COMBINED SPRING COMPENSATION SUSPENSION DEVICE

Abstract

A combined spring compensation suspension device for a vehicle includes a free spring, a compensation spring, a compensation spring pre-tightening device, a vibration isolation block, a light damping shock absorber and a guide mechanism. The compensation spring pre-tightening device is installed at an upper end of the compensation spring. The guide mechanism is used to connect a wheel with a vehicle body. An elastic element on the suspension device of the vehicle is composed of the free spring and the compensation spring. A suspension load has a compensation interval nearby a static deflection stroke of a suspension. When the suspension load is changed in the compensation interval, the stroke is not changed or is slightly changed. Only when the suspension load exceeds the compensation interval, the suspension stroke can be changed. Controllability and comfort of the vehicle adopting the design can be simultaneously improved.

Claims

1. A combined spring compensation suspension device, comprising a free spring (6), a compensation spring (3), a compensation spring pre-tightening device (2), a light damping shock absorber (7) and a guide mechanism (5); wherein the free spring (6), the compensation spring (3) and the light damping shock absorber (7) are arranged between a vehicle frame (1) and the guide mechanism (5); the compensation spring (3) is connected with the vehicle frame (1) or the guide mechanism (5); the compensation spring pre-tightening device (2) is installed at a connecting end between the compensation spring (3) and the vehicle frame (1) or the guide mechanism (5); and the guide mechanism (5) is used for connecting a wheel and a vehicle body and providing positioning installation for the free spring (6), the compensation spring (3) and the light damping shock absorber (7).

2. The combined spring compensation suspension device according to claim 1, wherein an upper end of the free spring (6) is connected with the vehicle frame (1), and a lower end is connected with the guide mechanism (5); an upper end of the light damping shock absorber (7) is connected with the vehicle frame (1), and a lower end is connected with the guide mechanism (5); an upper end of the compensation spring (3) is connected with the vehicle frame (1), or a lower end is fixedly connected with the guide mechanism (5); the compensation spring pre-tightening device (2) is installed at the connecting end; a vibration isolation block (4) is installed on the compensation spring (3) away from the connecting end; and the light damping shock absorber (7), the free spring (6) and the compensation spring (3) form parallel connection installation between the vehicle frame (1) and the guide mechanism (5).

3. The combined spring compensation suspension device according to claim 1, wherein a lower end of the free spring (6) is connected with the guide mechanism (5), and an upper end is connected with a lower end of the light damping shock absorber (7); a guide cylinder (11) is connected to a lower end of an outer wall of the light damping shock absorber (7); a lower end of the compensation spring (3) is connected with an upper end of the light damping shock absorber (7); an upper end of the compensation spring (3) is connected with the vehicle frame (1); the compensation spring pre-tightening device (2) is installed at the connecting end; and the compensation spring (3), the light damping shock absorber (7) and the free spring (6) are successively connected between the vehicle frame (1) and the guide mechanism (5) to form series connection installation.

4. The combined spring compensation suspension device according to claim 1, wherein an upper end of the free spring (6) is connected with the vehicle frame (1), and a lower end is connected with an upper end of the light damping shock absorber (7); a guide cylinder (11) is connected to an upper end of the outer wall of the light damping shock absorber (7); an upper end of the compensation spring (3) is connected with a lower end of the light damping shock absorber; a lower end of the compensation spring (3) is connected with the guide mechanism (5); the compensation spring pre-tightening device (2) is installed at the connecting end; and the free spring (6), the light damping shock absorber (7) and the compensation spring (3) are successively connected between the vehicle frame (1) and the guide mechanism (5) to form series connection installation.

5. The combined spring compensation suspension device according to claim 1, wherein a central lower end of the free spring (6) is connected with the guide mechanism (5), and upper ends on both sides are connected with the vehicle frame (1); the upper end of the compensation spring (3) is connected with the vehicle frame (1); a vibration isolation block (4) is installed at the lower end of compensation spring (3); and the vibration isolation block (4) and the free spring (6) are arranged to be centered.

6. The combined spring compensation suspension device according to claim 2, wherein when the free spring (6) and the compensation spring (3) are installed in parallel, a suspension load when a vehicle is at idle load is G0; a suspension load when the vehicle is loaded is G; pre-tightening force F of the compensation spring (3) forming the suspension is greater than GG0; and when the free spring (6) is nearby a static deflection value of the vehicle, elastic support force f provided for the vehicle is less than G0.

