Vibration control system

Abstract

The present invention relates to a vibration control system, comprising: a housing capable of being disposed between a left wheel and a right wheel, and a rotational inertia element configured to rotate within the housing; a pair of converters capable of being connected to the left wheel and the right wheel, respectively, and configured to convert up-and-down motions of the wheels into linear motions; and a connecting rod connecting the pair of converters to the rotational inertia element, and configured to convert the linear motions of the converters into a rotational motion of the rotational inertia element.

Description

Technical Field

[0001] This invention relates to a system for controlling vibrations using rotating inertial elements in a double-bar or single-bar inertial capacitive device. Background Technology

[0002] Vehicle suspension systems play a crucial role in absorbing shocks from uneven road surfaces and improving ride comfort. In particular, the performance of the suspension system is closely related to vehicle stability, ride comfort, and noise and vibration control. Traditionally, suspension systems control vehicle motion through the interaction of components such as springs, shock absorbers, and bushings. However, there are limitations in effectively controlling persistent, minute vibrations in the high-frequency range. These high-frequency vibrations reduce ride comfort, thus requiring effective solutions.

[0003] An inerter is a device designed to control such vibrations, essentially converting the relative acceleration between two points into force. First developed in 2001 by Professor MCSmith of Cambridge University, it was initially used as a seismic damper in buildings. Subsequently, it was applied to vehicles by the McLaren Formula 1 team under the name "J-DAMPER," but is no longer used due to regulatory restrictions. Existing inerter systems are primarily implemented mechanically via mass-ball screws or fluid-based structures, and some systems with combined functions also exist. However, these systems are only effective under specific conditions and have limitations in optimizing the propagation of high-frequency vibrations.

[0004] To further improve suspension system performance, a technology capable of converting the vertical motion of the suspension into rotational motion is needed. This conversion plays a crucial role in increasing the unsprung mass of the suspension, thereby reducing the vibration transmission rate in the high-frequency range. Existing single-link inertial capacitance systems have the limitation of controlling the motion of only one side of the suspension. To address this issue, a two-link system that independently connects the left and right suspensions has been considered, which enables a mechanism to effectively convert vertical motion into rotational motion.

[0005] To address this technological need, a new device applicable to suspension systems is required. This device can more effectively control high-frequency vibrations and isolate vibrations transmitted to the vehicle body by converting the vertical movement of the suspension into rotational motion. This technology improves vehicle ride comfort and plays a significant role in maintaining stable driving performance even at high speeds. Furthermore, this technology can enhance the linkage between the vehicle body and suspension by further optimizing the suspension system's performance in controlling high-frequency vibrations.

[0006] The information disclosed in this section is intended to enhance the understanding of the background of the invention and may therefore contain information that does not constitute prior art as defined by patent law. Summary of the Invention

[0007] Embodiments of the present invention provide a vibration control system that effectively controls high-frequency vibrations and other vibrations by using a suspension device equipped with a double-bar or single-bar inertial container, thereby improving the ride comfort of the vehicle.

[0008] The embodiments of the present invention are not limited to the above-described technical topics, and those skilled in the art to which this invention pertains can clearly understand other technical topics not mentioned through the following description.

[0009] An embodiment of the present invention provides a vibration control system, comprising: a housing disposed between a left wheel and a right wheel of a vehicle, and a rotational inertial element configured to rotate within the housing; a pair of transducers respectively connected to the left wheel and the right wheel of the vehicle and configured to convert the up-and-down motion of the wheels into linear motion; and a connecting rod configured to connect the pair of transducers to the rotational inertial element and convert the linear motion of the transducers into the rotational motion of the rotational inertial element.

[0010] In the vibration control system of the present invention, the housing can be mounted on a subframe connected to the vehicle body, the subframe can be located between the sprung mass and the unsprung mass, and the effective unsprung mass can be increased in response to the rotation of the rotating inertial element.

[0011] In the vibration control system of the present invention, each converter may include: a connecting arm configured to rotate in the left-right direction, and a rotary joint coupled to the connecting arm and configured to move up and down.

[0012] In the vibration control system of the present invention, the connecting arm can rotate about the rotation center, and the rotation center can be set on the subframe connected to the vehicle body.

[0013] In the vibration control system of the present invention, one end of the connecting arm connected to the wheel can extend to connect to the rotation center, and the other end can extend from the rotation center to bend upward, with a rotary joint connecting to the other end of the connecting arm.

[0014] In the vibration control system of the present invention, the connecting arm can be configured such that one end moves up and down about a rotation center, while the other end rotates in the left and right direction, and the rotary joint moves up and down in response to the rotation of the other end in the left and right direction.

[0015] In the vibration control system of the present invention, the connecting rod can be connected to the converter through the head, and can be threaded to the rotating inertial element to connect the converter and the rotating inertial element.

[0016] In the vibration control system of the present invention, the connecting rod can be threaded to the rotating inertial element through a ball screw mechanism, the head can perform left and right movements in response to the linear motion of the converter, and rotates as the ball screw responds to the left and right movements of the converter, and the rotating inertial element can rotate.

