阅读说明：本技术 车轮悬架组件 (Wheel suspension assembly ) 是由 L·哈尔伯格 M·埃德伯格 于 2020-03-18 设计创作，主要内容包括：本发明涉及一种车轮悬架组件(1),其包括悬架弹簧(101)、和布置成控制所述悬架弹簧(101)的刚度的至少一个控制部件(103)。控制部件(103)可相对于所述悬架弹簧(101)在缩回位置和前进位置之间移位,在缩回位置,控制部件(103)不干涉悬架弹簧(101)的操作,在前进位置,控制部件(103)以增大所述悬架弹簧(101)的刚度的方式干涉悬架弹簧(101)的操作。车轮悬架组件(1)还包括偏置装置(105),其配置成朝所述缩回位置偏置所述控制部件。(The invention relates to a wheel suspension assembly (1) comprising a suspension spring (101), and at least one control component (103) arranged to control the stiffness of the suspension spring (101). The control member (103) is displaceable relative to said suspension spring (101) between a retracted position, in which the control member (103) does not interfere with the operation of the suspension spring (101), and an advanced position, in which the control member (103) interferes with the operation of the suspension spring (101) in such a way as to increase the stiffness of said suspension spring (101). The wheel suspension assembly (1) further comprises biasing means (105) configured to bias the control member towards the retracted position.)

1. A wheel suspension assembly (1) comprising:

a suspension spring (101) for supporting the suspension,

at least one control component (103) arranged to control the stiffness of the suspension spring,

wherein the control member is displaceable relative to the suspension spring between a retracted position in which the control member does not interfere with operation of the suspension spring and an advanced position in which the control member interferes with operation of the suspension spring in a manner that increases the stiffness of the suspension spring, and

a biasing device (105) configured to bias the control component towards the retracted position.

2. The wheel suspension assembly of claim 1, wherein the control component in the forward position reduces an effective length (901) of the suspension spring.

3. The wheel suspension assembly of any preceding claim, wherein in the forward position the control component intersects the suspension spring.

4. The wheel suspension assembly of any preceding claim, wherein the control component is displaceable in a direction transverse to a longitudinal axis of the suspension spring.

5. Wheel suspension assembly according to any of the preceding claims, wherein the suspension spring is a helical spring and wherein the control part is arranged to protrude between the coils (101') of the helical spring in the advanced position.

6. Wheel suspension assembly according to any of the preceding claims, wherein the wheel suspension assembly comprises a support member (107) arranged to support the control member in the advanced position.

7. Wheel suspension assembly according to claim 6, wherein the support component comprises at least one slot (109), the control component being arranged within the slot and displaceable along the slot.

8. The wheel suspension assembly as claimed in any one of the above claims, wherein the wheel suspension assembly comprises a plurality of control components arranged to influence the suspension spring at several spaced apart positions along its longitudinal axis.

9. The wheel suspension assembly of claim 8, wherein the plurality of control components are arranged parallel to each other.

10. Wheel suspension assembly according to claim 8 or 9, wherein the biasing means comprises a plurality of control springs (106), wherein each control part of the plurality of control parts is coupled with a respective control spring.

11. The wheel suspension assembly of claim 10, wherein at least two of the plurality of control springs are arranged to have different stiffnesses.

12. The wheel suspension assembly according to any of claims 8-11, wherein the wheel suspension assembly has a wheel connection side (111) and a body connection side (113), wherein control components located closer to the wheel connection side are biased more strongly towards the retracted position than control components located closer to the body connection side.

13. The wheel suspension assembly according to any one of claims 10 to 11, wherein the wheel suspension assembly has a wheel connection side and a body connection side, wherein the stiffness of the control spring increases from the body connection side towards the wheel connection side.

14. The wheel suspension assembly according to any of the preceding claims, wherein the control member is displaceable in a direction perpendicular to the longitudinal axis of the suspension spring.

15. The wheel suspension assembly according to any of the preceding claims, wherein the control member is slidably displaceable when the wheel suspension assembly is subjected to a force perpendicular to the longitudinal axis of the suspension spring.

Technical Field

The present invention relates to a wheel suspension assembly having independent left and right sides.

Background

Conventional wheel suspension assemblies typically include an anti-roll bar designed to transfer the suspension stiffness of a wheel pair from the wheel suspension on one side of the vehicle to the wheel suspension on the other side of the vehicle (e.g., from the front left wheel to the front right wheel). This causes the vehicle to lean or roll less during sharp turns. However, if the wheels of the vehicle on one side hit a bump, the anti-roll bar also transfers stiffness to the other side, thus causing the pitch to also transfer to the wheels on the other side. This reduces the comfort of the occupants of the vehicle when the vehicle bumps into the bumps. Thus, conventional anti-roll bars provide a tradeoff between cornering comfort and one-sided jounce handling.

