CN118927881A - A wire-controlled angle drive electronically controlled suspension system - Google Patents
A wire-controlled angle drive electronically controlled suspension system Download PDFInfo
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- CN118927881A CN118927881A CN202411008497.1A CN202411008497A CN118927881A CN 118927881 A CN118927881 A CN 118927881A CN 202411008497 A CN202411008497 A CN 202411008497A CN 118927881 A CN118927881 A CN 118927881A
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- height sensor
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- 239000000725 suspension Substances 0.000 title claims abstract description 84
- 239000006096 absorbing agent Substances 0.000 claims abstract description 8
- 230000035939 shock Effects 0.000 claims abstract description 8
- 230000001133 acceleration Effects 0.000 claims description 21
- 238000013016 damping Methods 0.000 abstract description 8
- 230000008901 benefit Effects 0.000 abstract description 5
- 238000005457 optimization Methods 0.000 description 24
- 238000013461 design Methods 0.000 description 11
- 230000008859 change Effects 0.000 description 10
- 238000012360 testing method Methods 0.000 description 7
- 238000000034 method Methods 0.000 description 6
- 238000000540 analysis of variance Methods 0.000 description 4
- 238000005516 engineering process Methods 0.000 description 4
- 238000012546 transfer Methods 0.000 description 4
- 230000009471 action Effects 0.000 description 3
- 238000011161 development Methods 0.000 description 3
- 230000008569 process Effects 0.000 description 3
- 238000004088 simulation Methods 0.000 description 3
- 238000004458 analytical method Methods 0.000 description 2
- 238000004422 calculation algorithm Methods 0.000 description 2
- 238000010146 3D printing Methods 0.000 description 1
- 229910001094 6061 aluminium alloy Inorganic materials 0.000 description 1
- 229910001141 Ductile iron Inorganic materials 0.000 description 1
- 241001544487 Macromiidae Species 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000003139 buffering effect Effects 0.000 description 1
- 238000004891 communication Methods 0.000 description 1
- 238000011217 control strategy Methods 0.000 description 1
- 238000005265 energy consumption Methods 0.000 description 1
- 238000003912 environmental pollution Methods 0.000 description 1
- 230000005284 excitation Effects 0.000 description 1
- 230000002349 favourable effect Effects 0.000 description 1
- 230000005484 gravity Effects 0.000 description 1
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- 238000009434 installation Methods 0.000 description 1
- 230000010354 integration Effects 0.000 description 1
- 238000003754 machining Methods 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 238000013433 optimization analysis Methods 0.000 description 1
- 230000000630 rising effect Effects 0.000 description 1
- 238000010206 sensitivity analysis Methods 0.000 description 1
- 238000007619 statistical method Methods 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
- 230000004580 weight loss Effects 0.000 description 1
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G7/00—Pivoted suspension arms; Accessories thereof
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G11/00—Resilient suspensions characterised by arrangement, location or kind of springs
- B60G11/26—Resilient suspensions characterised by arrangement, location or kind of springs having fluid springs only, e.g. hydropneumatic springs
- B60G11/27—Resilient suspensions characterised by arrangement, location or kind of springs having fluid springs only, e.g. hydropneumatic springs wherein the fluid is a gas
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G11/00—Resilient suspensions characterised by arrangement, location or kind of springs
- B60G11/26—Resilient suspensions characterised by arrangement, location or kind of springs having fluid springs only, e.g. hydropneumatic springs
- B60G11/28—Resilient suspensions characterised by arrangement, location or kind of springs having fluid springs only, e.g. hydropneumatic springs characterised by means specially adapted for attaching the spring to axle or sprung part of the vehicle
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
- B60G17/019—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the type of sensor or the arrangement thereof
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D7/00—Steering linkage; Stub axles or their mountings
- B62D7/18—Steering knuckles; King pins
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
- B60G2202/10—Type of spring
- B60G2202/15—Fluid spring
- B60G2202/152—Pneumatic spring
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
- B60G2400/25—Stroke; Height; Displacement
- B60G2400/252—Stroke; Height; Displacement vertical
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2500/00—Indexing codes relating to the regulated action or device
- B60G2500/20—Spring action or springs
- B60G2500/202—Height or leveling valve for air-springs
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2500/00—Indexing codes relating to the regulated action or device
- B60G2500/30—Height or ground clearance
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
- B60G2800/90—System Controller type
- B60G2800/91—Suspension Control
- B60G2800/914—Height Control System
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
本发明涉及一种线控角驱动电控悬架系统，属于车辆悬架技术领域。本发明提供一种线控角驱动电控悬架系统，其针对集成式角驱动模块的布置空间约束，以及复杂工况性能要求进行硬点坐标优化，具有结构紧凑、稳定性高、承载力强的优点，同时可通过电子信号实现悬架高度调节以及悬架减震器阻尼调节，实现线控角驱动底盘整车机动性和通过性的提升。本发明的线控角驱动电控悬架系统包括托架总成和悬架子系统；悬架子系统安装于托架总成；托架总成包括托架顶部件、托架中部件和托架底部件；悬架子系统分别与托架顶部件、托架中部件和托架底部件连接。
The present invention relates to a wire-controlled angle drive electronically controlled suspension system, belonging to the technical field of vehicle suspension. The present invention provides a wire-controlled angle drive electronically controlled suspension system, which optimizes hard point coordinates according to the layout space constraints of the integrated angle drive module and the performance requirements of complex working conditions, and has the advantages of compact structure, high stability, and strong bearing capacity. At the same time, the suspension height adjustment and the suspension shock absorber damping adjustment can be realized through electronic signals, so as to improve the maneuverability and passability of the wire-controlled angle drive chassis vehicle. The wire-controlled angle drive electronically controlled suspension system of the present invention includes a bracket assembly and a suspension subsystem; the suspension subsystem is installed on the bracket assembly; the bracket assembly includes a bracket top component, a bracket middle component, and a bracket bottom component; the suspension subsystem is respectively connected to the bracket top component, the bracket middle component, and the bracket bottom component.