[0017] In the vibration control system of the present invention, the head can perform left and right movements by sliding in a direction closer to or further away from the housing in response to the linear motion of the converter.

[0018] In the vibration control system of the present invention, the connecting rod may include a pair of connecting rods, the left connecting rod may be located on the left side of the rotating inertial element and connected to the left converter, and the right connecting rod may be located on the right side of the rotating inertial element and connected to the right converter.

[0019] In the vibration control system of the present invention, the left connecting rod can be elastically supported by the left end of the housing and can be inserted into and threadedly connected to the rotating inertial element.

[0020] In the vibration control system of the present invention, the right connecting rod can be elastically supported by the right end of the housing, and the rotational inertial element can be inserted and threaded into the right connecting rod.

[0021] In the vibration control system of the present invention, the left connecting rod and the right connecting rod can be aligned with the rotating inertial element, and the rotating inertial element can rotate in response to the rotational motion of the left connecting rod or the right connecting rod.

[0022] In the vibration control system of the present invention, the rotating inertial element can be fixed to the housing by a sliding component or a sliding member, and the left connecting rod and the right connecting rod can rotate independently relative to the rotating inertial element.

[0023] In the vibration control system of the present invention, the left and right wheels of the vehicle can be connected to the suspension respectively. In response to the compression of the suspension, the connecting rod can move toward the rotating inertial element, and in response to the rebound of the suspension, the connecting rod can move away from the rotating inertial element.

[0024] In the vibration control system of the present invention, in response to a vehicle turning left, the left connecting rod can move away from the rotating inertial element, while the right connecting rod can move toward the rotating inertial element; and in response to a vehicle turning right, the left connecting rod can move toward the rotating inertial element, while the right connecting rod can move away from the rotating inertial element.

[0025] In the vibration control system of the present invention, a single connecting rod can be provided, which can be connected to the left converter or the right converter, and one side of the rotating inertial element can be threaded to the connecting rod, while the other side is connected to the converter.

[0026] In the vibration control system of the present invention, the rotating inertial element can be coupled to the converter on the other side via the head, and the head can slide toward or away from the housing as the rotating inertial element moves toward or away from the connecting rod.

[0027] In the vibration control system of the present invention, the left wheel and the right wheel of the vehicle can be connected to the suspension respectively, wherein, in response to the compression of the suspension, the rotational inertial element and the connecting rod can move closer to each other, and in response to the rebound of the suspension, the rotational inertial element and the connecting rod move further away from each other.

[0028] In the vibration control system of the present invention, in response to a vehicle turning left, the left suspension may rebound while the right suspension may compress, causing the rotational inertial element and connecting rod to move to the left; and in response to a vehicle turning right, the left suspension may compress while the right suspension may rebound, causing the rotational inertial element and connecting rod to move to the right.

[0029] Using the vibration control system of the present invention, the vertical movement of the suspension can be converted into rotational movement, thereby reducing the transmission of high-frequency vibrations and improving the ride comfort of the vehicle.

[0030] The beneficial effects that can be obtained from the present invention are not limited to the effects described above, and other effects not mentioned can be clearly understood by those skilled in the art from the following description. Attached Figure Description

[0031] The above and other aspects, features and advantages of the present invention will become more apparent from the following detailed description taken in conjunction with the accompanying drawings, in which:

[0032] Figure 1 This is a view illustrating a dual-bar vibration control system according to an embodiment of the present invention;

[0033] Figure 2 This illustrates an embodiment of the invention. Figure 1 A view showing the connection relationship of the rotating inertial elements in a dual-bar vibration control system;

[0034] Figures 3 to 6 This illustrates an embodiment of the invention. Figure 1 The diagram shows a view of the dual-bar vibration control system responding to the compression or rebound of the suspension.

[0035] Figure 7 This is a view illustrating a single-bar vibration control system according to an embodiment of the present invention;

[0036] Figures 8 to 11 This illustrates an embodiment of the invention. Figure 7 The diagram shows a view of a single-bar vibration control system responding to the compression or rebound of the suspension. Detailed Implementation

[0037] In describing the embodiments described herein, details of known functions or configurations included herein will be omitted if it is determined that such detailed descriptions would obscure the subject matter of the embodiments described herein. Furthermore, it should be understood that the accompanying drawings are provided only to facilitate understanding of the embodiments described herein, and the inventive concept is not limited to the drawings, but includes all modifications, equivalents, or alternatives falling within the spirit and scope of the invention. The disclosure herein is not intended to limit the invention to the illustrated forms or a particular field. It is anticipated that various alternative embodiments and modifications of the invention are possible, whether explicitly stated or implied herein. Those skilled in the art will recognize that modifications can be made to the form and details of the invention.

[0038] The invention will be described with reference to specific embodiments. However, as will be understood by those skilled in the art, the various aspects disclosed herein can be modified or implemented in different ways without departing from the spirit and scope of the invention. Therefore, the following description should be considered exemplary and intended to teach those skilled in the art how to make and use the various embodiments. It should be understood that the forms of the disclosure shown and described herein are exemplary embodiments. Equivalent elements, materials, processes, or steps may be substituted for those illustrated and described in this invention. Expressions used in this invention, such as “comprising,” “including,” “incorporated,” “consisting of,” “having,” or “is,” should be interpreted in a non-exclusive manner, allowing the inclusion of items, components, or elements not expressly listed. Furthermore, references to the singular should be interpreted to include the plural as well.

