Suspension mechanism of vehicle and control device, control method thereof, and vehicle

Abstract

The application discloses a suspension mechanism of a vehicle, a control device and method thereof, and the vehicle. Two pull rods are arranged along the width direction of the vehicle with a spacing distance. The first ends of the two pull rods are movably connected with a torsion beam, and the second ends are connected with an actuating shaft. The spacing distance of the first ends is smaller than that of the second ends. A driving member is used to drive the eccentric wheel to rotate, so as to drive the actuating shaft to move along the axial direction of the actuating shaft. Thus, by movably connecting the first ends of the two pull rods with the torsion beam and movably connecting the second ends with the actuating shaft, and by making the spacing distance of the first ends smaller than that of the second ends, when the driving member drives the actuating shaft to move along the axial direction of the actuating shaft, the torsion beam can be offset and rotated by the pull rods, so as to compensate for the offset and rotation of the torsion beam when the vehicle is subjected to a lateral force, reduce the risk of oversteering, improve the steering stability of the vehicle, and make the torsion beam offset and rotate in the opposite direction, so as to form the trend of understeering, further improve the steering stability of the vehicle, and thus improve the driving safety and comfort.

Description

Technical Field

[0001] This invention relates to the field of vehicles, and in particular to a vehicle suspension mechanism and its control device, control method, and vehicle. Background Technology

[0002] In related technologies, the torsion beam in the suspension mechanism is flexibly connected to the vehicle body only through two bushings. When the vehicle is subjected to lateral forces during driving, such as when turning, changing lanes, or when the road surface is uneven, the bushings will deform, causing the torsion beam to shift and rotate as a whole. This results in insufficient tire grip, oversteer, affects the vehicle's handling stability, and reduces driving safety and comfort. Summary of the Invention

[0003] The present invention aims to at least solve one of the technical problems existing in the prior art. Therefore, one object of the present invention is to provide a vehicle suspension mechanism that improves vehicle handling stability, thereby enhancing driving safety and comfort.

[0004] The present invention further proposes a control device for a vehicle suspension mechanism.

[0005] The present invention further proposes a control method for a vehicle suspension mechanism.

[0006] The present invention further proposes a vehicle.

[0007] The suspension mechanism of a vehicle according to the present invention includes: a torsion beam; an actuating shaft and two tie rods, the two tie rods being spaced apart along the width direction of the vehicle, each tie rod having a first end and a second end, the first ends of both tie rods being movably connected to the torsion beam, the second ends of both tie rods being connected to the actuating shaft, and the spacing between the first ends of the two tie rods being less than the spacing between the second ends of the two tie rods; a driving member and an eccentric wheel, the driving member being drively connected to the eccentric wheel, the eccentric wheel being drively connected to the actuating shaft, the driving member being used to drive the eccentric wheel to rotate, thereby driving the actuating shaft to move along the axial direction of the actuating shaft.

[0008] According to the vehicle suspension mechanism of the present invention, by having the first ends of both tie rods movably connected to a torsion beam and the second ends of both tie rods connected to an actuating shaft, and the spacing between the first ends being smaller than the spacing between the second ends, when the driving member drives the actuating shaft to move along the axial direction of the actuating shaft, the tie rods can drive the torsion beam to deflect and rotate, thereby compensating for the deflection and rotation of the torsion beam when the vehicle is subjected to lateral forces, reducing the risk of oversteer, improving the vehicle's handling stability, and also driving the torsion beam to deflect and rotate in the opposite direction, forming an understeer tendency, further improving the vehicle's handling stability, thereby improving driving safety and driving comfort.

[0009] In some examples of the present invention, the suspension mechanism of the vehicle further includes: a mating frame, which is sleeved on the outside of the eccentric wheel and drives the eccentric wheel, the eccentric wheel can drive the mating frame to move along the axial direction of the actuation shaft, and the mating frame is connected to the actuation shaft.

[0010] In some examples of the present invention, the inner side of the mating frame has a mating groove, which is recessed toward the outer side of the mating frame.

[0011] In some examples of the present invention, the vehicle suspension mechanism further includes: a housing defining a receiving space, the eccentric wheel and the mating frame being housed in the receiving space, and the drive member being disposed in the housing.

[0012] In some examples of the present invention, the suspension mechanism of the vehicle further includes: a guide shaft, the guide shaft being received in the receiving space and connected to the housing, the guide shaft extending along the axial direction of the actuation shaft, and the mating frame being guided and mated with the guide shaft.

[0013] In some examples of the invention, the first ends of both of the tie rods are connected to the torsion beam ball joint.

[0014] In some examples of the present invention, the suspension mechanism of the vehicle further includes two bushings, wherein the second ends of the two tie rods are connected to the actuating shaft via the respective bushings.

[0015] According to the present invention, a control device for a vehicle suspension mechanism, wherein the vehicle suspension mechanism includes the aforementioned vehicle suspension mechanism;

[0016] The control device includes:

[0017] The determination module is used to determine whether it is necessary to control the movement of the actuator shaft based on the lateral acceleration and driving mode of the vehicle.

[0018] The calculation module is communicatively connected to the determination module and is used to calculate the target position of the eccentric wheel based on the lateral acceleration and driving mode of the vehicle. The calculation module is also communicatively connected to the drive component and is used to correct the target position of the eccentric wheel based on the feedback signal from the drive component.

[0019] The vector control module is communicatively connected to the calculation module and is used to obtain the rotational angular velocity, angular acceleration, and motion smoothness of the drive component based on the steering wheel angle, lateral acceleration, and target position of the eccentric wheel of the vehicle.

