CN106438817A - 带有集成电子设备的阻尼器 - Google Patents

带有集成电子设备的阻尼器 Download PDF

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CN106438817A
CN106438817A CN201611165897.9A CN201611165897A CN106438817A CN 106438817 A CN106438817 A CN 106438817A CN 201611165897 A CN201611165897 A CN 201611165897A CN 106438817 A CN106438817 A CN 106438817A
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vibroshock
pcba
damper system
printed circuit
bar guide
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CN106438817B (zh
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戴维·R·布兰肯希普
卡尔·C·卡兹姆斯基
斯科特·S·达纳韦
耶罗·K·本海森
马修·L·罗斯勒
马修·R·舍洛斯基
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Tenneco Automotive Operating Co Inc
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Tenneco Automotive Operating Co Inc
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F16F9/10—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium using liquid only; using a fluid of which the nature is immaterial
    • F16F9/14—Devices with one or more members, e.g. pistons, vanes, moving to and fro in chambers and using throttling effect
    • F16F9/16—Devices with one or more members, e.g. pistons, vanes, moving to and fro in chambers and using throttling effect involving only straight-line movement of the effective parts
    • F16F9/18—Devices with one or more members, e.g. pistons, vanes, moving to and fro in chambers and using throttling effect involving only straight-line movement of the effective parts with a closed cylinder and a piston separating two or more working spaces therein
    • F16F9/19—Devices with one or more members, e.g. pistons, vanes, moving to and fro in chambers and using throttling effect involving only straight-line movement of the effective parts with a closed cylinder and a piston separating two or more working spaces therein with a single cylinder and of single-tube type
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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Abstract

本公开涉及一种带有集成电子设备的阻尼器，其包括可电动调节的液压减振器和印刷电路板组件。该印刷电路板组件包括电力驱动电子器件、并且电联接到该减振器。该印刷电路板组件是与该减振器一起布置的。

Description

带有集成电子设备的阻尼器
本申请是申请日为2014年2月28日、申请号为201480010828.3、发明名称为“带有集成电子设备的阻尼器”的发明专利申请的分案申请。
技术领域