[0039] Furthermore, the various embodiments disclosed herein should be considered exemplary and descriptive, and should not be construed as limiting the scope of the invention. All references to engagement (e.g., attachment, fastening, joining, and connection) are used only to facilitate understanding of the invention and are not intended to limit the location, orientation, or use of any component or method disclosed herein. Therefore, references to engagement should be interpreted broadly. Moreover, these references to engagement do not imply that two or more elements are directly connected to each other. That is, these terms can be used to describe various components, but should not be construed as limiting the components to these terms. These terms are only used to distinguish one component from another.

[0040] The terms “module” and “unit” used for components in the following description are given or used interchangeably for ease of writing instructions only, and do not have different meanings or functions in themselves.

[0041] When a component is referred to as "connected" or "joined" to any other component, it should be understood that the component can not only be directly connected or joined to the other component, but there can also be an intermediate component between them. Conversely, when a component is referred to as "directly connected" or "directly joined" to any other component, it should be understood that there are no other components between them.

[0042] Any number or type of components in any configuration described herein are included within the scope of the invention described herein. These components may include any combination of the features described herein and may be arranged in any of the various configurations described herein. Concepts related to the structure and arrangement of the components of the invention, as well as their use and operation, can be applied in any combination to any number of embodiments, and the specific embodiments discussed herein. Embodiments including various arrangements of features are described below with reference to the accompanying drawings.

[0043] Figure 1 This is a view illustrating a dual-bar vibration control system according to an embodiment of the present invention. Figure 2 This illustrates an embodiment of the invention. Figure 1 A view showing the connection relationship of the rotating inertial elements in a dual-bar vibration control system. Figures 3 to 6 This illustrates an embodiment of the invention. Figure 1 The diagram shows a view of the operating state of a dual-bar vibration control system in response to suspension compression or rebound. Figure 7 This is a view illustrating a single-bar vibration control system according to an embodiment of the present invention. Figures 8 to 11 This illustrates an embodiment of the invention. Figure 7 The diagram shows a view of a single-bar vibration control system responding to the compression or rebound of the suspension.

[0044] The embodiments disclosed herein will now be described in detail with reference to the accompanying drawings. For the same or similar elements, regardless of the reference numerals, the same or similar reference numerals will be assigned, and therefore repeated descriptions will be omitted.

[0045] Vehicle suspension systems play a crucial role in protecting vehicles from road unevenness and enhancing ride comfort. However, existing suspension systems struggle to effectively control high-frequency vibrations, leading to decreased ride comfort at high speeds and transmitting vibrations to the vehicle body. To address these issues, inertial capacities can be applied. This technology converts the vertical motion of the suspension into rotational motion, thereby ensuring effective control of vibration energy. While existing traditional single-link systems can only control vibrations along one axis, dual-link inertial capacities independently connect the left and right suspensions, converting the vertical motion into rotational motion. This isolates high-frequency vibrations from the vehicle body and improves ride comfort and driving performance.

[0046] Embodiments of the present invention provide a vibration control system that effectively controls high-frequency vibrations and other vibrations by using a suspension device equipped with a double-bar or single-bar inertial container, thereby improving vehicle ride comfort.

[0047] Specifically, refer to Figure 1 and Figure 2 The following will describe a dual-bar vibration control system according to an embodiment of the present invention.

[0048] In one embodiment, the vibration control system may include a rotational inertial element 700, a pair of transducers 520, 540, and a connecting rod 600. More specifically, the rotational inertial element 700 can respond to the vertical movement of the suspension system via rotational motion. Furthermore, the suspension 300 is located on either side of the rotational inertial element 700 and connected to either the left wheel 120 or the right wheel 140, thereby moving vertically in response to the movement of the wheel 100. The pair of transducers 520, 540 may be configured to connect to the left wheel 120 and the right wheel 140, respectively, to convert the vertical movement of the wheel 100 into linear motion. The connecting rods 620, 640 connect the pair of transducers 520, 540 to the rotational inertial element 700 to convert the linear motion of the transducers 520, 540 into the rotational motion of the rotational inertial element 700. As the rotational inertial element 700 rotates, vibrations generated by the vertical movement of the wheel 100 are attenuated, and these vibrations are then transmitted to the vehicle body 200, thereby effectively attenuating vibrations transmitted to the vehicle body 200.

[0049] In one embodiment, the rotational inertial element 700 may represent a mass that physically rotates within the inertial system. The rotational inertial element 700 may be designed in the form of a disk, ring, sphere, or other mass form, and can convert vertical impacts or vibrations experienced by the suspension 300 into rotational motion. Specifically, by converting vertical vibrations into rotational motion, the unsprung mass of the suspension system is effectively increased, thereby reducing vibrations in the high-frequency range and improving vehicle ride comfort.