[0020] According to the control method of the vehicle suspension mechanism of the present invention, the vehicle suspension mechanism includes the above-described vehicle suspension mechanism;

[0021] The control method includes:

[0022] Determine whether it is necessary to control the movement of the actuator shaft based on the lateral acceleration and driving mode of the vehicle;

[0023] If necessary, the target position of the eccentric wheel is calculated based on the lateral acceleration and driving mode of the vehicle, and the target position of the eccentric wheel is corrected based on the feedback signal of the drive component.

[0024] The rotational angular velocity, angular acceleration, and motion smoothness of the drive component are obtained based on the steering wheel angle, lateral acceleration, and target position of the eccentric wheel of the vehicle.

[0025] The drive unit is controlled to operate so as to drive the actuation shaft to move.

[0026] The vehicle according to the present invention includes the suspension mechanism of the vehicle described above.

[0027] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0028] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0029] Figure 1 This is a schematic diagram of the suspension mechanism according to an embodiment of the present invention;

[0030] Figure 2 This is a top view of a portion of the suspension mechanism according to an embodiment of the present invention;

[0031] Figure 3 This is a cross-sectional schematic diagram of a portion of the suspension mechanism according to an embodiment of the present invention;

[0032] Figure 4 This is a schematic diagram of the suspension mechanism according to an embodiment of the present invention when turning to the left;

[0033] Figure 5 This is a simplified structural diagram of the control device for the suspension mechanism according to an embodiment of the present invention;

[0034] Figure 6 This is a flowchart of a control method for a suspension mechanism according to an embodiment of the present invention.

[0035] Figure label:

[0036] Suspension mechanism 100;

[0037] Torsion beam 10; Actuating shaft 20; Tie rod 30; First end 31; Second end 32; Driving component 40; Eccentric wheel 50; Mating frame 60; Housing 70; Accommodating space 71; Guide shaft 80; Bushing 90;

[0038] Control device 200; Decision module 210; Calculation module 220; Vector control module 230; Motor drive module 240; Feedback module 250; Controller 260. Detailed Implementation

[0039] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0040] The following is for reference. Figures 1-6 A suspension mechanism 100 for a vehicle according to an embodiment of the present invention is described.

[0041] like Figures 1-6 As shown, the suspension mechanism 100 according to an embodiment of the present invention includes: a torsion beam 10, an actuation shaft 20, two tie rods 30, a drive member 40, and an eccentric wheel 50.

[0042] The two tie rods 30 are along the width direction of the vehicle (i.e., Figure 1 As shown in the Y direction, the two tie rods 30 are spaced apart. Each tie rod 30 has a first end 31 and a second end 32. The first end 31 of each tie rod 30 is movably connected to the torsion beam 10, and the second end 32 of each tie rod 30 is connected to the actuating shaft 20. The distance between the first ends 31 of the two tie rods 30 is less than the distance between the second ends 32 of the two tie rods 30. The driving member 40 is driven by the eccentric wheel 50, and the eccentric wheel 50 is driven by the actuating shaft 20. The driving member 40 is used to drive the eccentric wheel 50 to rotate, so as to drive the actuating shaft 20 to move along the axial direction of the actuating shaft 20.

[0043] Among them, the two tie rods 30 are along the width direction of the vehicle (i.e., Figure 1 The two levers 30 are spaced apart in the Y direction (as shown), and are arranged along the length of the vehicle (i.e., along the Y direction). Figure 1 Extending in the X direction (as shown), both tie rods 30 have a first end 31 and a second end 32. The first end 31 of both tie rods 30 is movably connected to the torsion beam 10. The movable connection between the first end 31 of the tie rod 30 and the torsion beam 10 can be, but is not limited to, a ball joint connection, a universal joint connection, etc. As some embodiments of this application, the first end 31 of the tie rod 30 is movably connected to the torsion beam 10 by a ball joint connection. The second end 32 of both tie rods 30 is connected to the actuating shaft 20. As some embodiments of this application, the second end 32 of the tie rod 30 is flexibly connected to the actuating shaft 20 by a bushing 90.

[0044] The distance between the first ends 31 of the two tie rods 30 is less than the distance between the second ends 32 of the two tie rods 30. That is, the distance between the first ends 31 of the two tie rods 30 movably connected to the torsion beam 10 is less than the distance between the second ends 32 of the two tie rods 30 connected to the actuating shaft 20. In some embodiments of this application, the first ends 31 of the two tie rods 30 are located between the second ends 32 of the two tie rods 30, meaning the two tie rods 30 are arranged in a "V" shape. In some embodiments of this application, one tie rod 30 is parallel to the length direction of the vehicle (i.e.,...). Figure 1 The first rod 30 is arranged in parallel (in the X direction shown), while the second rod 30 is arranged at an angle. As some embodiments of this application, from the first end 31 to the second end 32 of the first rod 30, both rods 30 are inclined in the same direction but at different angles, so that the distance between the first ends 31 of the two rods 30 is less than the distance between the second ends 32 of the two rods 30.