Description
Technical Field
The invention belongs to the technical field of vehicle suspensions, and particularly relates to a wire-control angle-driven electric control suspension system.
Background
The electric automobile is favorable for reducing environmental pollution and fossil energy consumption, becomes an important development direction of the automobile industry, and is highly valued in various countries. In recent years, with the rapid development of intelligent and informatization technologies, the electric automobile chassis technology is innovated, and the electric automobile chassis technology is developed from a traditional centralized driving chassis to a wire control chassis, so that the remarkable simplification of a mechanical structure and the high decoupling of a control strategy are realized; further develop to drive-by-wire angle drive chassis, the module adopts drive-braking-turn to-suspension integrated design, realizes the full drive-by-wire of subsystem, realizes whole car high control flexibility, satisfies the "plug and play" characteristic of different configuration chassis.
In order to improve the maneuverability and trafficability of the whole vehicle of the drive-by-wire angle drive chassis, the electric control suspension with flexible control and excellent performance is an important point of design and development. In view of the remarkable disadvantages of difficult arrangement of the hydraulic control module of the hydro-pneumatic suspension, complex supply system and multiple applications in heavy vehicles, the hydro-pneumatic suspension is easy to be interfered by complex electromagnetic environment, high in cost of the electromagnetic damper and less in mature products, and the air suspension is mature by virtue of the technology, wide in application, compact in supply system, easy to be arranged and good in nonlinear characteristic, so that the hydro-pneumatic suspension becomes a preferable scheme of a suspension system of the drive-by-wire angle driving system.
Disclosure of Invention
In view of the analysis, the invention provides a wire-control angle drive electric control suspension system, which optimizes hard point coordinates according to the arrangement space constraint of an integrated angle drive module and the performance requirement of complex working conditions, has the advantages of compact structure, high stability and strong bearing capacity, and can realize suspension height adjustment and suspension shock absorber damping adjustment through electronic signals, thereby realizing the improvement of the whole vehicle maneuverability and trafficability of the wire-control angle drive chassis.
The invention provides a wire-control angle drive electric control suspension system, which comprises a bracket assembly and a suspension subsystem, wherein the bracket assembly comprises a bracket and a bracket assembly body; the suspension frame system is mounted on the bracket assembly;
The bracket assembly comprises a bracket top part, a bracket middle part and a bracket bottom part;
the suspension frame system is respectively connected with the bracket top part, the bracket middle part and the bracket bottom part;
the suspension frame system comprises an upper swing arm assembly, a lower swing arm assembly, a knuckle assembly, a spring damper assembly and a height sensor module assembly;
The upper swing arm assembly is arranged on the middle part of the bracket;
The lower swing arm assembly is arranged on the bottom part of the bracket;
One end of the spring shock absorber assembly is arranged on the top part of the bracket, and the other end of the spring shock absorber assembly is connected with the lower swing arm assembly;
One end of the knuckle assembly is connected with the upper swing arm assembly, and the other end of the knuckle assembly is connected with the lower swing arm assembly.
Optionally, the upper swing arm assembly comprises an upper swing arm, an upper swing arm rear end connecting part, an upper swing arm front end connecting part and an upper swing arm rear end height sensor interface; the rear end connecting part of the upper swing arm is connected with a part in the bracket; the front end connecting part of the upper swing arm is connected with the steering knuckle assembly; the rear end of the upper swing arm is connected with the height sensor module assembly through a height sensor interface.