[0050] In one embodiment, the rotating inertial element 700 has a fixed mass and is capable of rotating due to relative acceleration. The rotational motion generated by the rotation of the rotating inertial element 700 effectively absorbs vertical vibrations of the suspension and prevents high-frequency vibrations from being transmitted to the vehicle body. Furthermore, the moment of inertia of the rotating inertial element 700 is determined by its size, mass, and axis of rotation. Various shapes of rotating inertial elements 700 can be applied, and are not limited to the embodiments shown.

[0051] In one embodiment, the rotating inertial element 700 reduces the transmission rate of unsprung mass in the suspension system and performs vibration control through effective combination with the sprung mass. That is, as the vertical motion of the wheel 100 is converted into rotational motion, the unsprung mass can be effectively increased, thereby controlling vibrations in the high-frequency range. Since high-frequency vibrations significantly affect ride comfort, controlling them during high-speed driving becomes particularly important.

[0052] In one embodiment, the suspension 300 connects the vehicle body 200 and the wheels 100 to control vehicle movement and absorb vibrations. The suspension 300 can perform various types and trajectories of movement, including vertical, horizontal, and lateral movements, and can absorb road unevenness or impacts, thereby reducing the forces transmitted to the vehicle body. That is, the suspension 300 can improve vehicle stability by adjusting its effective mass and improving its structural efficiency.

[0053] In one embodiment, the suspension 300 may be made of materials such as steel, aluminum, or their alloys. Due to the importance of rigidity, it may be desirable to use metallic materials to manufacture the suspension. Furthermore, the suspension 300 may be designed as an independent suspension, allowing each wheel to move independently. Alternatively, a double wishbone suspension consisting of two wishbone links, or a MacPherson strut independent suspension combining springs and stabilizer bars, may be used. In addition, various suspensions such as torsion beam suspensions or multi-link suspensions may also be used.

[0054] In one embodiment, the housing 820 is mounted on a subframe 800 connected to the vehicle body 200. The subframe 800 may be located between the sprung mass and the unsprung mass, and the effective unsprung mass may increase as the rotational inertial element 700 rotates. Here, the sprung mass may refer to the upper mass of the vehicle supported by the suspension 300, while the unsprung mass refers to the lower mass of the vehicle not supported by the suspension 300. Therefore, as the rotational inertial element 700 rotates, the effective unsprung mass may increase, thereby damping vibrations caused by vertical movement.

[0055] In one embodiment, the vertical vibration generated by the left wheel 120 or the right wheel 140 corresponds to high-frequency vibration. The rotating inertial element 700 can attenuate high-frequency vibration through rotational motion. That is, when the vertical motion of the wheel 100 and the suspension 300 is converted into rotational motion by the rotating inertial element 700, it has the effect of increasing unsprung mass, which can reduce the transmission rate of high-frequency unsprung mass. In this case, although the low-frequency sprung mass increases, it can be compensated by components such as the springs, shock absorbers, and bushings of the suspension 300.

[0056] In one embodiment, converters 520 and 540 may each include connecting arms 522 and 542 and rotary joints 524 and 544. In this case, connecting arms 522 and 542 are rotatable about rotation centers 526 and 546, which are mounted on a subframe 800 connected to the vehicle body 200. More specifically, the first ends of connecting arms 522 and 542 that connect to wheels 120 and 140 may extend and connect to rotation centers 526 and 546, respectively, and the second ends may extend from rotation centers 526 and 546, respectively, bend upward, and connect to rotary joints 524 and 544.

[0057] In one embodiment, the first ends of connecting arms 522 and 542 can be connected to suspensions 320 and 340, and can move up and down about rotation centers 526 and 546 as wheels 120 and 140 and suspensions 320 and 340 move up and down in sequence. Furthermore, the upwardly curved second ends can rotate left and right about a vertical reference axis, and the rotary joints 524 and 544 located at the second ends can move up and down in response to this left and right rotation.

[0058] In one embodiment, as described above, the movement of the converters 520 and 540 enables the connecting rod 600 to perform linear motion in the left-right direction. In this case, the connecting rod 600 engages with the converters 520 and 540 via heads 622 and 642, and is threadedly engaged with the rotating inertia element 700, thereby connecting the converters 520 and 540 to the rotating inertia element 700.

[0059] In one embodiment, heads 622 and 642 are configured to connect connecting rod 600 to rotary joints 524 and 544, respectively, and each can be configured as a spherical joint. The rotary joints described in this specification are merely exemplary; various types of connecting devices, such as bearings or brackets, can be used, as long as they can connect connecting rod 600 to connecting arms 522 and 542 and convert vertical movement into horizontal movement. Similarly, heads 622 and 642 are not limited to a spherical joint configuration and can adopt various types of connecting structures. Heads 622 and 642 can be configured as separate components from connecting rod 600, or they can be integrally formed.

[0060] In one embodiment, heads 622 and 642 can perform left-right movements in response to linear movement of converters 520 and 540 by sliding toward or away from housing 820. Specifically, as the connecting arms receive the up-and-down movement of the wheels via the connecting arms, the connecting arms 522 and 542 rotate in the left-right direction, and the rotary joints 524 and 544 move in the up-and-down direction, allowing heads 622 and 642 to move in the left-right direction. While engaged with the rotary joints 524 and 544, heads 622 and 642 can slide toward or away from housing 820, enabling connecting rod 600 to perform left-right movements.