[0045] The driving component 40 is connected to the eccentric wheel 50 via a transmission connection. This connection can be, but is not limited to, a spline connection or a gear pair connection. In some embodiments of this application, the driving component 40 and the eccentric wheel 50 are connected via a spline connection. The driving component 40 can be, but is not limited to, a drive motor or a drive cylinder. In some embodiments of this application, the driving component 40 is a drive motor with a drive shaft. The drive shaft is connected to the eccentric wheel 50, and its rotation drives the eccentric wheel 50 to rotate, thereby driving the actuation shaft 20 to move along its axial direction. In some embodiments of this application, the driving component 40 is a drive cylinder with a drive rod connected to a rack. The rack meshes with a gear, and the gear is connected to the eccentric wheel 50 via a transmission shaft. The drive cylinder can drive the rack to move, and the rack can drive the gear to rotate, thereby driving the eccentric wheel 50 to rotate via the transmission shaft, and thus driving the actuation shaft 20 to move along its axial direction. It should be noted that the eccentric wheel 50 has a low power requirement for the drive component 40 and high control precision. Using the eccentric wheel 50 is beneficial to improving the adjustment precision of the suspension mechanism 100, thereby improving the vehicle's handling stability.

[0046] As some embodiments of this application, the suspension mechanism 100 of this application is equipped with a control device 200 for the suspension mechanism 100. The control device 200 includes: a determination module 210, a calculation module 220, and a vector control module 230. The description will take a drive member 40 constructed as a drive motor as an example.

[0047] The determination module 210 is used to determine whether it is necessary to control the movement of the actuation shaft 20 based on the vehicle's lateral acceleration and driving mode. In other words, the determination module 210 can make a judgment based on the vehicle's current lateral acceleration and driving mode to determine whether it is necessary to control the movement of the actuation shaft 20. The determination module 210 can transmit the judgment information to the calculation module 220.

[0048] As some embodiments of this application, the vehicle also has a controller 260, which can acquire the lateral acceleration information of the vehicle and transmit it to the determination module 210. Under small lateral acceleration conditions, the vehicle is close to straight-line driving, and the determination module 210 determines that there is no need to control the movement of the actuation shaft 20.

[0049] As some embodiments of this application, the driving modes of the vehicle include comfort mode and sport mode, etc. The determination module 210 can detect and determine the driving mode of the vehicle. For example, when the determination module 210 detects that the driving mode of the vehicle is comfort mode, the determination module 210 determines that there is no need to control the movement of the actuation shaft 20. When the determination module 210 detects that the driving mode of the vehicle is sport mode, the determination module 210 determines that it is necessary to control the movement of the actuation shaft 20.

[0050] As some embodiments of this application, when the suspension mechanism 100 malfunctions, the determination module 210 determines that it is not necessary to control the movement of the actuation shaft 20. As some embodiments of this application, when the determination module 210 determines that it affects vehicle safety, the determination module 210 determines that it is not necessary to control the movement of the actuation shaft 20.

[0051] The calculation module 220 is communicatively connected to the determination module 210, and the determination module 210 can transmit information to the calculation module 220. In some embodiments of this application, the calculation module 220 and the determination module 210 are communicatively connected via wires; in other embodiments, they are wirelessly connected. The calculation module 220 is also communicatively connected to the drive component 40, and the drive component 40 can feed back the position information of the eccentric wheel 50 to the calculation module 220 (which can be calculated based on the rotation angle of the drive component 40).

[0052] The calculation module 220 is used to calculate the target position of the eccentric wheel 50 based on the vehicle's lateral acceleration and driving mode. Specifically, if the determination module 210 determines that the actuation shaft 20 needs to be moved, the calculation module 220 can calculate the target position of the eccentric wheel 50 based on the vehicle's lateral acceleration and driving mode. Furthermore, the calculation module 220 can correct the target position of the eccentric wheel 50 based on the feedback signal from the drive unit 40, thereby improving the accuracy of the target position of the eccentric wheel 50.

[0053] The vector control module 230 is communicatively connected to the calculation module 220. In some embodiments of this application, the calculation module 220 and the vector control module 230 are communicatively connected via wires. In some embodiments of this application, the calculation module 220 and the vector control module 230 are wirelessly connected.

[0054] The vector control module 230 can obtain the rotational angular velocity, angular acceleration, and motion smoothness of the drive component 40 based on the vehicle's steering wheel angle, lateral acceleration, and the target position of the eccentric wheel 50. It then controls the drive component 40 to drive the eccentric wheel 50 to the target position. Furthermore, based on the calculation results from the calculation module 220, it can correct the rotational angular velocity, angular acceleration, and motion smoothness of the drive component 40 to achieve better dynamic control. It should be noted that the vector control module 230 can also determine the direction of rotation of the drive component 40 based on the vehicle's steering wheel angle and lateral acceleration.

[0055] It should be noted that, as Figure 4As shown, when the vehicle is subjected to lateral force, the torsion beam 10 will experience lateral offset and rotation, resulting in insufficient tire grip and oversteer, which affects the vehicle's handling stability. For example, when the vehicle turns left, the ground provides a leftward lateral friction force, and the torsion beam 10 is pushed to the left. The torsion beam 10 offsets to the left and rotates clockwise (from a top-down view) relative to the vehicle body, causing the torsion beam 10 to oversteer and deteriorate handling stability. By driving the eccentric wheel 50 to rotate, the actuation shaft 20 is driven to move along the axis of the actuation shaft 20. The movement of the actuation shaft 20 along the axis of the actuation shaft 20 can drive the tie rod 30 to move. The movement of the tie rod 30 can drive the torsion beam 10 to rotate, thereby compensating for the offset and rotation of the torsion beam 10 when the vehicle is subjected to lateral force, reducing the risk of oversteer, improving the vehicle's handling stability and ride comfort, and even causing the torsion beam 10 to offset and rotate in the opposite direction, forming an understeer tendency, further improving the vehicle's handling stability and ride comfort.