Optionally, the lower swing arm assembly comprises a lower swing arm, a spherical hinge assembly, a lower swing arm middle end connecting part and a lower swing arm rear end connecting part; the middle end connecting part of the lower swing arm is connected with one end of the spring damper assembly; the spherical hinge assembly is pivoted with the steering knuckle assembly; the rear end connecting part of the lower swing arm is connected with the interface of the lower swing arm.
Optionally, the knuckle assembly includes a knuckle and a knuckle top bushing; one end of the steering knuckle top bushing is connected with the steering knuckle, and the other end of the steering knuckle top bushing is hinged with the swing arm front end connecting part through an upper swing arm front end connecting pin.
Optionally, the air spring damper assembly includes an air spring damper and a lower yoke; the upper end of the air spring damper assembly is connected with the top part of the bracket, and the bottom of the air spring damper is connected with the upper end of the lower fork arm; the lower end of the lower fork arm is pivoted with the lower swing arm assembly.
Optionally, the height sensor assembly comprises a height sensor front end bracket, a height sensor and a height sensor rear end bracket which are sequentially connected; the front end bracket of the height sensor is connected with the upper swing arm; the rear end bracket of the height sensor is connected with the middle part of the bracket.
Optionally, the front end bracket of the height sensor comprises a connecting plate, a first connecting rod and a second connecting rod; one end of the connecting plate is connected with the upper swing arm, and the other end of the connecting plate is connected with one end of the first connecting rod; one end of the first connecting rod is connected with the other end of the second connecting rod; the other end of the second connecting rod is connected with the height sensor; the height sensor is arranged on the rear end bracket of the height sensor.
Optionally, the height sensor is disposed on an inward facing side of the height sensor rear end bracket.
Optionally, the rear end bracket of the height sensor is Z-shaped.
Optionally, a height sensor assembly and/or an acceleration sensor assembly are also included.
Compared with the prior art, the invention has at least the following beneficial effects:
(1) The electric control suspension system adopts a double-cross arm type suspension structure, so that the operation stability of the vehicle at high speed is improved, and the bearing capacity of the whole vehicle is improved.
(2) The electronic control suspension system swing arm, bracket and other parts of the invention are subjected to hard point coordinate optimization, so that the kinematic characteristic of the suspension system is improved, and the maneuverability of the whole vehicle is improved.
(3) Compared with a traditional spiral spring passive suspension, the electric control suspension system provided by the invention has the advantages that the height-adjustable air spring and the damping value-adjustable CDC shock absorber are adopted, the vehicle body posture and the damping value can be adjusted in real time according to complex working conditions, and the maneuverability and smoothness of the whole vehicle are obviously improved.
Drawings
The drawings are only for purposes of illustrating particular embodiments and are not to be construed as limiting the invention.
FIG. 1 is a front view of a bracket assembly of the present invention;
FIG. 2 is a front view of the suspension system of the present invention;
FIG. 3 is a front view of the upper swing arm assembly of the present invention;
FIG. 4 is a front view of the lower swing arm assembly of the present invention;
FIG. 5 is a front view of the knuckle assembly of the present invention;
FIG. 6 is a front view of the air spring damper assembly of the present invention;
FIG. 7 is a front view of the height sensor assembly of the present invention;
FIG. 8 is a graph of the height sensor signal transfer function of the present invention;
FIG. 9 is a front view of the acceleration sensor assembly of the present invention;
FIG. 10 is a graph of the signal transfer function of the acceleration sensor of the present invention;
FIG. 11 is a schematic representation of the kinematic characteristics of the suspension system of the present invention prior to optimization;
FIG. 12 is a schematic representation of the kinematic characteristics of the suspension system of the present invention after optimization;
FIG. 13 is a front elevational view of the air spring damper assembly of the present invention in accordance with the height adjustment principle.
Wherein, 1, a bracket assembly; 101. a bracket top air spring damper interface; 102. the middle part of the bracket is provided with a swing arm interface; 103. a lower swing arm interface at the bottom of the bracket; 104. a bracket middle height sensor interface; 105. a bracket top steering interface; 2. an upper swing arm assembly; 201. an upper swing arm; 202. the rear end of the upper swing arm is connected with a pin; 203. the front end of the upper swing arm is connected with a pin; 204. a bushing at the rear end of the upper swing arm; 205. the rear end of the upper swing arm is provided with a height sensor interface; 3. a lower swing arm assembly; 301. a lower swing arm; 302. a spherical hinge assembly; 303. the middle part of the lower swing arm is connected with a pin; 304. the rear end of the lower swing arm is connected with a pin; 305. a middle end bushing of the lower swing arm; 306. a bushing at the rear end of the lower swing arm; 4. a knuckle assembly; 401. a knuckle; 402. a knuckle top bushing; 5. an air spring damper assembly; 501. an air spring damper; 502. a lower yoke; 503. the top of the air spring damper is connected with a bolt; 504. air spring damper air inlet and exhaust interface; 505. an air spring damper CDC damper control interface; 506. the upper end of the lower fork arm is connected with a bolt; 6. a height sensor assembly; 601. a height sensor; 602. a height sensor front end bracket; 603. a height sensor rear end bracket; 604. a height sensor connection bolt; 7. an acceleration sensor assembly; 701. an acceleration sensor; 702. an acceleration sensor fixed interface; 703. acceleration sensor signal interface.