US 4,832,321 discloses a coil spring for a suspension of a vehicle comprising a series of plates with tapered edges projecting between the coils of the spring. The plate is mounted on a peg parallel to the longitudinal axis of the spring, the peg being movable towards or away from the longitudinal axis of the spring. The movement of the plate toward or away from the spring that occurs causes thick or thin regions of the tapered edge of the plate to be placed between the spring coils, thus changing the degree to which the spring rate is reinforced by the plate.

This allows the user to control the stiffness of the suspension of the vehicle by adjusting the position of the peg. However, this adjustment needs to be made while the vehicle is stationary. Therefore, this assembly cannot be used to actively control suspension stiffness in real time based on current driving conditions.

Disclosure of Invention

It is an object of the present invention to mitigate at least some of the mentioned drawbacks of the prior art and to provide a wheel suspension assembly which actively controls the suspension stiffness based on the current driving conditions and which combines cornering comfort with one-sided bump handling capability, thus eliminating the need for conventional anti-roll bars. This and other objects that will become apparent hereinafter are achieved by a wheel suspension assembly as defined in the appended independent claim.

In this application, the term "exemplary" is to be understood as an example, instance, or illustration.

The invention is based on the recognition that the disadvantage of stiffness transfer when a bump is hit on one side can be avoided by separating the conventional anti-roll bar into two separate and independent curve handling functions. In the present invention, each wheel in a wheel pair is provided with a wheel suspension having its own integrated anti-roll function. This is advantageous because such a wheel suspension assembly enables cornering comfort to be combined with a one-sided jounce treatment.

The invention is also based on the recognition that: this may be achieved by connecting the suspension springs of the wheel suspension assembly to a support member having a horizontally extending slot in which a spring-loaded rod or control member is adapted to slide when the vehicle is turning. The springs connected to the control component have different spring constants so that the sharper the vehicle turns, the more the control component will engage into the suspension spring, thus stiffening it. In addition to the suspension springs, the suspension can have additional components, such as shock absorbers and/or additional springs, to improve ride comfort.

The invention is also based on the recognition that a wheel suspension assembly is provided which is capable of increasing the comfort when driving on a steep incline. In this case, the control member is subjected to a force of gravity having a component in a direction parallel to the sliding direction of the control member. This causes a certain number of control components to engage into the suspension spring, thus causing the suspension spring to stiffen and the vehicle to lean less under these conditions.

Finally, the wheel suspension assembly of the invention can also be implemented in the driving direction of the vehicle such that the front suspension stiffens when braking or driving downhill and the rear suspension stiffens when accelerating or driving uphill.

According to a first aspect of the present invention there is provided a wheel suspension assembly. The wheel suspension assembly comprises a suspension spring and at least one control component arranged to control the stiffness of said suspension spring. The control member is displaceable relative to the suspension spring between a retracted position in which the control member does not interfere with operation of the suspension spring and an advanced position in which the control member interferes with operation of the suspension spring in a manner that increases the stiffness of the suspension spring. The wheel suspension assembly further comprises biasing means (biasing means) configured to bias the control member towards the retracted position.

Having a wheel suspension assembly as described above enables the stiffness of either wheel to be controlled individually. For example, the wheel suspension assembly of the present invention may be provided in association with either wheel, a single wheel pair of the vehicle, or for all wheels of the vehicle. Thus, certain driving conditions and conditions cause an increase in the stiffness of the wheel suspension assembly, while other driving conditions or conditions do not cause an increase in the stiffness of the suspension spring.

According to an exemplary embodiment of the invention, the control member is displaceable relative to said suspension spring between a retracted position, in which the control member does not limit the compression of the suspension spring, and an advanced position, in which the control member limits the compression of the suspension spring in such a way as to increase the stiffness of said suspension spring.

According to an exemplary embodiment of the invention, said control member in said advanced position reduces the effective length of the suspension spring.

The effective length of the suspension spring is understood to be the distance the suspension spring can be elastically compressed due to the axial forces acting on the spring from the vehicle body and the wheel.

Since the spring constant of a spring is inversely proportional to its length, decreasing the effective length of the spring increases the effective spring constant of the spring. Therefore, if in the forward position, the control component increases the effective spring constant of the suspension spring. When a stiff spring is required, for example in a sharp turn, one-sided spring stiffening is achieved by letting the control member for the wheel on only one side of the vehicle move to the advanced position.