[0056] Therefore, by making the first ends 31 of both tie rods 30 movably connected to the torsion beam 10 and the second ends 32 connected to the actuation shaft 20, and the interval between the first ends 31 is smaller than the interval between the second ends 32, when the drive member 40 drives the actuation shaft 20 to move along the axial direction of the actuation shaft 20, the tie rods 30 can drive the torsion beam 10 to deflect and rotate, thereby compensating for the deflection and rotation of the torsion beam 10 when the vehicle is subjected to lateral force, reducing the risk of oversteer, improving the vehicle's handling stability, and driving the torsion beam 10 to deflect and rotate in the opposite direction, forming an understeer tendency, further improving the vehicle's handling stability, thereby improving driving safety and driving comfort.

[0057] It should be noted that the vehicle's suspension mechanism 100 can be actively controlled and adjusted in real time according to the vehicle's needs.

[0058] In some embodiments of the present invention, such as Figure 2 and Figure 3 As shown, the vehicle's suspension mechanism 100 also includes a mating frame 60, which is sleeved on the outside of the eccentric wheel 50 and is in transmission engagement with the eccentric wheel 50. The eccentric wheel 50 can drive the mating frame 60 to move along the axial direction of the actuation shaft 20, and the mating frame 60 is connected to the actuation shaft 20.

[0059] In this embodiment, the mating frame 60 is sleeved on the outside of the eccentric wheel 50. As some embodiments of this application, the mating frame 60 is constructed as a rectangular frame. The mating frame 60 has a mating groove on its inner side. The mating groove is recessed towards the outside of the mating frame 60. Part of the structure of the eccentric wheel 50 is disposed in the mating groove to drive the mating frame 60. The driving member 40 drives the eccentric wheel 50 to rotate. During the rotation of the eccentric wheel 50, it can drive the mating frame 60 to move along the axial direction of the actuation shaft 20.

[0060] As some embodiments of this application, the outer side of the eccentric wheel 50 has a recessed groove, which is recessed towards the inner side of the eccentric wheel 50. The mating frame 60 is sleeved on the outer side of the eccentric wheel 50. The mating frame 60 is constructed as a rectangular frame. Part of the structure of the mating frame 60 is disposed in the recessed groove to drive the eccentric wheel 50. The driving member 40 drives the eccentric wheel 50 to rotate. During the rotation of the eccentric wheel 50, it can drive the mating frame 60 to move along the axial direction of the actuation shaft 20.

[0061] The frame 60 is connected to the actuating shaft 20. The connection between the frame 60 and the actuating shaft 20 can be, but is not limited to, welding, bolting, etc. As some embodiments of this application, the frame 60 and the actuating shaft 20 are connected by bolting. Therefore, when the frame 60 moves along the axial direction of the actuating shaft 20, it can drive the actuating shaft 20 to move along the axial direction of the actuating shaft 20.

[0062] By including a mating frame 60 in the vehicle's suspension mechanism 100, and having the mating frame 60 sleeved on the outside of the eccentric wheel 50 and in transmission engagement with the eccentric wheel 50, the eccentric wheel 50 can stably drive the actuating shaft 20, so that the actuating shaft 20 can move smoothly along the axial direction of the actuating shaft 20, so as to reliably drive the torsion beam 10 to deflect and rotate through the tie rod 30, which is beneficial to improving the stability of the suspension mechanism 100.

[0063] In some embodiments of the present invention, the inner side of the mating frame 60 has a mating groove, which is recessed toward the outer side of the mating frame 60.

[0064] As some embodiments of this application, the mating frame 60 is constructed as a rectangular frame, and part of the structure of the eccentric wheel 50 is disposed in the mating groove to drive the mating frame 60. The driving member 40 drives the eccentric wheel 50 to rotate. During the rotation of the eccentric wheel 50, it can drive the mating frame 60 to move along the axial direction of the actuation shaft 20, so that the actuation shaft 20 can move smoothly along the axial direction of the actuation shaft 20.

[0065] This configuration ensures a secure fit between the eccentric wheel 50 and the mating frame 60, reduces the risk of the eccentric wheel 50 dislodging from the mating frame 60 during rotation, and improves the reliability and stability of the suspension mechanism 100.

[0066] In some embodiments of the present invention, such as Figures 2-4 As shown, the vehicle's suspension mechanism 100 also includes: a housing 70, which defines a receiving space 71, an eccentric wheel 50 and a mating frame 60 housed in the receiving space 71, and a drive member 40 disposed in the housing 70.

[0067] The housing 70 is fixed to the vehicle body or other components. As some embodiments of this application, the housing 70 is fixed to the vehicle body and connected to the vehicle body by bolts.

[0068] The drive component 40 is disposed on the housing 70. The connection between the drive component 40 and the housing 70 can be, but is not limited to, welding, snap-fitting, etc. As some embodiments of this application, the drive component 40 and the housing 70 are connected by bolts.

[0069] By placing the drive component 40 in the housing 70, an installation position can be provided for the drive component 40, reducing the difficulty of arranging the drive component 40. By housing the eccentric wheel 50 and the mating frame 60 in the receiving space 71, the housing 70 can protect the eccentric wheel 50 and the mating frame 60, reducing the probability of the eccentric wheel 50 and the mating frame 60 being damaged by impact or collision. Furthermore, it can reduce the risk of the transmission engagement between the eccentric wheel 50 and the mating frame 60 being jammed by foreign objects, thereby improving the reliability of the suspension mechanism 100.