Detailed Description
In order that the above-recited objects, features and advantages of the present invention will be more clearly understood, a more particular description of the invention will be rendered by reference to the appended drawings and appended detailed description. It should be noted that, without conflict, the embodiments of the present invention and features in the embodiments may be combined with each other. In addition, the invention may be practiced otherwise than as specifically described and thus the scope of the invention is not limited by the specific embodiments disclosed herein.
1-13, A drive-by-wire angle drive electrically controlled suspension system is disclosed, comprising a bracket assembly 1, an upper swing arm assembly 2, a lower swing arm assembly 3, a knuckle assembly 4, an air spring damper assembly 5, a height sensor assembly 6, and an acceleration sensor assembly 7.
Further, the bracket assembly 1 is used as an installation base body of the electric control suspension and is formed by machining QT500 ductile iron materials, and the strength and the light weight are both considered;
further, the bracket assembly 1 comprises a bracket top part, a bracket middle part and a bracket bottom part;
Further, the bracket top piece is provided with an air spring damper interface 101 and a bracket top turn interface 105;
Further, the bracket middle part is provided with an upper swing arm interface 102 and a height sensor interface 104; an upper swing arm interface 102, a height sensor interface 104 and an acceleration sensor interface 105 are arranged on two sides of the middle part of the bracket;
further, the bracket bottom piece is provided with a lower swing arm interface 103; lower swing arm interfaces 103 are provided on both sides of the carrier base.
Preferably, 2 upper swing arm interfaces 102, height sensor interfaces 104, and lower swing arm interfaces 103 are provided.
Further, an upper swing arm assembly 2, a lower swing arm assembly 3, a knuckle assembly 4, a spring damper assembly 5, a height sensor module assembly 6, and an acceleration sensor assembly 7 are mounted to the bracket assembly 1.
Alternatively, spring damper assembly 5 is an air spring damper assembly. When the vehicle runs over an uneven road surface, the knuckle assembly 4 jumps up and down; the knuckle assembly 4 jumps up and down to drive the upper swing arm assembly 2 and the lower swing arm assembly 3 to do circular motion around the corresponding interfaces of the bracket assembly 1, namely, the bracket middle upper swing arm interface 102 and the bracket bottom lower swing arm interface 103 do circular motion; the lower swing arm assembly 3 moves circularly to drive the spring damper assembly 5 to do piston movement around the central axis of the lower swing arm assembly, so that the buffering and dissipation of the road impact force are realized, and the running smoothness and the operability of the whole vehicle are improved.
Further, the upper swing arm assembly 2 comprises an upper swing arm 201, an upper swing arm rear end connecting part, an upper swing arm front end connecting part and an upper swing arm rear end height sensor interface 205; the rear end connecting part of the upper swing arm is connected with the upper swing arm interface 102; the front end connecting part of the upper swing arm is connected with the steering knuckle assembly 4; the upper swing arm rear end height sensor interface 205 is connected with the height sensor module assembly 6.
Further, the upper swing arm rear end connection includes an upper swing arm rear end connection pin 202 and an upper swing arm rear end bushing 204.
Preferably, the upper swing arm 201 is U-shaped; the front end connecting part of the upper swing arm is arranged at the middle position of the bottom end of the upper swing arm 201; both ends of the upper swing arm 201 are provided with an upper swing arm rear end connecting pin 202, an upper swing arm rear end bushing 204 and an upper swing arm rear end height sensor interface 205.
Further, the lower swing arm assembly 3 comprises a lower swing arm 301, a spherical hinge assembly 302, a lower swing arm middle end connecting part and a lower swing arm rear end connecting part; the middle end connecting part of the lower swing arm is connected with one end of the spring damper assembly 25; the ball hinge assembly 302 is pivoted with the bottom of the knuckle 401; the lower swing arm rear end connection portion is connected with the lower swing arm interface 103.
Preferably, the lower swing arm rear end connection includes a lower swing arm rear end connection pin 304 and a lower swing arm rear end bushing 306.