7. The combined spring compensation suspension device according to claim 3, wherein when the free spring (6) and the compensation spring (3) are installed in series, a suspension load when the vehicle is at idle load is G0; a suspension load when the vehicle is loaded is G; pre-tightening force F of the compensation spring (3) forming the suspension is greater than G; and when the free spring (6) is nearby a static deflection value of the vehicle, elastic support force provided for the vehicle satisfies: f<G0.

8. The combined spring compensation suspension device according to claim 6, wherein pre-tightening force F of the compensation spring (3) forming the suspension is greater than 1.1(GG0); and when the free spring (6) is nearby a static deflection value of the vehicle, elastic support force f provided for the vehicle is less than 0.9G0.

9. The combined spring compensation suspension device according to claim 7, wherein pre-tightening force F of the compensation spring (3) forming the suspension is greater than 1.1G; and when the free spring (6) is nearby a static deflection value of the vehicle, elastic support force f provided for the vehicle is less than 0.9G0.

10. The combined spring compensation suspension device according to claim 5, wherein a damping coefficient of the light damping shock absorber (7) is less than 0.25 in an extension stroke, and is less than 0.15 in a compression stroke.

11. The combined spring compensation suspension device according to claim 6, wherein a damping coefficient of the light damping shock absorber (7) is less than 0.25 in an extension stroke, and is less than 0.15 in a compression stroke.

12. The combined spring compensation suspension device according to claim 4, wherein when the free spring (6) and the compensation spring (3) are installed in series, a suspension load when the vehicle is at idle load is G0; a suspension load when the vehicle is loaded is G; pre-tightening force F of the compensation spring (3) forming the suspension is greater than G; and when the free spring (6) is nearby a static deflection value of the vehicle, elastic support force provided for the vehicle satisfies: f<G0.

13. The combined spring compensation suspension device according to claim 12, wherein pre-tightening force F of the compensation spring (3) forming the suspension is greater than 1.1G; and when the free spring (6) is nearby a static deflection value of the vehicle, elastic support force f provided for the vehicle is less than 0.9G0.

Description

DESCRIPTION OF DRAWINGS

[0025] FIG. 1 is a schematic diagram of a combined spring compensation suspension when a suspension in embodiment 1 of the present invention is in a largest stroke; at this moment, a suspension load is less than a compensation interval; a free spring is in an extension state; and a compensation spring has no load;

[0026] FIG. 2 is a schematic diagram of a combined spring compensation suspension when a suspension in embodiment 1 of the present invention is in static deflection; at this moment, a suspension load is within a range of a compensation interval; a free spring bears part of load; a compensation spring bears part of load which is less than pre-tightening force; and at this moment, a suspension is in a balance static state during load;

[0027] FIG. 3 is a schematic diagram of a combined spring compensation suspension when a suspension in embodiment 1 of the present invention is in dynamic deflection; at this moment, a suspension load is greater than a compensation interval; a free spring is continuously compressed; a load borne by a compensation spring is greater than pre-tightening force and is continuously compressed; and at this moment, a suspension is in a large compression state;

[0028] FIG. 4 is a schematic diagram of an inflating spring compensation suspension when a suspension in embodiment 2 of the present invention is in a largest stroke; at this moment, a suspension load is less than a compensation interval; a free spring is a leaf spring and is in a relaxed state; and a compensation spring is an inflating spring and has no load;

[0029] FIG. 5 is a schematic diagram of a gas spring compensation suspension when a suspension in embodiment 2 of the present invention is in static deflection; at this moment, a suspension load is within a range of a compensation interval; a free spring is a leaf spring and bears part of load; a compensation spring is a gas spring, bears part of load, but is not compressed; and at this moment, a suspension is in a balance static state during load;

[0030] FIG. 6 is a schematic diagram of a gas spring compensation suspension when a suspension in embodiment 2 of the present invention is in dynamic deflection; at this moment, a suspension load is greater than a compensation interval; a leaf spring is continuously compressed; a gas spring is continuously compressed; and at this moment, a suspension is in a large compression state;

[0031] FIG. 7 is a schematic diagram of a free spring compensation suspension when a suspension in embodiment 3 of the present invention is in a largest stroke; the free spring and the compensation spring are designed in series; at this moment, a suspension load is less than a compensation interval; a free spring is in a relaxed state; and a compensation spring has no load;