[0061] In one embodiment, the connecting rod 600 can be threadedly connected to the rotary inertial element 700 via a ball screw mechanism. The heads 622 and 642 can receive linear motion from the converters 520 and 540 and move left and right. As the ball screw receives the left and right motion and rotates, the rotary inertial element 700 can rotate. By using the ball screw mechanism, linear motion can be easily converted into rotary motion, and as the converted rotary motion is transmitted to the rotary inertial element 700, the vibration generated by the up-and-down movement of the wheels 120 and 140 can be effectively attenuated.

[0062] In one embodiment, the connecting rods 600 may be configured as a pair of double rods. In this case, the pair of connecting rods 600 may be connected to the left and right sides of the rotating inertial element 700. Thus, the left connecting rod 600 may be located on the left side of the rotating inertial element 700 and connected to the left converter 520, while the right connecting rod 600 may be located on the right side of the rotating inertial element 700 and connected to the right converter 540.

[0063] In one embodiment, in the case of a dual-bar configuration, the left connecting rod 600 may be elastically supported by the left end of the housing 820 and may be inserted into the rotational inertia element 700 for threaded engagement. Similarly, the right connecting rod 600 may be elastically supported by the right end of the housing 820, and the rotational inertia element 700 may be inserted into the right connecting rod 600 for threaded engagement.

[0064] In one embodiment, the elastic support may be provided by a helical spring. However, the helical spring is merely exemplary, and various types of elastic support structures can be used to achieve the elastic support.

[0065] In one embodiment, threaded engagement can be achieved through a threaded joint.

[0066] In another embodiment, the rotational inertia element 700 may include a slot 720 on one side and a protrusion 740 on the other side. The rotational inertia element 700 may engage with threaded portions 624, 644 on both sides. For example, when the threaded portions 624, 644 are ball screws, the left threaded portion 624 may be inserted into and engaged with the slot 720 of the rotational inertia element 700, while the right threaded portion 644 may be inserted into and engaged with the protrusion 740 of the rotational inertia element 700.

[0067] In one embodiment, the left connecting rod 620 and the right connecting rod 640 may be aligned with the rotational inertial element 700, and the rotational inertial element 700 may also rotate as the left connecting rod 620 (actually the threaded connection 624) or the right connecting rod 640 (actually the threaded connection 644) rotates. Specifically, the up-and-down vibration generated by the left wheel 120 or the right wheel 140 can be converted into rotational motion, and this vibration is attenuated by the rotational inertial element 700 and transmitted to the other side, thereby enabling the transmission of attenuated vibration.

[0068] In one embodiment, converters 520, 540 may include a pair of connecting arms 522, 542 respectively connected to a pair of suspensions 300 to receive vertical motion. A pair of connecting rods 620, 640 may be connected to the pair of connecting arms 522, 542 to convert vertical motion into horizontal motion, and one or more connecting rods 620, 640 may be provided. Threaded connections 624, 644 may be provided between the connecting rods 620, 640 and the rotational inertia element 700, such that the horizontal motion converted by the connecting rods 620, 640 may be further converted into rotational motion through the threaded connections 624, 644. The converted rotational motion may then be transmitted to the rotational inertia element 700 and cause it to rotate.

[0069] In one embodiment, the threaded connections 624 and 644 can be ball screws. Ball screws can convert linear motion into rotary motion and can also perform the reverse function. In the vibration control system of the present invention, threaded connections 624 and 644 can be used to transmit the rotary motion of the rotating inertial element 700 to the connecting rod 600, or to transmit the left-right motion of the connecting rods 620 and 640 to the rotating inertial element 700. More specifically, when a ball screw mechanism is used in the threaded connections 624 and 644, the balls between the fixed screw and the rotating nut minimize friction and achieve efficient force transmission. By using such threaded connections 624 and 644, mechanical force or energy loss can be reduced, and precise motion control can be achieved. However, the ball screw described in this specification is only one embodiment of the threaded connections 624 and 644. Various types of threaded joints 624 and 644 can be applied, as long as they can connect the connecting rods 620 and 640 to the rotating inertial element 700 and convert linear motion into rotational motion or rotational motion into linear motion.

[0070] In one embodiment, connecting rods 620 and 640 may be connected to threaded connections 624 and 644 to convert vertical motion transmitted from the wheel 100 or suspension 300 into rotational motion. Connecting rods 620 and 640 may absorb various vibrations generated by the vertical motion of the suspension 300, converting the vibrations into lateral motion, and transmitting this motion to threaded connections 624 and 644. Alternatively, rotational motion received from threaded connections 624 and 644 may be converted into linear motion and transmitted to the vehicle body.