[0070] In some embodiments of the present invention, such as Figure 2 As shown, the vehicle's suspension mechanism 100 also includes a guide shaft 80, which is housed in the receiving space 71 and connected to the housing 70. The guide shaft 80 extends along the axial direction of the actuation shaft 20, and the frame 60 guides and engages with the guide shaft 80.

[0071] The guide shaft 80 is housed in the receiving space 71 and is connected to the housing 70. The connection between the guide shaft 80 and the housing 70 can be, but is not limited to, welding, bolting, etc. As some embodiments of this application, the guide shaft 80 and the housing 70 are connected by welding.

[0072] The number of guide shafts 80 can be multiple, including but not limited to two or three. As some embodiments of this application, the number of guide shafts 80 is two, with the two guide shafts 80 running along the length direction of the vehicle (i.e.,...). Figure 1 The X-direction interval setting is shown.

[0073] The guide shaft 80 extends along the axial direction of the actuation shaft 20, and the guide shaft 80 is guided and engaged with the mating frame 60, so that the mating frame 60 can move precisely along the extension direction of the guide shaft 80, thereby enabling the actuation shaft 20 to move precisely along the extension direction of the guide shaft 80.

[0074] By housing the guide shaft 80 within the receiving space 71 and connecting it to the housing 70, and by guiding the mating frame 60 to the guide shaft 80, the movement of the mating frame 60 can be guided, giving the movement of the mating frame 60 certainty and directionality, reducing the risk of the mating frame 60 moving off course, and providing effective support for the mating frame 60, which is beneficial to improving the movement stability of the mating frame 60.

[0075] In some embodiments of the present invention, such as Figure 1 and Figure 4 As shown, the first ends 31 of both tie rods 30 are ball-jointed to the torsion beam 10. By connecting the first ends 31 of both tie rods 30 to the torsion beam 10, the tie rods 30 and the torsion beam 10 can rotate relative to each other in multiple directions, thus stably applying control to the torsion beam 10. Furthermore, this connection not only allows the torsion beam 10 to move but also to rotate, effectively suppressing oversteer and improving vehicle handling stability. In addition, the ball-joint connection evenly distributes the force to multiple contact points and directions, reducing the risk of damage caused by sudden, strong impacts at the connection between the tie rods 30 and the torsion beam 10, extending the service life of the suspension mechanism 100, and ensuring its long-term stable operation.

[0076] In some embodiments of the present invention, such as Figure 1 and Figure 4 As shown, the vehicle's suspension mechanism 100 also includes two bushings 90, and the second ends 32 of the two tie rods 30 are connected to the actuation shaft 20 through the corresponding bushings 90.

[0077] In other words, the second ends 32 of the two pull rods 30 are connected to the actuating shaft 20 through corresponding bushings 90. As some embodiments of this application, the bushing 90 includes a first bushing and a second bushing. The first bushing and the second bushing are sleeved together. The first bushing is fixedly connected to the actuating shaft 20, and the second bushing is fixedly connected to the corresponding pull rod 30. A flexible structure is provided between the first bushing and the second bushing. The flexible structure can be constructed as, but is not limited to, rubber, resin, etc.

[0078] By connecting the second ends 32 of both tie rods 30 to the actuating shaft 20 via corresponding bushings 90, a flexible connection can be formed between the tie rods 30 and the actuating shaft 20, providing a buffering effect and effectively reducing the direct impact on the actuating shaft 20 and tie rods 30. This protects the actuating shaft 20 and tie rods 30, reducing the risk of damage to them. Furthermore, by connecting the second ends 32 of both tie rods 30 to the actuating shaft 20 via corresponding bushings 90, the torsion beam 10 can be released along the length direction of the vehicle (i.e., Figure 1 The flexibility (as shown in the X direction) helps improve the smoothness of vehicle driving.

[0079] It is understandable that the suspension mechanism 100 proposed in this application has a compact structure, requires little space, and is easy to arrange and install. Moreover, the suspension mechanism 100 proposed in this application retains the advantages of the suspension mechanism 100 using the torsion beam 10, such as simple and reliable structure, low cost, and small space requirement, while overcoming the shortcomings of the traditional suspension mechanism 100 using the torsion beam 10 through a simple structure, providing a new approach for chassis design matching.

[0080] According to the present invention, the control device 200 of the vehicle suspension mechanism 100, such as Figure 5 As shown, the vehicle's suspension mechanism 100 includes the aforementioned vehicle suspension mechanism 100 and control device 200.

[0081] The control device 200 includes:

[0082] The determination module 210 is used to determine whether it is necessary to control the movement of the actuator shaft 20 based on the vehicle's lateral acceleration and driving mode.

[0083] The calculation module 220 is communicatively connected to the judgment module 210 and is used to calculate the target position of the eccentric wheel 50 based on the lateral acceleration of the vehicle and the driving mode. The calculation module 220 is also communicatively connected to the drive component 40 and is used to correct the target position of the eccentric wheel 50 based on the feedback signal from the drive component 40.

[0084] Vector control module 230 is communicatively connected to calculation module 220 and is used to obtain the rotational angular velocity, angular acceleration and motion smoothness of drive component 40 based on the vehicle's steering wheel angle, lateral acceleration and target position of eccentric wheel 50.

[0085] The determination module 210 is used to determine whether it is necessary to control the movement of the actuation shaft 20 based on the vehicle's lateral acceleration and driving mode. In other words, the determination module 210 can make a judgment based on the vehicle's current lateral acceleration and driving mode to determine whether it is necessary to control the movement of the actuation shaft 20. The determination module 210 can transmit the judgment information to the calculation module 220.