Preferably, the lower swing arm 301 is Y-shaped; the middle end connecting part of the lower swing arm is arranged at the middle position of the straight part of the Y-shaped lower swing arm 301, see FIG. 4; the spherical hinge assembly 302 is arranged at one end of the straight part of the lower swing arm 301, threads are machined at the bottom of the spherical hinge assembly 302, and the spherical hinge assembly 302 is connected with the front end of the lower swing arm 301 in a threaded fixed connection mode; both ends of the V-shaped part of the lower swing arm 301 are provided with a lower swing arm rear end connecting pin 304 and a lower swing arm rear end bushing 306.
Preferably, the lower swing arm middle end connection includes a lower swing arm middle connection pin 303 and a lower swing arm middle end bushing 305.
Further, the knuckle assembly 4 includes a knuckle 401 and a knuckle top bushing 402.
Preferably, one end of the knuckle top bushing 402 is connected with the knuckle 401, and the other end is hinged with the swing arm front end connecting part through the upper swing arm front end connecting pin 203; the top of the knuckle 401 is connected to one end of a knuckle top bushing 402.
Further, the middle portion of the knuckle 401 is connected to a drive subsystem of the vehicle.
Further, the air spring damper assembly 5 includes an air spring damper 501, a lower yoke 502, an air spring damper top connecting bolt 503, an air spring damper air intake and exhaust interface 504, an air spring damper CDC damper control interface 505, and a lower yoke upper connecting bolt 506.
The upper end of the air spring damper assembly 5 is fixedly connected with the bracket top air spring damper interface 101 through an air spring damper top connecting bolt 503, the bottom of the air spring damper 501 is inserted into the upper end of the lower fork arm 502, and the upper end of the air spring damper assembly is fixedly connected through a lower fork arm 502 connecting bolt; the lower yoke 502 includes two parallel disposed fingers.
Further, the air spring damper air inlet and outlet interface 504 is arranged at the top of the air spring damper and connected with the air source supply system of the electric control suspension, so that air spring inflation and air release are completed, and further the air spring height rising and lowering actions are respectively realized, and the whole vehicle height adjusting function is realized. The air spring damper CDC damper control interface 505 is disposed at the lower part of the air spring damper 501, and can be connected with a controller through a circuit, and the opening of the electromagnetic valve is adjusted under the action of a current signal of the controller, so that the damping stepless adjusting function of the CDC damper is realized.
Preferably, the lower fork arm 502 is formed by 3D printing of 6061 aluminum, has both strength and light weight, and has an upper end fixedly connected with the bottom of the air spring damper 501 and a bottom hinged with the lower swing arm 301 through a connecting pin.
Further, the height sensor assembly 6 includes a height sensor 601, a height sensor front end bracket 602, a height sensor rear end bracket 603, and a height sensor attachment bolt 604.
Preferably, the height sensor front end bracket 602 includes a connection plate, a first link, and a second link; one end of the connecting plate is connected with the height sensor interface 205 at the rear end of the upper swing arm through the height sensor connecting bolt 604, and the other end of the connecting plate is connected with one end of the first connecting rod; one end of the first connecting rod is connected with the other end of the second connecting rod; the other end of the second connecting rod is connected with a height sensor 601; the height sensor 601 is disposed between the second link and the height sensor rear end bracket 603, preferably, disposed on an inward facing side of the height sensor rear end bracket 603; the other end of the height sensor rear end bracket 603 is connected with the height sensor interface 104, and the height sensor rear end bracket 603 is Z-shaped.
Further, when the vehicle runs over the uneven road surface, under the excitation of the vertical unevenness of the road surface, the knuckle assembly 4 jumps up and down to drive the upper swing arm assembly 2 and the lower swing arm assembly 3 to do circular motion, and the height sensor 601 is driven to do circular motion around the hinge position of the first connecting rod and the second connecting rod, so that the relative included angle of the connecting rod of the height sensor 601 is changed; further, the rear end of the height sensor 601 is provided with a PWM electrical interface which is connected with the controller through a circuit; further, the height sensor 601 with the changed connecting rod has a relative included angle, so that the duty ratio of the PWM signal is changed, the PWM signal is connected with the controller through the PWM signal interface, real-time PWM signal duty ratio data are collected, the duty ratio-vehicle body height transfer function is as shown in figure 8, real-time vehicle height data are solved on line, the working frequency of the height sensor 601 is 800Hz, the rotation angle of the first working range is-60 degrees to 60 degrees, the rotation angle of the second working range is 60 degrees to 180 degrees, and the rotation angle of the third working range is 180 degrees to 300 degrees.
Further, the acceleration sensor assembly 7 includes an acceleration sensor 701, an acceleration sensor fixing interface 702, and an acceleration sensor signal interface 703.
Preferably, the acceleration sensor fixing interface 702 is fixedly connected with the acceleration sensor interface 105 in the middle of the bracket through bolts, and the connection stability is enhanced by adopting a diagonal bolt fixing mode. The connecting mode has high integration level, less parts, 30% lower cost and 200g weight loss. In addition, the assembly process is reduced, the production efficiency is improved, and the cost is reduced.