[0032] FIG. 8 is a schematic diagram of a free spring compensation suspension when a suspension in embodiment 3 of the present invention is in static deflection; the free spring and the compensation spring are designed in series; at this moment, a suspension load is within a range of a compensation interval; the free spring is fully compressed; the compensation spring bears the entire load, but is not continuously compressed except for pre-tightening; and at this moment, a suspension is in a balance static state during load;

[0033] FIG. 9 is a schematic diagram of a free spring compensation suspension when a suspension in embodiment 3 of the present invention is in dynamic deflection; the free spring and the compensation spring are designed in series; at this moment, a suspension load is greater than a compensation interval; the free spring is in a largest compression state; the compensation spring is continuously compressed; and at this moment, a suspension is in a large compression state;

[0034] FIG. 10 is a schematic diagram of a free spring compensation suspension when a suspension in embodiment 4 of the present invention is in a largest stroke; the free spring and the compensation spring are designed in series; at this moment, a suspension load is less than a compensation interval; the free spring is in a relaxed state; and the compensation spring has no load;

[0035] FIG. 11 is a schematic diagram of a free spring compensation suspension when a suspension in embodiment 4 of the present invention is in static deflection; the free spring and the compensation spring are designed in series; at this moment, a suspension load is within a range of a compensation interval; the free spring is fully compressed; the compensation spring bears the entire load, but is not continuously compressed except for pre-tightening force; and at this moment, a suspension is in a balance static state during load; and

[0036] FIG. 12 is a schematic diagram of a free spring compensation suspension when a suspension in embodiment 4 of the present invention is in dynamic deflection; a free spring and a compensation spring are designed in series; at this moment, a suspension load is greater than a compensation interval; the free spring is in a largest compression state; the compensation spring is continuously compressed; and at this moment, a suspension is in a large compression state.

DETAILED DESCRIPTION

[0037] By referring to FIG. 1, FIG. 2 and FIG. 3, in embodiment 1, a vehicle frame (1), a compensation spring pre-tightening device (2), a compensation spring (3), a vibration isolation block (4), a guide mechanism (5), a free spring (6), a light damping shock absorber (7) and a wheel (8) are shown in the figures.

[0038] The suspension in the present invention comprises a vehicle frame 1, a compensation spring pre-tightening device 2, a compensation spring 3, a vibration isolation block 4, a guide mechanism 5, a free spring 6, a light damping shock absorber 7 and a wheel 8, wherein an elastic element is formed by combining the free spring 6 (the free spring 6 is a helical spring) and the compensation spring 3 (the compensation spring 3 is a helical spring) in parallel. When a vehicle is static or in a balance state, a load generated by a wheel to the suspension is borne jointly by the free spring 6 and the compensation spring 3. When the suspension load is at a compensation interval (the compensation interval is set to have a minimum value of A and a maximum value of B; the suspension load is G0 when the vehicle is at idle load; the suspension load is G when the vehicle is loaded; A<G0<G<B; and the value is a designed minimum range which is generally exceeded in design), lengths of the free spring 6 and the compensation spring 3 are not changed and only the vibration isolation block 4 is deformed to a certain degree, i.e., a suspension stroke is only slightly changed along with the change of the load.

[0039] In the suspension, pre-tightening force F of the compensation spring forming the suspension is greater than 1.1(GG0), and elastic support force f provided by the free spring to the vehicle is less than G0.

[0040] When the suspension load is less than 0.9G0, the free spring 6 of the suspension is elongated to bear the entire load; and the length of the compensation spring 3 is not changed and the compensation spring 3 does not bear the load.

[0041] When the suspension load is greater than 1.1(GG0), the free spring 6 of the suspension is continuously compressed to bear part of the load; and the compensation spring 3 is compressed to bear the rest load.

[0042] A most important feature of the technology is that a maximum stroke of the compensation spring 3 is limited by the pre-tightening device 2 and the compensation spring 3 is operated only within a range from static deflection to dynamic deflection of the suspension.