本披露涉及一种用于车辆悬架系统的液压阻尼器或减振器。更具体地讲，本披露涉及一种具有集成电子系统的阻尼器。
背景技术
此部分提供与本披露有关的、不必是现有技术的背景信息。
减振器与汽车悬架系统结合使用以便吸收在行驶过程中产生的所不希望的振动。为了吸收所不希望的振动，减振器通常被连接至汽车的簧载部分(车身)与非簧载部分(悬架)之间。
近年来，车辆可以配备有包括可电动调节的液压减振器的可电动调节阻尼系统。这样的可调减振器可以包括布置在其中的机电阀/致动器。布置在车辆内的主控制单元用来通过对机电阀的致动进行控制来控制可调减振器的阻尼状态。
发明内容
此部分提供本披露的总体概述并且不是其全部范围或其所有特征的综合性披露。
本披露为车辆提供一种阻尼器系统。该阻尼器系统包括可电动调节的液压减振器和如印刷电路板组件的集成电子系统。该集成电子系统包括电力驱动电子器件并且被电联接到该减振器上。该集成电子系统进一步与该减振器一起布置。
进一步的应用领域将从本文提供的描述变得清楚。本概述中的描述和特定的实例仅旨在展示的目的，而并不旨在限制本披露的范围。
附图说明
在此描述的附图仅是针对所选择实施例的而不是所有可能实施方式的说明性目的，并且不旨在限制本披露的范围。
图1是具有根据本披露的阻尼器系统的车辆的展示，该阻尼器系统结合有可电动调节的液压减振器和阻尼器模块；
图2是该阻尼器系统的一个实例的透视图；
图3是该阻尼器系统的减振器的局部截面视图；
图4是容纳集成电子系统的壳体的放大透视图；
图5是该阻尼器模块的示例性功能框图；
图6展示了布置在该减振器中的印刷电路板组件(PCBA)；
图7是该阻尼器系统的截面视图，含有具有该PCBA的杆引导组件的放大视图；
图8是PCBA的示例性框图；
图9展示了PCBA的内部环形安排；
图10展示了PCBA的内部竖直安排；
图11展示了PCBA的倒置湿式安排；
图12展示了PCBA的外部安排；并且
图13展示了PCBA的盖帽安排。
相应的附图标记贯穿这些附图的几个视图指示相应的零件。
具体实施方式
现在将参考附图更全面地描述本披露。参考图1，现在呈现的是结合有悬架系统的车辆10的一个实例，该悬架系统具有带集成电子系统的多个阻尼器。车辆10包括后悬架12、前悬架14以及车身16。后悬架12具有被适配成操作性地支撑一对后轮18的横向延伸的后桥组件(未示出)。该后桥组件通过一对阻尼器系统20和一对弹簧22附接到车身16上。类似地，前悬架14包括用于操作性地支撑一对前轮24的横向延伸的前桥组件(未示出)。该前桥组件通过一对阻尼器系统20和一对弹簧26附接到车身16上。
这些阻尼器系统20用于抑制车辆10的非簧载部分(即前悬架和后悬架12、14)相对于簧载部分(即车身16)的相对运动。虽然车辆10被描绘成具有前桥组件和后桥组件的乘用车，但这些阻尼器系统20可以与其他类型的车辆一起使用或用于其他类型的应用，这些应用包括但不限于结合有非独立前悬架和/或非独立后悬架的车辆、结合有独立前悬架和/或独立后悬架的车辆、或者本领域已知的其他悬架系统。除此之外，阻尼器系统20还可以被使用在所有轮式和/或履带式车辆上。例如，阻尼器系统20可以被使用在两轮式或三轮式车辆上，例如摩托车和全地形车辆。
参照图2和图3，更详细地示出了阻尼器系统20的一个实例。阻尼器系统20包括一个可电动调节的液压减振器30(下文称“减振器30”)和一个阻尼器模块(DM)32。如图3所示出的，减振器30可以具有双管构型。减振器30可以包括压力管36、活塞组件38、活塞杆39、储备管40、以基部阀门组件42。
在此描述的示例性实施例中，阻尼器系统20被描述和描绘成包括一个双管型可电动调节减振器。容易理解的是，阻尼器系统20可以包括其他类型的可电动调节的液压减振器并且不受限于在此描述的减振器。例如，阻尼器系统20可以包括具有单管构型、三管构型或本领域已知的其他适合的减振器设计的可电动调节减振器。此外，在以下描述中，该减振器以非倒置减振器的形式连接到车辆的簧载部分和非簧载部分上。容易理解的是，本披露此外适用于倒置减振器，倒置减振器的差异在于其连接到车辆的簧载部分和非簧载部分的方式。
压力管36限定工作室44。活塞组件38可滑动地布置在压力管36内并且将工作室44划分成上工作室46和下工作室48。
活塞杆39被附接到活塞组件38上并且延伸穿过上工作室46并穿过封闭了压力管36的上端的杆引导组件50。活塞杆39的与活塞组件38相反的末端被适配成紧固到车辆10的簧载质量。
在活塞组件38在压力管36内移动的过程中，活塞组件38内的阀门配置对上工作室46与下工作室48之间的流体移动进行控制。由于活塞杆39延伸穿过上工作室46而不穿过下工作室48，所以活塞组件38相对于压力管36的移动将导致上工作室46中移位流体的量与下工作室48中移位流体的量的差异。所移位的流体可以流动穿过基部阀门组件42、活塞组件38、或它们的组合。
储备管40围绕压力管36以限定位于这些管40和36之间的流体储蓄室52。储备管40的底端由一个基部杯形物54封闭，该基部杯形物可以连接到车辆10的非簧载质量。储备管40的上端被附接到杆引导组件50上。基部阀门组件42被布置在下工作室48与储备管52之间以控制室48和52之间的流体流动。当减振器30长度伸长时，下工作室48中需要额外的流体体积。因此，流体可以从储蓄室52例如穿过基部阀门组件42流动至下工作室48。当减振器30长度压缩时，必须从下工作室48移除过量的流体，并且因此流体可以从下工作室48穿过基部阀门组件42、活塞组件38、或它们的组合流动至储蓄室52。