[0086] As some embodiments of this application, the vehicle also has a controller 260, which can acquire the lateral acceleration information of the vehicle and transmit it to the determination module 210. Under small lateral acceleration conditions, the vehicle is close to straight-line driving, and the determination module 210 determines that there is no need to control the movement of the actuation shaft 20.

[0087] As some embodiments of this application, the driving modes of the vehicle include comfort mode and sport mode, etc. The determination module 210 can detect and determine the driving mode of the vehicle. For example, when the determination module 210 detects that the driving mode of the vehicle is comfort mode, the determination module 210 determines that there is no need to control the movement of the actuation shaft 20. When the determination module 210 detects that the driving mode of the vehicle is sport mode, the determination module 210 determines that it is necessary to control the movement of the actuation shaft 20.

[0088] As some embodiments of this application, when the suspension mechanism 100 malfunctions, the determination module 210 determines that it is not necessary to control the movement of the actuation shaft 20. As some embodiments of this application, when the determination module 210 determines that it affects vehicle safety, the determination module 210 determines that it is not necessary to control the movement of the actuation shaft 20.

[0089] The calculation module 220 is communicatively connected to the determination module 210, and the determination module 210 can transmit information to the calculation module 220. In some embodiments of this application, the calculation module 220 and the determination module 210 are communicatively connected via wires; in other embodiments, they are wirelessly connected. The calculation module 220 is also communicatively connected to the drive component 40, and the drive component 40 can feed back the position information of the eccentric wheel 50 to the calculation module 220 (which can be calculated based on the rotation angle of the drive component 40).

[0090] The calculation module 220 is used to calculate the target position of the eccentric wheel 50 based on the vehicle's lateral acceleration and driving mode. Specifically, if the determination module 210 determines that the actuation shaft 20 needs to be moved, the calculation module 220 can calculate the target position of the eccentric wheel 50 based on the vehicle's lateral acceleration and driving mode. Furthermore, the calculation module 220 can correct the target position of the eccentric wheel 50 based on the feedback signal from the drive unit 40, thereby improving the accuracy of the target position of the eccentric wheel 50.

[0091] The vector control module 230 is communicatively connected to the calculation module 220. In some embodiments of this application, the calculation module 220 and the vector control module 230 are communicatively connected via wires. In some embodiments of this application, the calculation module 220 and the vector control module 230 are wirelessly connected.

[0092] The vector control module 230 can obtain the rotational angular velocity, angular acceleration, and motion smoothness of the drive component 40 based on the vehicle's steering wheel angle, lateral acceleration, and the target position of the eccentric wheel 50. It then controls the drive component 40 to drive the eccentric wheel 50 to the target position. Furthermore, based on the calculation results from the calculation module 220, it can correct the rotational angular velocity, angular acceleration, and motion smoothness of the drive component 40 to achieve better dynamic control. It should be noted that the vector control module 230 can also determine the direction of rotation of the drive component 40 based on the vehicle's steering wheel angle and lateral acceleration.

[0093] As some embodiments of this application, such as Figure 5 As shown, the drive unit 40 is configured as a drive motor, and the control device 200 further includes a motor drive module 240 and a feedback module 250. The motor drive module 240 is communicatively connected to the vector control module 230. In some embodiments of this application, the motor drive module 240 and the vector control module 230 are communicatively connected via wires. In some embodiments of this application, the motor drive module 240 and the vector control module 230 are wirelessly connected.

[0094] The motor drive module 240 converts the control requirements of the vector control module 230 into the execution current of the drive motor. By precisely controlling the magnitude and direction of the current, it can achieve precise rotation control of the drive motor, ensuring that the power output of the drive motor accurately meets the working requirements of the actuating shaft 20. At the same time, the motor drive module 240 can reduce the risks of vibration, overheating, and noise in the drive motor, and improve the reliability and durability of the suspension mechanism 100.

[0095] The motor drive module 250 is communicatively connected to the feedback module, and the feedback module is also communicatively connected to the vehicle controller 260. The feedback module 250 can acquire the operating status of the drive motor and compare it with the requirements of the motor drive module 240. If there is a discrepancy, it promptly corrects the drive motor's drive signal to ensure the drive motor operates as expected. The feedback module 250 can also feed back the drive motor's operating status to the calculation module 220, which calculates and corrects the target position of the eccentric wheel 50, enabling the drive motor to dynamically adjust according to the actual operation of the eccentric wheel 50, thus improving control accuracy. Furthermore, the feedback module 250 can convert the drive motor's operating status into the real-time position of the actuation shaft 20 and feed it back to the controller 260, allowing the operating status to be displayed on the vehicle's instrument panel.

[0096] As some embodiments of this application, the control device 200 of the suspension mechanism 100 is electrically connected to the drive member 40 via wires.

[0097] By including a calculation module 220, a judgment module 210, and a vector control module 230 in the control device 200 of the vehicle's suspension mechanism 100, the suspension mechanism 100 can achieve precise and efficient control of the torsion beam 10 according to different working conditions and vehicle conditions, effectively compensating for the offset and rotation of the torsion beam 10, reducing the risk of oversteer, and even causing the torsion beam 10 to offset and rotate in the opposite direction, forming an understeer trend, which is beneficial to improving the handling stability of the suspension mechanism 100.

