotation shaft is used to pass through the left rotation hole to achieve hinge, and the diameters of the left rotation shaft and the left rotation hole are both smaller than the left half rod 1. The right connecting rod 12 is provided with a right rotation hole at one end hinged with the right half rod 2, and a right rotation shaft is provided at the output end of the right half rod 2. The right rotation shaft is used to pass through the right rotation hole to achieve hinge, and the diameters of the right rotation shaft and the right rotation hole are both smaller than the right half rod 2.
[0038] In one embodiment, if Figures 1 to 6 As shown, the support frame 3 is a U-shaped frame, and bolt holes are provided on the two arms of the U-shaped frame for being connected with the vehicle frame by bolts.
[0039] The present invention uses specific examples to illustrate the principles and implementation methods of the present invention. The above examples are only used to help understand the method and core ideas of the present invention. At the same time, for those skilled in the art, according to the ideas of the present invention, there will be changes in the specific implementation methods and application scope. In summary, the content of this specification should not be understood as limiting the present invention.
Claims
1. An active anti-roll bar system, characterized in that: The invention comprises an anti-roll bar and a driving system, wherein the anti-roll bar comprises a left half-bar and a right half-bar which are independent of each other, the left half-bar and the right half-bar are both rotatably connected with a support frame for being mounted on a vehicle frame, the output end of the left half-bar is used to be connected to a left suspension swing arm of a left suspension system, and the output end of the right half-bar is used to be connected to a right suspension swing arm of a right suspension system; the driving system comprises a motor group and a reducer group, the motor group comprises a left motor and a right motor, the left motor and the right motor are both used to be mounted on a vehicle frame, the reducer group comprises a left reducer and a right reducer, the left motor is connected to the input end of the left half-bar through the left reducer, and the right motor is connected to the input end of the right half-bar through the right reducer.
2. The active anti-roll bar system according to claim 1, characterized in that: The left motor and the right motor are coaxially arranged in mirror image.
3. The active anti-roll bar system according to claim 1, characterized in that: The drive system also includes a left motor housing and a right motor housing, each of which is provided with a mounting base for being bolted to a frame, the left motor and the left reducer are both mounted in the left motor housing, and the right motor and the right reducer are both mounted in the right motor housing.
4. The active anti-roll bar system according to claim 3, characterized in that: The left motor housing is provided with a left motor controller connected to the electrical signal of the left motor, and the right motor housing is provided with a right motor controller connected to the electrical signal of the right motor. Both the left motor controller and the right motor controller are connected to the electrical signal of the vehicle driving computer.
5. The active anti-roll bar system according to claim 1, characterized in that: The left motor is connected to the left reducer via a left coupling, and the right motor is connected to the right reducer via a right coupling.
6. The active anti-roll bar system according to any one of claims 1 to 5, characterized in that: The left motor and the right motor are both brushless motors.
7. The active anti-roll bar system according to any one of claims 1 to 5, characterized in that: The left reducer and the right reducer both adopt planetary gear reducers.
8. The active anti-roll bar system according to any one of claims 1 to 5, characterized in that: The left suspension system includes a left connecting assembly and a left suspension swing arm, the left connecting assembly includes a left connecting rod and a left connecting piece connected to the left suspension swing arm, one end of the left connecting rod is hinged to the left half-rod, and the other end of the left connecting rod is hinged to the left connecting piece; the right suspension system includes a right connecting assembly and a right suspension swing arm, the right connecting assembly includes a right connecting rod and a right connecting piece connected to the right suspension swing arm, one end of the right connecting rod is hinged to the right half-rod, and the other end of the right connecting rod is hinged to the right connecting piece.
9. The active anti-roll bar system according to claim 8, characterized in that: A left rotating hole is provided at one end of the left connecting rod hinged to the left half rod, a left rotating shaft for passing through the left rotating hole is provided at the output end of the left half rod, and the diameters of the left rotating shaft and the left rotating hole are both smaller than those of the left half rod; a right rotating hole is provided at one end of the right connecting rod hinged to the right half rod, a right rotating shaft for passing through the right rotating hole is provided at the output end of the right half rod, and the diameters of the right rotating shaft and the right rotating hole are both smaller than those of the right half rod.
10. The active anti-roll bar system according to any one of claims 1 to 5, characterized in that: The support frame is a U-shaped frame, and bolt holes are arranged on the two supporting arms of the U-shaped frame.