According to an exemplary embodiment of the invention, in the forward position, the control member intersects the suspension spring. This reduces the effective length of the spring and therefore increases the effective spring constant, as described above. The intersection may be partial, in which the control element intersects half of the spring coil, or full, in which the control element intersects the entire spring coil, i.e. extends through the spring coil.

According to an exemplary embodiment of the invention, the control member is displaceable in a direction transverse to a longitudinal axis of the suspension spring.

According to an exemplary embodiment of the invention, the suspension spring is a helical spring and the control member is arranged to protrude between the coils of the spring in the advanced position. The at least one control part fixes a part of the coil relative to the vehicle body by means of the coil protruding from the spring. This reduces the effective length of the coil, thus increasing its stiffness.

According to an exemplary embodiment of the invention, the wheel suspension assembly comprises a support member arranged to support the control member in the advanced position. In an exemplary embodiment, the support member is arranged to support the control member in both the advanced position and the retracted position. The support member may be fixedly attached to the vehicle body, or the support member may be connected to the vehicle body by a support spring. The support springs increase ride comfort by allowing smooth ride, as compared to suspension assemblies that are fixedly attached to the vehicle body.

According to an exemplary embodiment of the invention, the support member comprises at least one slot, the control member being arranged in the slot and the control member being displaceable along the slot. Alternatively, the slot may be referred to as a track or recess within which the control member is slidably disposed. The position of the slot relative to the suspension spring is such that the control member enters the suspension spring between its coils when moving from the retracted position to the advanced position.

According to an exemplary embodiment of the invention, the wheel suspension assembly comprises a plurality of control components arranged to influence the suspension spring at spaced apart positions on the longitudinal axis of the suspension spring. This enables the suspension spring to be progressively stiffened by engaging the suspension spring one control component at a time.

According to an exemplary embodiment of the invention, a plurality of control members are arranged parallel to each other. The control member may for example be arranged in the same direction as the centrifugal force due to sharp turns, or braking or rapid acceleration of the vehicle to which the wheel suspension assembly is connected. The wheel suspension assembly, when attached between the wheel and the vehicle body, may be oriented such that the control spring biases the control member in a direction toward a vehicle centerline that extends perpendicular to the longitudinal direction of the vehicle. This allows a certain number of control members to slide into engagement with the suspension springs on the respective rear or front pair of wheels due to inertial forces caused by acceleration or deceleration of the vehicle.

According to an exemplary embodiment of the invention, the biasing device comprises a plurality of control springs, wherein each control member of the plurality of control members is coupled to a respective control spring. This enables biasing the control members individually towards the retracted position such that they are movable between the retracted position and the advanced position independently of each other.

According to an exemplary embodiment of the invention, at least two of the control springs are arranged to have different stiffnesses. By providing control springs for a plurality of control members with different spring constants or stiffness, it is possible to control at which centrifugal force each individual control member moves from the retracted position to the advanced position. Therefore, the suspension spring can be gradually hardened according to the magnitude of the centrifugal force due to a sharp turn or rapid acceleration or deceleration. In other words, the sharper the vehicle is turned, the stiffer the suspension spring on one side of the vehicle becomes.

According to an exemplary embodiment of the invention, the wheel suspension assembly has a wheel connection side and a vehicle body connection side, wherein the control member positioned closer to the wheel connection side is biased more strongly towards the retracted position than the control member positioned closer to the vehicle connection side.

According to an exemplary embodiment of the invention, the wheel suspension assembly has a wheel connection side and a vehicle body connection side, wherein the stiffness of the control spring increases from the vehicle body connection side towards the wheel connection side.

According to an exemplary embodiment of the invention, the control member is displaceable in a direction perpendicular to a longitudinal axis of the suspension spring.

According to an exemplary embodiment of the invention, the control member is slidably displaceable if the wheel suspension assembly is subjected to a force perpendicular to the longitudinal axis of the suspension spring. The control member and the control spring are configured such that the control member moves from the retracted position to the advanced position upon the control member being subjected to a force exceeding a predetermined threshold. The predetermined threshold value may vary from one control component to another, wherein the threshold value increases from the control component positioned closest to the vehicle body attachment side toward the control component positioned closest to the wheel attachment side.

According to a second aspect of the invention, a vehicle is provided having a wheel suspension assembly according to the first aspect of the invention. It will be appreciated that embodiments of the first aspect of the invention are equally applicable to the second aspect of the invention.

In general, all terms used in the specification should be interpreted according to their ordinary meaning in the technical field, unless explicitly defined otherwise herein. All references to "a/an/the [ element, device, component, means, step, etc ]" are to be interpreted openly as referring to at least one instance of said element, device, component, means, step, etc., unless explicitly stated otherwise.