减振器30可以包括一个或多个数字阀34。机电阀34可以是数字阀、状态可变阀、或其他适合的机电阀。机电阀34可以包括对机电阀34的致动进行控制的一个线圈。更具体地讲，当将电力供应至机电阀34时，该线圈产生致动机电阀34的磁场。机电阀34的致动对减振器30内的流体流动进行控制。例如，机电阀34可以控制上工作室46与储蓄室52之间的流体流动。
虽然在该示例性实施例中，该可电动调节的液压减振器被提供成具有一个机电阀34，但本披露还适用于不包括机电阀在内的可电动调节的液压减振器。例如，本披露适用于使用磁流变和电流变阻尼技术的可电动调节的液压减振器。
参考图4和图5，呈现了DM 32的一个实例。DM 32在减振器30处被布置在一个壳体100内。DM 32控制该减振器的阻尼特性。例如，在该示例性实施例中，DM 32可以通过控制对布置在减振器30内的机电阀34的致动来控制减振器30的阻尼特性。相应地，每个阻尼器系统20都包括对阻尼器系统30的运行进行控制的一个DM，如以下将进一步详细的。
DM 32可以从布置在车辆10中的一个主模块90接收阻尼器设定。更具体地讲，DM32经由通信网络被可通信地联接到主模块90。主模块90经由该通信网络以电子信号的形式传递数据。该电子信号可以是模拟信号、脉宽调制(PWM)信号、CAN、LIN、或本领域已知的其他类型的信号/数字信号协议。基于该阻尼器设定，DM 32对布置在减振器30内的机电阀34进行控制，以使减振器30以目标阻尼状态运行。
参考图5，现在呈现了DM 32的一个实例。DM 32包括信号模块102、阻尼状态模块104、线圈激励模块106以及诊断模块108。信号模块102对从DM 32外部的一个设备(例如主模块90接收到的电子信号进行解码。例如，信号模块102接收来自主模块90的阻尼器设定。信号模块102还可以将数据发送至DM外部的这个设备。例如，信号模块102可以发送与由诊断模块108检测到的故障相关的数据。容易理解的是，信号模块102可以从DM 32外部的其他设备(例如开关)接收电子信号、而不限于主模块90。
阻尼状态模块104基于从信号模块102接收到的数据确定用于使减振器30以该目标阻尼状态运行的控制操作。例如，基于该阻尼器设定，阻尼状态模块104确定减振器30的阻尼状态并且然后对机电阀34的致动进行控制，以使减振器30以所确定的阻尼状态运行。类似地，如果多个机电阀被布置在减振器30内，则阻尼状态模块104确定对每个阀34的适当地激活/去激活。
阻尼状态模块104给线圈激励模块106提供了一个控制信号，该线圈激励模块进而对提供给机电阀34的线圈的电力进行控制。更具体地讲，线圈激励模块106确定针对线圈驱动的输入，如以下讨论的。
诊断模块108针对任何故障/失效对线圈激励模块106和机电阀34的运行加以监测。如果检测到一个故障，诊断模块108可以告知阻尼状态模块104。阻尼状态模块104于是可以将减振器30控制到一个预定运行状态。
如以上提供的，关于该故障的信息还可以被发送至DM 32外部的一个设备。例如，诊断模块108可以将关于该故障的数据发送至信号模块102，该信号模块将该数据发送至主模块90。
在运行中，DM 32控制可电动调节的液压减振器30的阻尼状态。DM 32以集成电子系统的形式布置在壳体100内。确切地讲，如图6和图7中示出的，减振器30包括印刷电路板组件(PCBA)200。PCBA 200被布置在减振器30处，并且可以被布置在壳体100内。在该示例性实施例中，PCBA 200被布置在杆引导组件50内。PCBA 200是集成电子系统，该集成电子系统经由多个线圈驱动器给一个(多个)线圈提供电力以产生磁场。该磁场致动机电阀34(即，液压阀)，由此调节减振器30的阻尼特性。
参考图8，示出了PCBA 200的一个实例性框图。容易理解的是，该PCBA可以包括其他部件，并且因此不限于所描绘的部件和/或构型。PCBA 200包括微控制器202，多个线圈驱动器204A、204B、204C、和204D(以下简称“线圈驱动器204A至204D”)，以及收发器206。微控制器202执行DM 32的功能。确切地讲，微控制器202执行对信号模块102、阻尼状态模块104、线圈激励模块106、以及诊断模块108的操作。
作为线圈激励模块106，微控制器202确定针对每个线圈驱动器204A至204D的输入。作为电力驱动电子器件，这些线圈驱动器204A至204D基于来自微控制器202的输入(即，信号)对给例如这些机电阀的电流进行控制。虽然在该示例性实施例中示出了四个线圈驱动器，但容易理解的是，可以基于布置在减振器30内的机电阀/线圈的数目使用一个或多个线圈驱动器。确切地讲，每个机电阀都具有专用的线圈驱动器。
