CN204845421U - A from energy supply magnetic current change shock absorber system for automotive suspension - Google Patents

Abstract

The utility model discloses a self-powered magnetorheological shock absorber system for automobile suspension, which comprises a magnetorheological shock absorber, a vibration energy recovery device, an energy management unit and a control unit; the vibration energy recovery device can recover the automobile The recovered energy is in the form of electricity to power the magnetorheological shock absorber and the control unit through the energy management unit, and the excess electric energy is stored in the vehicle battery; when the vehicle starts or the vibration of the vehicle is relatively gentle, the energy management unit Use the electric energy of the car battery to power the magneto-rheological shock absorber and the control unit; the control unit adjusts the damping of the magneto-rheological shock absorber in real time, continuously and steplessly according to the running state of the car and the driving road conditions, thereby improving the ride comfort of the car and handling stability. The novel shock absorber system has the advantages of simple structure, small size, low energy consumption, high efficiency, low cost and easy realization.

Description

A self-powered magneto-rheological shock absorber system for automotive suspension

technical field

The utility model belongs to the technical field of automobile shock absorbers, in particular to the design of a self-powered magnetorheological shock absorber system for automobile suspension.

Background technique

The automobile shock absorber is installed between the frame and the axle, which can relieve the impact brought by the road surface, quickly absorb the shock generated during bumps, and restore the vehicle to the normal driving state.

Traditional shock absorbers are limited by the structure of the shock absorber and its working environment. It is difficult to realize the recovery of vibration energy and real-time adjustment of the performance of the shock absorber, and cannot adapt to changes in vehicle and road conditions, thus limiting the improvement of performance. The liquid in the piston of the magneto-rheological shock absorber is a suspension of magnetic soft particles, which uses the change of the magnetic field of the electromagnetic coil in the piston rod to control its rheological characteristics, thereby producing a damping force with rapid response and strong controllability. The magneto-rheological shock absorber has the characteristics of adjustable damping force and compact structure, but it needs external energy. In addition, the shock absorber dissipates the vibration energy of the vehicle in the form of heat, which does not meet the theme of energy saving. The electrical energy recovered by the vehicle vibration energy recovery system has the characteristics of high voltage and low current, and the current is instantaneous and alternating. Due to the damping effect of the system, there are certain difficulties in the recovery, transformation and storage of vibration energy.

In order to recover the vibration energy of the vehicle in the form of electric energy, and use the recovered energy to drive and control the shock absorber, reduce the energy consumption of the vehicle, improve the ride comfort and handling stability of the vehicle, it is necessary to design a Self-powered magneto-rheological shock absorber system for the suspension.

Utility model content

The purpose of this utility model is to solve the problem of insufficient energy consumption and difficult energy recovery of magnetorheological shock absorbers in the prior art, and propose a self-powered magnetorheological shock absorber system for automobile suspension .

The technical solution of the utility model is: a self-powered magnetorheological shock absorber system for automobile suspension, including a vehicle body, a vehicle battery, a magnetorheological shock absorber, a vibration energy recovery device, an energy management unit and a control unit The vibration energy recovery device is fixedly connected to the vehicle body and connected to the energy management unit, the controllable electromagnetic coil in the piston rod of the magneto-rheological shock absorber is connected to the control unit, and the control unit and the energy management unit are connected to each other and connected respectively to the car battery.

Preferably, the vibration energy recovery device includes an upper piezoelectric sheet, a metal base and a lower piezoelectric sheet; the metal base is connected to the vehicle body in a cantilever fixed manner; the upper piezoelectric sheet and the lower piezoelectric sheet are respectively covered on the metal base The upper and lower surfaces are respectively connected with the energy management unit.

Preferably, the energy management unit includes an energy storage capacitor.

The beneficial effects of the utility model are:

(1) It can realize the recovery and utilization of vehicle vibration energy.

(2) The control unit recognizes and predicts the running state and driving road conditions of the car according to the signals of the on-board sensors, and adjusts the performance of the shock absorber in a closed-loop manner in real time, so as to have optimal working conditions under various vehicle and road conditions.

(3) The energy management unit first stores the recovered electric energy in the energy storage capacitor, and then converts it into a suitable voltage before supplying power to the magneto-rheological shock absorber and the control unit, which has high efficiency and low power consumption, and is beneficial to the system The damage to components is small and easy to implement.

Description of drawings

Fig. 1 is a schematic structural diagram of a self-powered magneto-rheological shock absorber system for automobile suspension provided by the present invention.

Fig. 2 is a structural schematic diagram of the vibration energy recovery device in the utility model.

Fig. 3 is a circuit diagram of the energy management unit in the utility model.

Description of reference signs: 1—body, 2—vehicle battery, 3—magnetorheological shock absorber, 4—vibration energy recovery device, 5—energy management unit, 6—control unit, 31—controllable electromagnetic coil, 41— Upper piezoelectric sheet, 42—metal base, 43—lower piezoelectric sheet.