[0098] By movably connecting the first ends 31 of both tie rods 30 to the torsion beam 10 and the second ends 32 of both tie rods 30 to the actuation shaft 20, and with the spacing between the first ends 31 being smaller than the spacing between the second ends 32, when the drive member 40 drives the actuation shaft 20 to move along the axial direction of the actuation shaft 20, the tie rods 30 can drive the torsion beam 10 to deflect and rotate, thereby compensating for the deflection and rotation of the torsion beam 10 when the vehicle is subjected to lateral force, reducing the risk of oversteer, improving the vehicle's handling stability, and also driving the torsion beam 10 to deflect and rotate in the opposite direction, forming an understeer tendency, further improving the vehicle's handling stability, thereby improving driving safety and driving comfort.

[0099] The method for controlling the suspension mechanism of a vehicle according to the present invention, such as Figure 6 As shown, the vehicle's suspension mechanism includes the aforementioned vehicle suspension mechanism.

[0100] Control methods include:

[0101] S1 determines whether it is necessary to control the movement of the actuator shaft based on the vehicle's lateral acceleration and driving mode;

[0102] As some embodiments of this application, the determination module can determine whether it is necessary to control the movement of the actuation shaft based on the vehicle's lateral acceleration and driving mode. In other words, the determination module can make a judgment based on the vehicle's current lateral acceleration and driving mode to determine whether it is necessary to control the movement of the actuation shaft. The determination module can transmit the judgment information to the calculation module.

[0103] As some embodiments of this application, the vehicle also has a controller that can acquire lateral acceleration information of the vehicle and transmit it to the determination module. Under small lateral acceleration conditions, the vehicle is close to traveling in a straight line, and the determination module determines that there is no need to control the movement of the actuation shaft.

[0104] As some embodiments of this application, the driving modes of the vehicle include comfort mode and sport mode, etc. The determination module can detect and determine the driving mode of the vehicle. For example, when the determination module detects that the driving mode of the vehicle is comfort mode, the determination module determines that there is no need to control the movement of the actuation shaft. When the determination module detects that the driving mode of the vehicle is sport mode, the determination module determines that it is necessary to control the movement of the actuation shaft.

[0105] As some embodiments of this application, when the suspension mechanism malfunctions, the determination module determines that it is not necessary to control the movement of the actuation shaft. As some embodiments of this application, when the determination module determines that it affects vehicle safety, the determination module determines that it is not necessary to control the movement of the actuation shaft.

[0106] S2, if necessary, calculate the target position of the eccentric wheel based on the vehicle's lateral acceleration and driving mode, and correct the target position of the eccentric wheel based on the feedback signal from the drive components.

[0107] In some embodiments of this application, the calculation module and the determination module are communicatively connected, and the determination module can transmit information to the calculation module. In some embodiments of this application, the calculation module and the determination module are communicatively connected via wires. In some embodiments of this application, the calculation module and the determination module are wirelessly connected. The calculation module is communicatively connected to the driving component, and the driving component can feed back the position information of the eccentric wheel to the calculation module (which can be calculated based on the rotation angle of the driving component).

[0108] The calculation module is used to calculate the target position of the eccentric wheel based on the vehicle's lateral acceleration and driving mode. Specifically, if the determination module determines that the actuation shaft needs to be moved, the calculation module can calculate the target position of the eccentric wheel based on the vehicle's lateral acceleration and driving mode. Furthermore, the calculation module can correct the target position of the eccentric wheel based on the feedback signal from the drive component, thereby improving the accuracy of the target position of the eccentric wheel.

[0109] S3 obtains the rotational angular velocity, angular acceleration, and motion smoothness of the drive components based on the vehicle's steering wheel angle, lateral acceleration, and the target position of the eccentric wheel;

[0110] In some embodiments of this application, the vector control module and the calculation module are communicatively connected; in some embodiments of this application, the calculation module and the vector control module are communicatively connected via wires; and in some embodiments of this application, the calculation module and the vector control module are wirelessly connected.

[0111] The vector control module can obtain the rotational angular velocity, angular acceleration, and motion smoothness of the drive component based on the vehicle's steering wheel angle, lateral acceleration, and the target position of the eccentric wheel. It then controls the drive component to propel the eccentric wheel to the target position. Furthermore, based on the calculation results from the calculation module, it can correct the rotational angular velocity, angular acceleration, and motion smoothness of the drive component to achieve better dynamic control. It should be noted that the vector control module can also determine the direction of rotation of the drive component based on the vehicle's steering wheel angle and lateral acceleration.

[0112] S4 controls the operation of the drive components to drive the actuated shaft to move.

[0113] As some embodiments of this application, the vector control module can control the operation of the drive component based on the corrected rotational angular velocity, angular acceleration, and motion smoothness to drive the actuation shaft to move.

[0114] As some embodiments of this application, such as Figure 5As shown, the driving component is a drive motor, and the control device further includes a motor drive module and a feedback module. The motor drive module is communicatively connected to the vector control module. In some embodiments of this application, the motor drive module and the vector control module are communicatively connected via wires. In some embodiments of this application, the motor drive module and the vector control module are wirelessly connected.

[0115] The motor drive module converts the control requirements of the vector control module into the execution current of the drive motor. By precisely controlling the magnitude and direction of the current, it enables precise rotation of the drive motor, ensuring that the power output of the drive motor accurately meets the working requirements of the actuating shaft. Simultaneously, the motor drive module reduces the risks of vibration, overheating, and noise in the drive motor, thereby improving the reliability and durability of the suspension mechanism.