[0043] Nearby the static deflection of the suspension, if the idle load of the suspension is G0 and the suspension load under load is G, then the support force f provided by the free spring 6 of the suspension and the pre-tightening force F of the compensation spring 3 need to simultaneously satisfy the following relationship:

[00001]$\begin{array}{cc}\{\begin{array}{c}f<G_0<G<F+f\\ F+f1.1.Math.G\\ f0.9.Math.G_0\end{array}& \left[\mathrm{Formula}.Math..Math.0001\right]\end{array}$

[0044] Namely, the support force provided by the free spring 6 at this moment is less than a static load borne by the suspension, and part of the load is borne by the compensation spring 3 limited by the pre-tightening force. When the suspension load satisfies the above requirement, if the suspension load is changed within a certain range nearby a static deflection value, due to a compensation effect of the pre-tightening force of the compensation spring 3, the lengths of the free spring 6 and the compensation spring 3 are not changed. Even if a suspension stroke is changed, deformation is generated because the vibration isolation block is compressed, but deformation is very small. An overall effect is that the stroke change of the suspension is small. Within the load range, the stiffness of the suspension is high. When the change of the suspension load exceeds the range, two springs generate corresponding stroke changes and are enough to satisfy a driving requirement of the vehicle.

[0045] Through reasonable design, when the suspension load of the vehicle is changed within a certain range, the suspension stroke is not changed or only slightly changed. This is a characteristic most needed by the suspension of the vehicle. For example, when a wheel is impacted, the suspension is also impacted and the change of the load also generates a vibration impact on a vehicle body. The impact is transferred to other suspensions through the vehicle frame. However, since other suspensions are operated in the compensation interval, if the change of the load due to the impact is in the compensation interval of other suspensions, the strokes of other suspensions are not changed or slightly changed and the entire vehicle body still keeps a relative balance state. Similarly, if the vehicle is changed within the range of the compensation interval due to changes of speed, directions and loads, the change of the suspension load can also be compensated by the compensation spring 3 of the suspension. The suspension stroke still keeps a required stable state and the vehicle can keep good controllability and stability without affecting comfort of the vehicle.

[0046] By referring to FIG. 4, FIG. 5 and FIG. 6, in embodiment 2, the compensation spring (3), the vibration isolation block (4), the free spring (6) and the wheel (8) are shown.

[0047] In embodiment 2, an elastic element of the suspension of the vehicle in the present invention also comprises a free spring 6 and a compensation spring 3, wherein the compensation spring 3 is an inflating spring and the free spring 6 is a leaf spring.

[0048] The role of the compensation spring 3 in the present embodiment is the same as the role of the compensation spring 3 in embodiment 1. The role of the leaf spring is the same as the role of the free spring 6 in embodiment 1. A difference is that the inflating spring has characteristics of a pre-tightening spring without a need of adding a pre-tightening device. The leaf spring can also perform a role of guiding connection. The structure of the suspension can adopt a simpler design. Meanwhile, vibration isolation performance of the inflating spring is already excellent, and the added vibration isolation block 4 can further reduce noise. The leaf spring has a certain shock absorbing effect. If a requirement for shock absorbing is not high, a design of canceling the shock absorber can be adopted. In the suspension, pre-tightening force F of the inflating spring forming the suspension is greater than 1.1(GG0), and elastic support force f provided by the free spring to the vehicle is less than G0.

[0049] By referring to FIG. 7, FIG. 8 and FIG. 9, in embodiment 3, a free spring (6), a light damping shock absorber (7), a guide cylinder (11), a compensation spring (3) and a wheel (8) are shown.

[0050] In embodiment 3, an elastic element of the suspension of the vehicle in the present invention also comprises a free spring 6 and a compensation spring 3, wherein the compensation spring 3 is a helical spring and the free spring 6 is a helical spring.

[0051] The role of the compensation spring 3 in the present embodiment is the same as the role of the compensation spring 3 in embodiment 1. The role of the free spring 6 is the same as the role of the free spring 6 in embodiment 1. A difference is that the compensation spring 3 and the free spring 6 are connected in series in the present embodiment. The guide cylinder 11 of the free spring 6 is connected to the light damping shock absorber 7, and not only performs a spring guiding effect, but also limits the stroke of the free spring 6, so that elastic support force provided by the free spring 6 satisfies f<G0 and pre-tightening force F of the compensation spring is simultaneously designed to be greater than G.