Preferably, the transfer function of the acceleration sensor 701 is as shown in fig. 10, the output acceleration signal is proportional to the current, the working current ranges from 0 mA to 5mA, and the working voltage ranges from 5.5V to 32V. The acceleration signal reflects the road surface unevenness information, the road surface unevenness information is input to the controller through the acceleration sensor signal interface 703, the controller sends out a control signal in real time, the opening of the CDC damping electromagnetic valve is adjusted through the CDC damper control interface 505, and the damping value of the air spring damper assembly 5 is adjusted. In addition, the damping value of the suspension system is adaptively adjusted according to the road surface unevenness, vertical vibration is improved and suppressed, impact on parts of the suspension system is reduced, and durability and reliability are further improved.
Furthermore, the bracket assembly 1, the upper swing assembly arm 2, the lower swing arm assembly 3 and the knuckle assembly 4 are subjected to hard point optimization design.
Further, based on the related structural form of the electric control suspension system, the vehicle types such as Benz GLS and Toyota Land Cruiser of the large-scale off-road vehicle are selected as standard vehicle types, and key design indexes such as suspension structural form, hard point coordinates and arrangement space are deeply analyzed.
Further, comprehensively considering the arrangement method of the electric control suspension system and the design space of the drive-by-wire angle driving system, referring to fig. 2, the arrangement XYZ-direction space of the electric control suspension system is limited to: 350X 450X 350mm; further, the maneuverability and the trafficability of the whole vehicle are comprehensively considered, and the suspension travel is designed to be the wheel runout +/-100 mm by combining with the design of the linear control angle driving system configuration.
Further, dynamic analysis of the suspension subsystem is carried out based on ADAMS/Car, the change rule of core wheel positioning parameters such as camber angle, toe angle, wheel distance and roll center height of the electric control suspension system along with the wheel jump travel is analyzed, and the target to be optimized and the optimization parameters are determined.
Illustratively, as shown in fig. 11, the suspension subsystem of the drive-by-wire angle drive system of the electric vehicle has the following kinematic characteristics before optimization: the suspension subsystem of the drive-by-wire angle drive system of the electric vehicle optimizes the front kinematic characteristics as follows: the maximum value of the roll center height of the suspension system is overlarge, the change range of the wheel internal inclination angle is overlarge, the change range of the toe-in angle of the wheel is overlarge, and the wheel track is overlarge; further, the above four kinematic characteristics, i.e., the camber angle, toe angle, tread and roll center height, are determined as optimization targets.
According to the invention, hard point optimization of the electric control suspension is carried out based on ADAMS/weight, a high-efficiency optimization algorithm is built in software, multi-objective optimization work is carried out by utilizing the platform, and a plurality of design variables with great influence on the performance of the virtual prototype can be filtered and screened. Among them, suspension hard points are key points for determining the kinematic characteristics of the suspension in an automotive suspension system, and these points include, but are not limited to, mounting points of shock absorbers, springs, swing arms, etc., and center points of kinematic pairs. The choice of hard spots has a direct impact on the comfort and handling of the car.
Referring to fig. 3-4, the coordinates of the upper cross arm outer-front point, the upper cross arm outer-rear point, the upper cross arm front point, the upper cross arm rear point, the lower cross arm outer point, the lower cross arm front point and the lower cross arm rear point are selected as optimization parameters.
And (3) starting a multi-objective optimizing test, and then deriving test results and analyzing in detail. Simulation results were analyzed, fitted using analysis of variance (ANOVA), see table 1, and standard deviation statistical methods are provided. Wherein R2 and R2adj are core parameters of multi-objective optimization fitting, R2 and R2adj represent the fitting quality, the value range of R2 is 0 to 1, and the quality is higher as the value is closer to 1. The same applies to the R2adj value, the closer to 0 the lower the quality, and vice versa. P indicates the case of feasible terms in the fit equation, the closer P is to 1, the fewer feasible terms in the fit equation, and the lower the reliability. The R/V value indicates the correlation of the calculated value of the optimizing algorithm with the initial input value, the lower the value the worse, the better the optimization is generally considered if the value is greater than 10, while the greater the likelihood of unreliability is if the value is less than 4.
Each fitting index value of the test is shown in the following table, so that the test obtains quite ideal results, and meanwhile, the fact that the multi-target optimizing test adopts a secondary model is correct in thought, and the efficiency is superior.
Table 1 fitting index values
The coordinates before and after the optimization of the hard points are designed are shown in table 2.