[0071] In one embodiment, connecting arms 522 and 542 can connect connecting rods 620 and 640 to the suspension 300. When the suspension 300 receives vertical forces from the wheel 100, these forces can be transmitted to the connecting rods 620 and 640. The connecting rods 620 and 640 can be connected to the connecting arms 522 and 542 via rotary joints 524 and 544, respectively. Therefore, rotary joints 524 and 544 can be used to convert the vertical movement of the connecting arms 522 and 542 into the horizontal movement of the connecting rods 620 and 640.

[0072] In one embodiment, the suspension 300 may include upper links 322, 342 and lower links 324, 344. The upper links 322, 342 may be connected to the vehicle body 200, while the lower links 324, 344 may be connected to the wheels 100. In this case, vertical vibrations caused by the movement of the wheels 100 can be attenuated by the rotational inertial element 700 before being transmitted to the vehicle body 200. Furthermore, the rotational inertial element 700 can receive rotational motion from the threaded connections 624, 644 and rotate, thereby attenuating vertical vibrations. The vibrations attenuated by the rotational inertial element 700 can then be transmitted to the vehicle body 200 via the upper links 322, 342.

[0073] In one embodiment, the vertical movement of the wheel 100 transmitted through the suspension 300 can be transmitted to the connecting rods 620 and 640 via connecting arms 522 and 542, and the connecting rods 620 and 640 can convert this vertical movement into left-right movement. The force converted into left-right movement by the connecting rods 620 and 640 can be further converted into rotational movement by the threaded joints 624 and 644 to be transmitted to the rotational inertial element 700, and as the rotational inertial element 700 rotates, high-frequency vibrations can be attenuated. The attenuated vibrations are transmitted sequentially through the threaded joints 624 and 644, the connecting rods 620 and 640, and the connecting arms 522 and 542, and then through the upper connecting rods 322 and 342 of the suspension 300 to the vehicle body 200, and the attenuated vibrations can be applied to the vehicle body 200.

[0074] In one embodiment, one side of the connecting arms 522, 542 can be connected to the connecting rods 620, 640 and the rotary joints 524, 544, and through the rotary joints 524, 544, the up-and-down movement of the connecting arms 522, 542 can be converted into the left-and-right movement of the connecting rods 620, 640. Of course, the rotary joints 524, 544 can also serve as devices for converting up-and-down movement into left-and-right movement. Besides the rotary joints 524, 544, various other conversion mechanisms such as sliding joints, gear systems, hydraulic housings, spring rotor systems, cam systems, ball nut systems, chain drive systems, or power transmission systems can also be used.

[0075] Next, we will refer to Figures 3 to 6 This describes the operation of the connecting rods 620 and 640 in the dual-bar vibration control system of the present invention during the compression or rebound of the two suspensions 300.

[0076] In one embodiment, a plurality of connecting rods 620, 640 may be provided, and these connecting rods 620, 640 may be connected to opposite sides of the rotational inertia element 700 via threaded connections 624, 644, respectively. Simultaneously, a pair of suspensions 300 may be coupled to a subframe 800 connected to the vehicle body 200. A housing 820 may be provided within the subframe 800, and the rotational inertia element 700 may be mounted within the housing 820. The connecting rods 600 may extend through the housing 820 to connect to the pair of suspensions 300, respectively.

[0077] In one embodiment, the left connecting rod 620 and the right connecting rod 640 may be coupled to opposite sides of the rotational inertial element 700. The rotational inertial element 700 may be secured within the housing 820 using a sliding member 840, allowing the left connecting rod 620 and the right connecting rod 640 to rotate independently by the rotational inertial element 700. For example, in an independent suspension structure, vertical vibrations generated by the left wheel 120 may be transmitted to the rotational inertial element 700 via the left transducer 520 and the left connecting rod 620. The rotational inertial element 700 may dampen the vibrations before transmitting them to the vehicle body 200 via the right transducer 540 and the right connecting rod 640.

[0078] In one embodiment, the structure enabling the left connecting rod 620 and the right connecting rod 640 to rotate independently can be a sliding member 840 that fixes the rotational inertia element 700 within the housing 820. For example, the sliding member 840 can be a sliding bearing. However, a sliding bearing is only one example of the sliding member 840, and various other combinations such as ball bearings, roller bearings, hydraulic housings, linear motors, or magnetic bearings can also be used, as long as the left converter 520 and the right converter 540 can rotate independently relative to the rotational inertia element 700.

[0079] In one embodiment, the left suspension 320 or the right suspension 340 may compress or rebound. The term "bump" may refer to the action of the suspension 300 being compressed, while the term "rebound" may refer to the action of the suspension 300 extending back to its original position after being compressed.

[0080] In one embodiment, when the left suspension 320 or the right suspension 340 is compressed, the connecting rod 600 may move closer to the rotating inertial element 700, and when the left suspension 320 or the right suspension 340 rebounds, the connecting rod 600 may move away from the rotating inertial element 700.

[0081] In one embodiment, when the vehicle turns left, the left suspension 320 may rebound while the right suspension 340 may compress, causing the left connecting rod 620 to move away from the rotating inertial element 700 and the right connecting rod 640 to move closer to the rotating inertial element 700. Similarly, when the vehicle turns right, the left suspension 320 may compress while the right suspension 340 may rebound, causing the left connecting rod 620 to move closer to the rotating inertial element 700 and the right connecting rod 640 to move away from the rotating inertial element 700.