Detailed ways

Embodiments of the utility model will be further described below in conjunction with the accompanying drawings.

The utility model provides a self-powered magnetorheological shock absorber system for automobile suspension, as shown in Figure 1, comprising a vehicle body 1, a vehicle battery 2, a magnetorheological shock absorber 3, and a vibration energy recovery device 4 , an energy management unit 5 and a control unit 6 . The vibration energy recovery device 4 is fixedly connected to the vehicle body 1 and connected to the energy management unit 5, the controllable electromagnetic coil 31 in the piston rod of the magneto-rheological shock absorber 3 is connected to the control unit 6, and the control unit 6 is connected to the energy management unit 5. They are connected to each other and connected in parallel to the vehicle battery 2 respectively.

As shown in Figure 2, the vibration energy recovery device 4 includes an upper piezoelectric sheet 41, a metal base 42 and a lower piezoelectric sheet 43, the metal base 42 is connected to the vehicle body 1 in a cantilever beam fixed manner, the upper piezoelectric sheet 41 and the lower piezoelectric sheet 43 The lower piezoelectric sheet 43 respectively covers the upper and lower surfaces of the metal base 42 and is respectively connected to the energy management unit 5 . The metal base 42 fixed on the vehicle body 1 in a cantilever beam type vibrates with the vehicle body, and the upper piezoelectric sheet 41 and the lower piezoelectric sheet 43 fixed on the metal base 42 also vibrate accordingly and undergo bending deformation. The vibration energy recovery device 4 The piezoelectric effect of the piezoelectric sheet is used to recover the vibration energy of the vehicle in the form of electrical energy.

Since the electrical energy recovered by the vibration energy recovery device 4 has the characteristics of high voltage and low current, and the current is instantaneous and alternating, in the process of collecting electrical energy, the damping effect of the piezoelectric material causes resistance to be generated inside it, resulting in The electric energy is consumed by the system itself before it is output in time; on the other hand, the high voltage and transient characteristics of the recovered electric energy also determine that it cannot directly charge the vehicle battery. Therefore, the energy management unit 5 first stores the recovered electric energy in the In the energy storage capacitor, when the electric energy in the energy storage capacitor is stored to a certain extent, the Buck DC-DC converter is used to convert it into a suitable voltage, which is the available voltage in the piston rod of the magneto-rheological shock absorber 3. The control electromagnetic coil 31 and the control unit 6 are powered, and the excess electric energy is stored in the vehicle battery 2 .

When the vehicle starts or the vibration of the vehicle is relatively gentle, the energy management unit 5 uses the electric energy of the on-board battery 2 to supply power to the magneto-rheological shock absorber 3 and the control unit 6, and the system reliability is high. When the vehicle battery 2 is empty, the energy storage capacitor in the energy management unit 5 can serve as a power source to ensure the normal operation of the magneto-rheological shock absorber system.

As shown in Figure 3, the energy management system of the new shock absorber is mainly composed of the vibration energy recovery device X2, the vehicle battery V1, the control system C0, the controllable electromagnetic coil L2 in the piston rod of the magnetorheological shock absorber, and the bridge rectifier D1, 555 timer A1 and MOS tubes, comparators, diodes, triodes, energy storage capacitors, filter capacitors and other components, among which MOS tubes Q2, Q3, Q7 and Q11 are P-channel MOS tubes, Q1, Q4 , Q5, Q6, Q8, Q9 and Q10 are N-channel MOS transistors. The vibration energy recovery device X2 converts the vibration energy of the vehicle into electrical energy, and obtains a relatively stable DC power after passing through the bridge rectifier D1 and the filter capacitor C1. In the initial stage of vibration energy recovery, the electric energy stored in the energy storage capacitors C1, C4, and C5 is less. If the voltage across both ends of the vehicle battery V1 is less than 22.13V, the gate-source voltage U _GS of the MOS transistor Q9 = 0, Q9 is turned on, the rectified and filtered electric energy first charges the energy storage capacitor C4, and the terminal voltage of the energy storage capacitor C4 also Then it increases; when the electric energy stored in the energy storage capacitor C4 reaches a certain value, the terminal voltage of C4 also rises to a certain value, and the voltage comparator U3A starts to work, generating a high-level control signal to turn on the MOS transistors Q1 and Q2 The G terminal of the terminal is pulled low, Q2 is turned on, and the energy storage capacitor C4 starts to charge the energy storage capacitor C5. At the same time, the voltage regulator composed of the transistor Q12, the adjustment tube Q13, the voltage regulator tube D3 and the resistors R12, R13, R14, and R15 The circuit converts the terminal voltage of the energy storage capacitors C4 and C5 to 24V to supply power for the controllable electromagnetic coil L2 in the piston rod of the shock absorber and the control system C0, and the excess electric energy is stored in the vehicle battery V1. If the voltage across the vehicle battery V1 is greater than 22.13V, the voltage comparator U4B generates a high-level control signal to turn on the MOS transistors Q6, Q8, and Q10. After the MOS transistors Q6 and Q8 are turned on, the G terminals of Q7 and Q9 are pulled down , Q7 is turned on, Q9 is turned off, and the energy storage capacitor C4 is no longer charged. At the same time, after the MOS tubes Q7 and Q10 are turned on, the energy storage capacitor C5 is stabilized and together with the vehicle battery V1, supplies power to the 555 timer A1, and the 555 timer The 3-pin OUT terminal of the device A1 outputs a PWM wave, which is amplified by the power amplifier composed of Q3, Q4, and R9 and then supplied to the MOS tube Q5 to control the conduction and closure of the switch tube Q5; the filter capacitor C1, the MOS tube Q5, and the diode D2 , inductor L1, and energy storage capacitor C5, the Buck DC-DC converter consists of adjusting the duty ratio and switching frequency of the MOS tube Q5 to obtain the maximum power output, and at the same time convert the rectified and filtered voltage into 24V voltage, which is The controllable electromagnetic coil L2 in the piston rod of the shock absorber and the control system C0 supply power, and the excess electric energy is stored in the vehicle battery V1. The energy transmission path is: the vibration energy of the vehicle body 1 → the electric energy of the energy recovery device X2 → the electric energy in the filter capacitor C1 → the electric energy in the energy storage capacitor C4 (when the terminal voltage of the vehicle battery V1 is less than 22.13V) → the energy storage capacitor The electrical energy in C5 → powers the system or is stored in the on-board battery V1.