Table 2 hard spots before and after optimization
And (3) re-inputting corresponding hard point coordinates of the suspension according to the harvested optimization results to obtain an optimized template. When the simulation test is carried out again, the same simulation parameters are specified so as to achieve the purpose of controlling the variables. And then analyzing and comparing the kinematic performance before and after suspension optimization, and verifying the reliability of the multi-objective optimization analysis result.
According to the invention, a DOE test design method is adopted to develop optimization parameter sensitivity analysis, an analysis of variance (ANOVA) method is adopted to fit the optimization result, so that the hard point optimization of the parts is realized, and the kinematic characteristic optimization of the electric control suspension system is further realized.
Further, the kinematic characteristics after the optimized design are shown as a dotted line in fig. 12, the roll center height of the electric control suspension system is obviously reduced, so that great benefits are generated for the suspension system and even the anti-roll performance of the whole vehicle, and the wheel track change is limited; after the optimal design, the change range of the camber angle of the suspension system in the wheel jump travel is greatly reduced. The change of the camber angle of the automobile is reduced in the running process, and the camber thrust generated by a suspension system is relieved, so that the transverse stress is restrained from being increased, and the suspension performance and the running stability of the automobile are improved; after optimization, the change range of the toe-in angle of the wheel of the suspension system in the wheel jump travel is obviously reduced, and the change trend is stable and reliable; after optimization, the wheel track change of the suspension system is slightly reduced in the change range of the wheel jump travel; further, after multi-objective optimization, the stability and the operability of the suspension subsystem are obviously optimized, and the optimal design result meets the expectations.
Further, the air spring damper assembly 5 can realize a height adjusting function; further, the height adjusting functions of the air spring damper assembly 5 are raising and lowering functions, respectively.
Specifically, referring to fig. 13, a high pressure air source is connected to an air compressor, and a low pressure air source is in direct communication with the outside atmosphere; the high-pressure air source and the low-pressure air source are connected through a pipeline; an air electromagnetic valve is arranged at the near end of the pipeline away from the high-pressure air source, and a deflation electromagnetic valve is arranged at the near end of the pipeline away from the low-pressure air source; an air compressor branch is arranged on a pipeline at the high-pressure air source side, and two connecting branches of the air compressor are respectively connected with the pipeline and are respectively arranged at two sides of the inflation electromagnetic valve; the air compressor is connected to an air spring damper inlet and outlet port 504 through an air spring solenoid valve.
Further, during the raising of the air spring damper assembly 5, as shown in fig. 13, the electronically controlled suspension controller respectively sends control signals to the air spring solenoid valve, the air charging solenoid valve and the air compressor, so that high-pressure air can flow into the air spring damper 501, thereby raising the height thereof.
Further, the drive-by-wire angle driving system acquires the vehicle body height data in real time based on the height sensor assembly 6, when the vehicle body height reaches the reasonable error range of the vehicle body height, the electric control suspension controller stops sending control signals, the air spring electromagnetic valve and the inflation electromagnetic valve are closed, high-pressure gas is stopped from continuously entering the air spring damper 501, and the lifting working condition of the air spring damper is ended.
Further, in the lowering process of the air spring damper assembly 25, as shown in fig. 11, the electronically controlled suspension controller sends out a control signal so that the air spring solenoid valve and the air release solenoid valve are simultaneously opened, and at this time, the air of the air spring damper 501 is directly discharged to the atmosphere under the action of the pressure difference and the gravity of the vehicle body so that the height thereof is lowered.
Further, the drive-by-wire angle driving system acquires the vehicle body height data in real time based on the height sensor assembly 26, and when the vehicle body height reaches within a reasonable error range of the low position of the vehicle body, the controller stops sending out control signals, the air spring electromagnetic valve and the deflation electromagnetic valve are closed, the air outflow in the air spring damper 501 is stopped, and the lowering working condition of the air spring damper is ended.
The present invention is not limited to the above-mentioned embodiments, and any changes or substitutions that can be easily understood by those skilled in the art within the technical scope of the present invention are intended to be included in the scope of the present invention.
Claims (10)
1. A drive-by-wire angle drive electric control suspension system, which is characterized by comprising a bracket assembly and a suspension subsystem; the suspension frame system is mounted on the bracket assembly;
The bracket assembly comprises a bracket top part, a bracket middle part and a bracket bottom part;
the suspension frame system is respectively connected with the bracket top part, the bracket middle part and the bracket bottom part;
the suspension frame system comprises an upper swing arm assembly, a lower swing arm assembly, a knuckle assembly, a spring damper assembly and a height sensor module assembly;
The upper swing arm assembly is arranged on the middle part of the bracket;
The lower swing arm assembly is arranged on the bottom part of the bracket;
One end of the spring shock absorber assembly is arranged on the top part of the bracket, and the other end of the spring shock absorber assembly is connected with the lower swing arm assembly;
One end of the knuckle assembly is connected with the upper swing arm assembly, and the other end of the knuckle assembly is connected with the lower swing arm assembly.