[0082] In one embodiment, Figure 3 This can be shown when the left suspension 320 and the right suspension 340 are compressed simultaneously. Figure 4 This can be shown when the vehicle turns left, causing the left suspension 320 to rebound and the right suspension 340 to compress. Furthermore, Figure 5 This can be shown as a situation where the left suspension 320 and the right suspension 340 rebound simultaneously. Figure 6 This can be shown as the vehicle turns right, causing the left suspension 320 to compress and the right suspension 340 to rebound.

[0083] Reference Figures 7 to 11 This describes the operation of the connecting rods 620 and 640 in the single-rod vibration control system of the present invention during the compression or rebound of the two suspensions 300.

[0084] In one embodiment, the single-bar vibration control system can be composed of two separate threaded joints 624 and 644, thereby enabling greater pitch adjustment and design flexibility, and allowing for more efficient achievement of high speeds compared to a dual-bar vibration control system. Therefore, a single-bar vibration control system can be applied to effectively realize the mass effect of an inertial capacitive system.

[0085] In one embodiment, the single-bar vibration control system may include a single connecting rod 620 or 640. This connecting rod may be connected to either the left converter 520 or the right converter 540, and one side of the rotational inertia element 700 may engage with the connecting rod 640 via a threaded connection 644, while the other side is connected to the converter 520.

[0086] In one embodiment, the rotational inertial element 700 may be coupled to the converter 520 on the other side via a head 622. As the head 622 slides closer to or further away from the housing, the rotational inertial element 700 may move closer to or further away from the connecting rod 640.

[0087] In one embodiment, one side of the rotating inertial element 700 can be connected to the connecting rod 620 or 640 via a threaded connection 624 or 644, and the other side can be connected to the connecting arm 522 or 542. Figures 7 to 11 The illustration shows the application of connecting rod 620 or 640 on the right side. However, this is merely an example, and the single rod can be applied in various directions, such as the left or right side, depending on the design requirements.

[0088] In one embodiment, the rotating inertial element 700 can be bolted to the threaded connection 624 or 644, and the connecting arm 522 or 542 of the rotating inertial element 700 can be connected via a bearing 860. In this case, the bearing 860 can be a needle roller bearing 860. Unlike a dual-bar vibration control system, a single-bar vibration control system uses a single connecting rod 620 or 640, allowing the rotating inertial element 700 to be directly connected to the connecting arms 522, 542. A needle roller bearing 860 can be used to enable the rotating inertial element 700 to be directly connected to the connecting arms 522, 542. Thus, as the rotating inertial element 700 rotates due to the rotation of the threaded connection 624 or 644, the damped vibration can be transmitted to the suspension 300 via the connecting arms 522, 542.

[0089] In one embodiment, the left suspension 320 or the right suspension 340 may compress or rebound. The term "compression" may refer to the action of the suspension 300 being compressed, while the term "rebound" may refer to the action of the suspension 300 extending back to its original position after being compressed.

[0090] In one embodiment, when the left suspension 320 or the right suspension 340 is compressed, the rotational inertial element 700 and the connecting rods 620 and 640 may move closer to each other. Conversely, when the left suspension 320 or the right suspension 340 rebounds, the rotational inertial element 700 and the connecting rods 620 and 640 may move further away from each other.

[0091] In one embodiment, when the vehicle turns left, the left suspension 320 may rebound while the right suspension 340 may compress, causing the rotational inertial element 700 and the connecting rod 600 to move to the left. When the vehicle turns right, the left suspension 320 may compress while the right suspension 340 may rebound, causing the rotational inertial element 700 and the connecting rod 600 to move to the right.

[0092] In one embodiment, for example, when the rotational inertia element 700 is located on the left side of the housing 820, when the vehicle turns left, the left suspension 320 may rebound while the right suspension 340 may compress. Therefore, the rotational inertia element 700 may move away from the connecting rods 620 and 640, while the connecting rods 620 and 640 may move closer to the rotational inertia element 700. Similarly, when the vehicle turns right, the left suspension 320 may compress while the right suspension 340 may rebound. Therefore, the rotational inertia element 700 may move closer to the connecting rods 620 and 640, while the connecting rods 620 and 640 may move away from the rotational inertia element 700.

[0093] In one embodiment, Figure 8 This can be shown when the left suspension 320 and the right suspension 340 are compressed simultaneously. Figure 9 This can be shown when the vehicle turns left, causing the left suspension 320 to rebound and the right suspension 340 to compress. Furthermore, Figure 10 This can be shown as a situation where the left suspension 320 and the right suspension 340 rebound simultaneously. Figure 11 This can be shown as the vehicle turns right, causing the left suspension 320 to compress and the right suspension 340 to rebound.

[0094] Although the invention has been described and illustrated in conjunction with specific embodiments, it will be apparent to those skilled in the art that various improvements and modifications can be made to the invention without departing from the technical concept of the invention as defined in the appended claims.