Drawings

The features and advantages of the invention will now be further elucidated and described in more detail with reference to the appended drawings showing different embodiments of a wheel suspension assembly according to the invention and a vehicle provided with such an assembly. Wherein the content of the first and second substances,

figure 1a is a schematic view of a wheel suspension assembly according to a first aspect of the invention,

fig. 1b is a schematic view of the wheel suspension assembly of fig. 1a, when the various control components have been moved to an advanced position and the suspension springs have been partially compressed,

FIG. 1c is a schematic view of the wheel suspension assembly of FIG. 1a, when more control components have been moved to an advanced position, and thus further rigidifying the suspension springs, and

figure 2a is a schematic view showing the attachment of a wheel suspension assembly to a front and rear wheel pair of a vehicle,

fig. 2b is a schematic cross-sectional view showing the wheel suspension assembly attached to a wheel of a vehicle.

Detailed Description

Some embodiments of the invention are described in the detailed description that follows. However, it is to be understood that the features of the different embodiments are interchangeable between the embodiments and can be combined in different ways, unless specifically stated otherwise. While numerous specific details are set forth in the following description in order to provide a more thorough understanding of the invention, it will be apparent to those skilled in the art that the invention may be practiced without these specific details. In other instances, well-known structures or functions have not been shown in detail to avoid obscuring the invention.

Fig. 1a is a schematic view of a wheel suspension assembly 1 according to a first aspect of the invention. The wheel suspension assembly 1 comprises a shock absorber 102 and a suspension spring 101 connected to the shock absorber 102. The damper 102 has: a wheel connection side 111 arranged to be connected to a wheel of a vehicle; and a vehicle body attachment side 113 arranged to be attached to a vehicle body. Suspension spring 101 extends between sides 111, 113 of shock absorber 102 and exerts a force that opposes compression of shock absorber 102. The suspension spring 101 is a coil spring, and its end portion abuts against the corresponding leg surface portion 104 on each end portion 111, 113 of the shock absorber 102.

The wheel suspension assembly 1 further comprises a control member 103 or control rod which is slidably arranged such that they are movable between a retracted position, in which they do not interfere with the compression or elongation of the suspension spring 101, and an advanced position, in which the control member 103 protrudes between the coils 101' of the suspension spring 101. This causes the effective length 901 of the suspension spring 101 to decrease, thus increasing its stiffness. Thus, the stiffness of the suspension spring 101 can be controlled by selectively engaging the suspension spring 101 with a number of control components 103, which number is determined by the need for suspension stiffness, i.e. the current driving conditions. However, in fig. 1a, all control members 103 are in a retracted position.

The control component 103 is arranged within a support component 107 or housing, which is arranged adjacent to the suspension spring 101. The support member 107 comprises a plurality of slots 109 or rails within which the control member 103 is slidably arranged. In the illustrated embodiment, the support members 107 are disposed on both sides of the suspension spring 101 such that when the control member 103 protrudes through the coil 101' of the suspension spring 101, the control member can be received by the slot 109 on the portion of the support member 107 on the opposite side of the suspension spring 101. This increases the stability of the control part 103, as they lock the coils 101' of the suspension spring 101 in place.

The support member 107 comprises a support spring 108 which, in addition to being attached to the vehicle body connection side 113 of the shock absorber 102, can be used for attaching the wheel suspension assembly 1 to a vehicle. The support springs 108 further increase the driving comfort by absorbing a part of the shock and vibration from the road surface, and smooth out the "step jump" that can be felt in the vehicle when each control component is engaged into the suspension spring.

The slot 109 is arranged to guide the control member 103 in a direction between the retracted position and the advanced position. In the illustrated embodiment, this direction is perpendicular to the longitudinal axis of the suspension spring 101. However, variations in this angle are conceivable, depending for example on the spring geometry or the relative position of the control part 103 and the suspension spring 101.

The control member 103 is disposed in each slot 109 inside the support member 107 at positions spaced apart in a direction parallel to the longitudinal axis of the suspension spring 101. Therefore, each control component 103 is arranged to engage a different portion of the suspension spring 101 than the other control components 103.