The control unit 6 recognizes and predicts the running state and road conditions of the vehicle through the built-in intelligent control algorithm according to the signal of the vertical vibration acceleration sensor of the vehicle body. The current is controlled in real time, and the controllable electromagnetic coil 31 generates an external magnetic field after being energized. Under the action of the magnetic field, the damping characteristics of the magnetorheological fluid in the magnetorheological shock absorber 3 change, resulting in rapid response and strong controllability. the damping force.

The working process of a self-powered magneto-rheological shock absorber system for automobile suspension provided by the utility model is as follows:

When the vehicle body 1 vibrates, the metal base 42 also vibrates accordingly, and the piezoelectric sheets 41 and 43 are bent and deformed under force, and are excited to generate electric energy due to the piezoelectric effect of the piezoelectric ceramic sheets, thereby realizing the recovery of vibration energy. Utilize the Buck type DC-DC converter, the energy management unit 5 converts the electrical energy recovered by the vibration energy recovery device 4 into a suitable voltage, which is the controllable electromagnetic coil 31 and the control unit 6 in the piston rod of the magneto-rheological shock absorber 3 For power supply, excess electric energy is stored in the vehicle battery 2, which has high energy recovery efficiency and little damage to system components. The control unit 6 receives the signal from the vertical vibration acceleration sensor of the vehicle body, identifies and predicts the running state and road conditions of the vehicle through the built-in intelligent control algorithm, and performs real-time, continuous and stepless control on the current in the controllable electromagnetic coil 31 , the damping characteristics of the magneto-rheological fluid in the magneto-rheological shock absorber 3 are changed by the magnetic field generated by the electromagnetic coil 31, thereby achieving the purpose of improving the driving comfort and handling stability of the automobile.

Those skilled in the art will appreciate that the embodiments described here are to help readers understand the principle of the utility model, and it should be understood that the protection scope of the utility model is not limited to such specific statements and examples. Those skilled in the art can make various other specific modifications and combinations based on the technical revelations disclosed in the utility model without departing from the essence of the utility model, and these variations and combinations are still within the protection scope of the utility model.

Claims (3)

1. A self-powered magneto-rheological shock absorber system for automobile suspension, comprising a vehicle body (1) and an on-board battery (2), is characterized in that it also includes a magnetorheological shock absorber (3), vibration energy A recovery device (4), an energy management unit (5) and a control unit (6); the vibration energy recovery device (4) is fixedly connected to the vehicle body (1) and connected to the energy management unit (5); the magnetic flow The controllable electromagnetic coil (31) in the piston rod of the variable shock absorber (3) is connected to the control unit (6); the control unit (6) is connected to the energy management unit (5) and connected to the vehicle battery respectively (2). 2. The self-powered magneto-rheological shock absorber system according to claim 1, characterized in that the vibration energy recovery device (4) comprises an upper piezoelectric sheet (41), a metal base (42) and a lower pressure The electric sheet (43); the metal base (42) is connected to the vehicle body (1) in a cantilever beam fixed manner; the upper piezoelectric sheet (41) and the lower piezoelectric sheet (43) are respectively covered on the metal base The upper and lower surfaces of (42) are respectively connected with the energy management unit (5). 3. The self-powered magneto-rheological shock absorber system according to claim 1, characterized in that the energy management unit (5) comprises an energy storage capacitor.