[0116] The motor drive module communicates with the feedback module, which in turn communicates with the vehicle's controller. The feedback module acquires the drive motor's operating status and compares it with the requirements of the motor drive module. If there is a discrepancy, it promptly corrects the drive motor's drive signal to ensure the drive motor operates as expected. The feedback module also feeds the drive motor's operating status back to the calculation module, which calculates and corrects the target position of the eccentric wheel, allowing the drive motor to dynamically adjust according to the actual operation of the eccentric wheel, thus improving control accuracy. Furthermore, the feedback module converts the drive motor's operating status into real-time actuation shaft positions and feeds them back to the controller, enabling the operating status to be displayed on the vehicle's instrument panel.

[0117] Therefore, the control method of this application can compensate for the offset and rotation of the torsion beam when the vehicle is subjected to lateral force, reduce the risk of oversteer, improve the handling stability of the vehicle, and drive the torsion beam to offset and rotate in the opposite direction, forming an understeer tendency, further improving the handling stability of the vehicle, thereby improving driving safety and driving comfort.

[0118] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0119] In the description of this invention, "first feature" and "second feature" may include one or more of the features.

[0120] In the description of this invention, "a plurality of" means two or more.

[0121] In the description of this invention, the first feature being "above" or "below" the second feature may include the first and second features being in direct contact, or it may include the first and second features not being in direct contact but being in contact through another feature between them.

[0122] In the description of this invention, the terms "above," "over," and "on top" for the first feature and the second feature include the first feature being directly above or diagonally above the second feature, or simply indicating that the first feature is at a higher horizontal level than the second feature.

[0123] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0124] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A suspension mechanism for a vehicle, characterized in that, include: Torsion beam; An actuating shaft and two tie rods are provided. The two tie rods are spaced apart along the width direction of the vehicle. Each tie rod has a first end and a second end. The first ends of the two tie rods are movably connected to the torsion beam, and the second ends of the two tie rods are connected to the actuating shaft. The distance between the first ends of the two tie rods is less than the distance between the second ends of the two tie rods. A driving component and an eccentric wheel are provided. The driving component is connected to the eccentric wheel in a transmission manner. The eccentric wheel is connected to the actuating shaft in a transmission manner. The driving component is used to drive the eccentric wheel to rotate, so as to drive the actuating shaft to move along the axial direction of the actuating shaft. The rotational angular velocity, angular acceleration, and motion smoothness of the drive component are obtained based on the steering wheel angle, lateral acceleration, and target position of the eccentric wheel of the vehicle. Based on the calculation results of the calculation module, the rotational angular velocity, angular acceleration, and motion smoothness of the drive component are corrected. The calculation module is used to calculate the target position of the eccentric wheel based on the lateral acceleration of the vehicle and the driving mode.

2. The vehicle suspension mechanism according to claim 1, characterized in that, It also includes: a mating frame, which is sleeved on the outside of the eccentric wheel and drives the eccentric wheel, the eccentric wheel can drive the mating frame to move along the axial direction of the actuation shaft, and the mating frame is connected to the actuation shaft.

3. The vehicle suspension mechanism according to claim 2, characterized in that, The inner side of the mating frame has a mating groove, which is recessed towards the outer side of the mating frame.

4. The vehicle suspension mechanism according to claim 2, characterized in that, Also includes: The housing defines an accommodating space, in which the eccentric wheel and the mating frame are housed, and the drive unit is disposed on the housing.

5. The vehicle suspension mechanism according to claim 4, characterized in that, Also includes: A guide shaft is housed in the receiving space and connected to the housing. The guide shaft extends along the axial direction of the actuating shaft, and the mating frame is guided and mated with the guide shaft.

6. The vehicle suspension mechanism according to claim 1, characterized in that, The first ends of both tie rods are connected to the ball joint of the torsion beam.

7. The vehicle suspension mechanism according to claim 1, characterized in that, Also includes: Two bushings are provided, and the second ends of the two pull rods are connected to the actuating shaft via the respective bushings.

8. A control device for the suspension mechanism of a vehicle based on any one of claims 1-7, characterized in that, The control device includes: The determination module is used to determine whether it is necessary to control the movement of the actuator shaft based on the lateral acceleration and driving mode of the vehicle. The calculation module is communicatively connected to the determination module and is used to calculate the target position of the eccentric wheel based on the lateral acceleration and driving mode of the vehicle. The calculation module is also communicatively connected to the drive component and is used to correct the target position of the eccentric wheel based on the feedback signal from the drive component. The vector control module is communicatively connected to the calculation module and is used to obtain the rotational angular velocity, angular acceleration, and motion smoothness of the drive component based on the steering wheel angle, lateral acceleration, and target position of the eccentric wheel of the vehicle.

9. A method for controlling a vehicle's suspension mechanism, characterized in that, The vehicle's suspension mechanism includes the vehicle's suspension mechanism according to any one of claims 1-7; The control method includes: Determine whether it is necessary to control the movement of the actuator shaft based on the lateral acceleration and driving mode of the vehicle; If necessary, the target position of the eccentric wheel is calculated based on the lateral acceleration and driving mode of the vehicle, and the target position of the eccentric wheel is corrected based on the feedback signal of the drive component. The rotational angular velocity, angular acceleration, and motion smoothness of the drive component are obtained based on the steering wheel angle, lateral acceleration, and target position of the eccentric wheel of the vehicle. The drive unit is controlled to operate so as to drive the actuation shaft to move.

10. A vehicle, characterized in that, Includes the suspension mechanism of the vehicle according to any one of claims 1-7.

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