Furthermore, the wheel suspension assembly 1 comprises a biasing device 105 configured to bias the control member 103 towards the retracted position. The biasing arrangement 105 comprises a plurality of control springs 106, and each of the control components 103 is coupled to a respective control spring 106. This enables the biasing strength of the control member 103 to be controlled individually by providing different control members 103 with control springs 106 having different stiffness. The control spring 106 extends between one end of the control member 103 and the support member 107, so that the control member 103 is connected to the support member 107 through the control spring 106. In the illustrated embodiment, the stiffness of the control spring 106 closest to the wheel attachment side 111 is greater than the stiffness of the control spring 106 located directly adjacent thereto towards the vehicle body attachment side 113 of the wheel suspension assembly 1. This is true for each control spring 106, i.e., the stiffness decreases gradually toward the vehicle body attachment side 113. Therefore, the control part 103 located closer to the wheel connection side 111 is biased more strongly toward the retracted position than the control part 103 located closer to the vehicle connection side 113.

Fig. 1b is a schematic view of the wheel suspension assembly 1 of fig. 1 a. Here, a certain number of control members 103 have been moved to the advanced position, and the suspension spring 101 has been partially compressed. This may for example explain how the wheel suspension assembly 1 will look when the vehicle to which the wheel suspension assembly 1 is attached is turning sharply at a moderate degree. The control member 103 is subjected to a centrifugal force sufficient to overcome the bias of the three control springs 106 located closest to the vehicle body attachment side 113, but insufficient to overcome the bias force of the remaining control springs' 106. Therefore, the three control components 103 located closest to the vehicle body attachment side 113 are displaced to the advanced position by the centrifugal force so that they intersect with the suspension spring 101. This shortens the effective length 901 of the suspension spring 101, thus increasing the effective spring constant of the suspension spring.

Fig. 1c, like fig. 1b, is a schematic view of the wheel suspension assembly 1 from fig. 1 a. Here, more of the control member 103 has moved to the advanced position than in the case of fig. 1b, thus further reducing the effective length 901 of the suspension spring 101. This may for example explain how the wheel suspension assembly 1 will look when the vehicle to which the wheel suspension assembly 1 is attached is turning sharply.

Fig. 2a is a schematic view showing the wheel suspension assembly 1 when attached between the wheels 501, 502, 503, 504 of the front and rear wheel pairs of the vehicle 5. Fig. 2b is a schematic cross-sectional view showing the wheel suspension assembly 1 when attached to a wheel 501, 502, 503, 504 of a vehicle 5. Each wheel 501, 502, 503, 504 has a wheel suspension assembly 1 as described in fig. 1 a-1 c, so that the suspension stiffness of a particular wheel can be controlled individually. When attached to the wheels 501, 502, 503, 504 of the vehicle 5, the wheel suspension assembly 1 is oriented such that the control spring 106 biases the control member 103 in a direction towards a vehicle centre line parallel to the longitudinal extension of the vehicle 5. This allows a certain number of control members 103 of the wheel suspension assembly 1 located on the outer side of the curve to slide into engagement with the suspension springs 101 due to the centrifugal force generated when the vehicle 5 makes a sharp turn. In the event of a sharp turn of the vehicle 5 to the right, this stiffens the suspension spring 101 on the wheels 501, 503 on the outside of the curve, while the suspension stiffness of the wheels 502, 504 on the inside of the curve remains unaffected. In other words, if the vehicle 5 makes a sharp turn to the right, a certain number of the control parts 103 of the front and rear left wheels 501, 503 will slip due to the centrifugal force exceeding the bias of the control springs 106 to engage the suspension springs 101 of these wheels 501, 503 and thereby stiffen these suspension springs and reduce the amount of roll of the vehicle 5. The control components 103 of the wheel suspension assembly 1 disposed at the right front and rear wheels 502, 504 will not slide to engage the suspension springs 101. If the vehicle 5 makes a sharp turn to the left, the opposite occurs.

With the wheel suspension assembly 1 of the invention and attached to the vehicle 5 in the manner described above, each wheel 501, 502, 503, 504 has an individual suspension stiffness control based on the current driving conditions. If travelling straight at a given speed, no centrifugal or inertial forces will act on the control part 103 of the wheel suspension assembly 1 of each wheel 501, 502, 503, 504. Therefore, the control spring 106 holding the control member 103 is not loaded, so that the control member 103 stays at the retracted position. This means that the suspension springs 101 of each wheel 501, 502, 503, 504 will act as independent springs, without additional stiffening with respect to each other.

The person skilled in the art realizes that the present invention by no means is limited to the embodiments described above. The features of the described embodiments may be combined in different ways and many modifications and variations are possible within the scope of the appended claims. In the claims, any reference signs placed between parentheses shall not be construed as limiting the claim. The word "comprising" does not exclude the presence of other elements or steps than those listed in a claim. The word "a" or "an" preceding an element does not exclude the presence of a plurality of such elements.