2. The electrically controlled suspension system of claim 1 wherein the upper swing arm assembly comprises an upper swing arm, an upper swing arm rear end connection, an upper swing arm front end connection, and an upper swing arm rear end height sensor interface; the rear end connecting part of the upper swing arm is connected with a part in the bracket; the front end connecting part of the upper swing arm is connected with the steering knuckle assembly; the rear end of the upper swing arm is connected with the height sensor module assembly through a height sensor interface.
3. The electrically controlled suspension system of claim 2 wherein the lower swing arm assembly comprises a lower swing arm, a ball pivot assembly, a lower swing arm mid-end connection and a lower swing arm rear end connection; the middle end connecting part of the lower swing arm is connected with one end of the spring damper assembly; the spherical hinge assembly is pivoted with the steering knuckle assembly; the rear end connecting part of the lower swing arm is connected with the interface of the lower swing arm.
4. The electrically controlled suspension system of claim 1 wherein the knuckle assembly includes a knuckle and a knuckle top bushing; one end of the steering knuckle top bushing is connected with the steering knuckle, and the other end of the steering knuckle top bushing is hinged with the swing arm front end connecting part through an upper swing arm front end connecting pin.
5. The electrically controlled suspension system of claim 4 wherein the air spring damper assembly comprises an air spring damper and a lower yoke; the upper end of the air spring damper assembly is connected with the top part of the bracket, and the bottom of the air spring damper is connected with the upper end of the lower fork arm; the lower end of the lower fork arm is pivoted with the lower swing arm assembly.
6. The electrically controlled suspension system of claim 5 wherein the height sensor assembly comprises a height sensor front end bracket, a height sensor, and a height sensor rear end bracket connected in sequence; the front end bracket of the height sensor is connected with the upper swing arm; the rear end bracket of the height sensor is connected with the middle part of the bracket.
7. The electrically controlled suspension system of claim 6 wherein the height sensor front end bracket comprises a connecting plate, a first link, and a second link; one end of the connecting plate is connected with the upper swing arm, and the other end of the connecting plate is connected with one end of the first connecting rod; one end of the first connecting rod is connected with the other end of the second connecting rod; the other end of the second connecting rod is connected with the height sensor; the height sensor is arranged on the rear end bracket of the height sensor.
8. The electrically controlled suspension system of claim 7 wherein the height sensor is disposed on an inboard facing side of the height sensor rear bracket.
9. The electrically controlled suspension system of claim 8 wherein the height sensor rear end bracket is zigzagged.
10. An electrically controlled suspension system according to any one of claims 1 to 9, further comprising a height sensor assembly and/or an acceleration sensor assembly.
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| CN202411008497.1A CN118927881A (en) | 2024-07-26 | 2024-07-26 | A wire-controlled angle drive electronically controlled suspension system |
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| CN202411008497.1A CN118927881A (en) | 2024-07-26 | 2024-07-26 | A wire-controlled angle drive electronically controlled suspension system |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN209795099U (en) * | 2019-03-15 | 2019-12-17 | 江西五十铃汽车有限公司 | an active suspension |
| CN113281057A (en) * | 2021-04-30 | 2021-08-20 | 西南交通大学 | Dynamic performance test platform for electric wheel and suspension system |
| WO2023039927A1 (en) * | 2021-09-16 | 2023-03-23 | 浙江飞碟汽车制造有限公司 | Rear independent suspension system having two-stage stiffness |
| CN218858097U (en) * | 2023-01-05 | 2023-04-14 | 浙江吉利控股集团有限公司 | Active suspension system based on skateboard chassis and vehicle |
| CN116512896A (en) * | 2023-07-03 | 2023-08-01 | 北京航空航天大学 | Distributed independent wheel drive-by-wire angle driving system of electric automobile |
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- 2024-07-26 CN CN202411008497.1A patent/CN118927881A/en active Pending
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN209795099U (en) * | 2019-03-15 | 2019-12-17 | 江西五十铃汽车有限公司 | an active suspension |
| CN113281057A (en) * | 2021-04-30 | 2021-08-20 | 西南交通大学 | Dynamic performance test platform for electric wheel and suspension system |
| WO2023039927A1 (en) * | 2021-09-16 | 2023-03-23 | 浙江飞碟汽车制造有限公司 | Rear independent suspension system having two-stage stiffness |
| CN218858097U (en) * | 2023-01-05 | 2023-04-14 | 浙江吉利控股集团有限公司 | Active suspension system based on skateboard chassis and vehicle |
| CN116512896A (en) * | 2023-07-03 | 2023-08-01 | 北京航空航天大学 | Distributed independent wheel drive-by-wire angle driving system of electric automobile |
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