[0052] Nearby the static deflection of the suspension, if the idle load of the suspension is G0 and the suspension load under load is G, then the support force f provided by the free spring 6 of the suspension and the pre-tightening force F of the compensation spring 3 have the following relationship:

[00002]$\begin{array}{cc}\{\begin{array}{c}f<G_0<G<F\\ F1.1.Math.G\\ f0.9.Math.G_0\end{array}& \left[\mathrm{Formula}.Math..Math.0002\right]\end{array}$

[0053] In the suspension, to increase controllability of the vehicle, pre-tightening force F of the compensation spring 3 forming the suspension is greater than 1.1G, and elastic support force f provided by the free spring 6 to the vehicle is less than 0.9G0.

[0054] By referring to FIG. 10, FIG. 11 and FIG. 12, in embodiment 4, a free spring (6), a light damping shock absorber (7), a guide cylinder (11), a compensation spring (3) and a wheel (8) are shown.

[0055] In embodiment 4, an elastic element of the suspension of the vehicle in the present invention also comprises a free spring 6 and a compensation spring 3, wherein the compensation spring 3 is a helical spring 3 and the free spring 6 is a helical spring 6.

[0056] The role of the compensation spring 3 in the present embodiment is the same as the role of the compensation spring 3 in embodiment 3. The role of the free spring 6 is the same as the role of the free spring 6 in embodiment 3. A difference is that the compensation spring 3 is at a lower part and the free spring 6 is at upper part in the present embodiment. The guide cylinder 11 of the free spring 6 is connected to the light damping shock absorber 7, and not only performs a spring guiding effect, but also limits that elastic support force provided by the free spring 6 satisfies f<G0 and pre-tightening force F of the compensation spring 3 is simultaneously designed to be greater than G.

[0057] A specific structure is as follows: an upper end of the free spring 6 is connected with the vehicle frame 1, and a lower end is connected with an upper end of the light damping shock absorber 7; a guide cylinder 11 is connected to an upper end of an outer wall of the light damping shock absorber 7; an upper end of the compensation spring 3 is connected with a lower end of the light damping shock absorber 7; a lower end of the compensation spring 3 is connected with the guide mechanism 5; the compensation spring pre-tightening device 2 is installed at the connecting end; and the free spring 6, the light damping shock absorber 7 and the compensation spring 3 are successively connected between the vehicle frame 1 and the guide mechanism 5 to form series connection installation.

[0058] By summarizing the above description and embodiments, the design method and the structure of the suspension for the vehicle in the present invention are different from those of an existing suspension device for the vehicle. The suspension device of the present invention realizes a characteristic of mutual automatic compensation of a plurality of suspensions for the vehicle by means of combination and compensation of more than two elastic elements of the suspension, and provides a new design method for satisfying controllability and comfort requirements of the suspension.

[0059] Above embodiments are only used to illustrate design principles of the present invention. Practical design and structure may be greatly changed. For example, not only the range of the compensation interval needs to satisfy A<G0<G<B, but also a design that BA is greater than (GG0)50% or more is made, and a design that BA is greater than GG0 may be made for a special vehicle. In addition, the size of the load can be detected, and the size of BA value is dynamically adjusted through an adjusting device, so as to satisfy higher comfort requirements. In summary, through the design of the compensation interval in the patent, an influence generated by a single suspension on the vehicle body can be compensated and corrected through other suspensions; finally, vibration of the vehicle body can be kept and reduced; and controllability and comfort can be simultaneously enhanced. The design and the device are realized by pre-tightening the compensation spring. The design and the structure for realizing an automatic suspension function of the suspension through spring pre-tightening are within a protection scope of the patent.

[0060] On one hand, the suspension adopting this design has good geometric deformation capability, has a capability of absorbing impacts from a pavement and effectively reduces or avoids the vibration of the vehicle body; and on the other hand, when the suspension is at static deflection, the suspension load has the automatic compensation function, so that when the vehicle is changed in speed, directions and loads, excessive change of the suspension stroke can be effectively reduced or avoided, thereby effectively solving a contradiction between riding comfort and control stability of the vehicle. The suspension has a use effect equaling or exceeding an electronically controlled active suspension on a general vehicle.

[0061] The above describes preferred embodiments and used technical principles of the present invention. For those skilled in the art, any equivalent transformation, simple replacement and other apparent changes based on technical solutions of the present invention without departing from spirits and scopes of the present invention belong to a protection scope of the present invention.