Claims

1. A vibration control system, comprising: A housing that can be disposed between the left wheel and the right wheel, and a rotational inertial element configured to rotate within the housing; A pair of converters, which can be connected to the left wheel and the right wheel respectively, and are configured to convert the up-and-down motion of the wheels into linear motion; as well as A connecting rod connects the pair of converters to the rotational inertial element and is configured to convert the linear motion of the converters into the rotational motion of the rotational inertial element.

2. The vibration control system according to claim 1, wherein, Each converter includes: a connecting arm configured to rotate in the left-right direction, and a rotary joint coupled to the connecting arm and configured to move up-down.

3. The vibration control system according to claim 1, wherein, The connecting rods are respectively connected to the converter via the head, and wherein the connecting rods are threaded to the rotational inertia element to connect the converter and the rotational inertia element.

4. The vibration control system according to claim 3, wherein, The connecting rod is threaded to the rotary inertial element via a ball screw mechanism, wherein the head is configured to perform left and right movements in response to the linear motion of the converter, and wherein the rotary inertial element is configured to rotate when the ball screw rotates in response to the left and right movements of the converter.

5. The vibration control system according to claim 1, wherein, The connecting rod includes a pair of connecting rods, wherein the left connecting rod is located on the left side of the rotational inertia element and connected to the left converter, and wherein the right connecting rod is located on the right side of the rotational inertia element and connected to the right converter.

6. The vibration control system according to claim 5, wherein, The left connecting rod is elastically supported by the left end of the housing and is inserted into and threaded into the rotational inertial element.

7. The vibration control system according to claim 5, wherein, The right connecting rod is elastically supported by the right end of the housing, and the rotational inertial element is inserted into and threaded onto the right connecting rod.

8. The vibration control system according to claim 5, wherein, The left connecting rod and the right connecting rod are aligned with the rotational inertial element, wherein the rotational inertial element is configured to rotate based on the rotational motion of the left connecting rod or the right connecting rod.

9. The vibration control system according to claim 5, wherein, The rotational inertial element is fixed to the housing by a slider, and the left connecting rod and the right connecting rod are configured to rotate independently relative to the rotational inertial element.

10. A vehicle comprising: Left wheel and right wheel; as well as Vibration control system, including: A housing disposed between the left wheel and the right wheel, and a rotational inertial element configured to rotate within the housing; A pair of converters, respectively connected to the left wheel and the right wheel, are configured to convert the vertical motion of the wheels into linear motion; and A connecting rod connects the pair of converters to the rotational inertial element and is configured to convert the linear motion of the converters into the rotational motion of the rotational inertial element.

11. The vehicle according to claim 10, further comprising: Body; as well as The subframe connected to the vehicle body, The housing is mounted on the subframe.

12. The vehicle according to claim 11, wherein, Each converter includes: a connecting arm configured to rotate in a left-right direction, and a rotary joint coupled to the connecting arm and configured to move up-down, wherein the connecting arm is configured to rotate about a rotation center, and wherein the rotation center is located on the subframe.

13. The vehicle according to claim 12, wherein, One end of the connecting arm extends from the center of rotation to the wheel, and the other end of the connecting arm extends upward from the center of rotation to the rotary joint.

14. The vehicle according to claim 13, wherein, One end is configured to move up and down, while the other end is configured to move in the left and right direction, and the rotary joint is configured to move up and down in response to the left and right movement of the other end.

15. The vehicle according to claim 10, wherein, The left wheel and the right wheel are respectively connected to the suspension, wherein the connecting rod is configured to move toward the rotational inertial element when the suspension is compressed, and wherein the connecting rod is configured to move away from the rotational inertial element when the suspension rebounds from compression.

16. The vehicle according to claim 10, wherein, When the vehicle turns left, the left connecting rod is configured to move away from the rotational inertial element, while the right connecting rod is configured to move toward the rotational inertial element, and wherein when the vehicle turns right, the left connecting rod is configured to move toward the rotational inertial element, while the right connecting rod is configured to move away from the rotational inertial element.

17. The vehicle according to claim 10, wherein, When the left suspension rebounds from the first compression and the right suspension experiences a second compression, and the vehicle turns left, the rotational inertial element and the connecting rod are configured to move to the left, and wherein when the left suspension experiences the first compression and the right suspension rebounds from the second compression, and the vehicle turns right, the rotational inertial element and the connecting rod are configured to move to the right.

18. A vibration control system, comprising: A housing that can be disposed between the left wheel and the right wheel, and a rotational inertial element configured to rotate within the housing; A pair of converters, which can be connected to the left wheel and the right wheel respectively, and are configured to convert the up-and-down motion of the wheels into linear motion; as well as A single connecting rod connects to one of the pair of converters. The rotational inertial element is connected between the single connecting rod and the other converter in the pair of converters.

19. The vibration control system according to claim 18, wherein, The rotational inertial element is connected to the single connecting rod via a ball screw.

20. The vibration control system according to claim 18, wherein, The left wheel and the right wheel are respectively connected to the suspension, wherein when the suspension is compressed, the rotational inertial element and the connecting rod are configured to move closer to each other, and wherein when the suspension rebounds from compression, the rotational inertial element and the connecting rod are configured to move further away from each other.

Images