作为诊断模块108，微控制器202可以在每个机电阀34响应于一个命令以改变该阻尼器设定时对给每个机电阀提供电力的电流进行监测。相应地，微控制器202可以监测这些电流水平以确保这些电气部件(例如线圈驱动器204A至204D以及机电阀线圈)正常工作。将该电流水平与多个预定极限进行比较就确保了线圈驱动器204A至204D(即，电力驱动电子器件)不出现故障，如短路、开路、极端温度或其他故障。
此外，通过额外的逻辑，随时间记录的瞬态电流分布曲线可以指示该机电阀的机械状态。随着该机电阀从励磁状态移动至未励磁状态并且反之亦然，该机电阀的电感的变化会影响该电流。因此，观察该电流分布曲线可以确定机电阀34的机械状态以及电气状态。
收发器206可以被提供成LIN收发器。该收发器将PCBA 200可通信地联接到通信总线，该通信总线被提供为DM 32与DM 32外部的设备(例如主模块90)之间的通信链路。该通信总线可以是PCBA 200外部的LIN总线209。
PCBA 200还可以包括高侧驱动器208、PWM输入210、计时器212、调压器214、保护电路216以及温度传感器218。高侧驱动器208电联接每个线圈驱动器204A至204D。高侧驱动器208的作用就像一个主开关，以用于控制给每个线圈驱动器204A至204D的电力供应。PWM输入210可以被提供成用于从布置在PCBA200外部的传感器/模块接收电子信号的替代性通信链路(图8中附图标记为222)。该计时器212可以是对微控制器202的运行进行监测的并且若需要的话重新设定微控制器202的看门狗计时器。
温度传感器218检测PCBA 200的周围温度。温度传感器218将该信息提供给微控制器202。微控制器202于是可以基于所检测到的温度确定对阻尼器系统20的适当操作。相应地，布置在PCBA 200上的这些部件受到保护而免遭极端温度。
PCBA 200接收来自车辆电池的电力。调压器214将来自车辆电池的电力调节至适用于PCBA 200上这些部件的电压水平。保护电路216可以被提供成电池线负载突降瞬态和反向电压保护电路。该保护电路保护PCBA 200的这些部件免遭可能损坏或干扰PCBA 200上部件的适当运行的电瞬变。
PCBA 200可以经由连接器202(图2)联接到该电源和该通信总线。连接器202可以被配置成将PCBA 200分别既电气又可通信地与该电源和该通信总线相联接。可替代地，PCBA 200可以经由两个分开的连接器而相联接。一个连接器用于联接到该电源，并且另一个联接该通信总线。
参考图9至图13，呈现了使PCBA 200与减振器30集成的多种示例性方法。容易理解的是，本披露不受限于图9至图13中示出的构型，并且可以采用用于使PCBA 200与减振器30集成的其他适合构型。
参考图9，呈现了内部环形安排300。在这一安排中，PCBA 200被布置在杆引导组件50内。确切地讲，PCBA 200具有环状结构，从而活塞杆39(未示出)可以延伸穿过PCBA 200。图6和图7中也表示了该环形安排。在这一构型中，PCBA200被直接联接到机电阀34上。确切地讲，布置在PCBA 200上的线圈驱动器被直接连接到该机电阀34上，由此省去了对电气连接器的需求。
参考图10，呈现了内部竖直安排320。PCBA 200是竖直地(即，平行于活塞杆39)安排的并且在杆引导组件50内。通过沿杆引导组件50的一个侧表面来安排PCBA 200，PCBA200不再受限于环形形状。确切地讲，PCBA 200可以具有矩形或方形类形状。一个引线框架250提供了布置在PCBA 200上的线圈驱动器与机电阀34之间的电气连接。因此，PCBA 200借助于引线框架250连接到机电阀34上。
参考图11，呈现了倒置湿式安排340。该PCBA 200被安排在压力管36与储备管40之间。确切地讲，在该双管式减振器中，PCBA 200可以被布置在储蓄室52中。这一构型被提供成“湿式”，因为PCBA 200与液压流体相接触。出于清晰目的，图11中未示出压力管36和储备管40。虽然在该图中未示出，但容易理解的是将PCBA 200布置在防止该液压流体进入PCBA200的壳体中。
引线框架250使得PCBA 200联接该机电阀。例如，引线框架250将布置在PCBA 200上的线圈驱动器联接到机电阀34的离杆引导组件50最远的一端。因此，该构型具有一种倒置安排。
参考图12，呈现了外部安排360。PCBA 200是沿减振器30的外部表面安排的。PCBA200可以布置在保护PCBA 200免遭环境因素如降雨、潮湿、杂物等的壳体中。PCBA 200则是经由引线框架254联接机电阀34。
参考图13，呈现了盖帽安排380。PCBA 200被布置在一个盖帽382内。盖帽382被定位在减振器30的外部。更具体地讲，该盖帽382被附接到减振器30的一端。PCBA 200被布置在盖帽382与减振器30之间限定的间隙385中。确切地讲，PCBA 200可以布置在该盖帽、杆引导件384以及储备管40之间。
盖帽382可以具有或可以不具有荷载支承结构。确切地讲，PCBA 200具有环状结构，从而活塞杆39(未示出)可以延伸穿过PCBA 200和盖帽382两者。此外，PCBA 200电联接一个布置在阀腔386内的机电阀。基于PCBA 200与该机电阀之间的距离，PCBA 200可以直接连接到该机电阀上或者可以例如经由一个引线框架而间接相连。
如以上提供的，本披露还适用于不包括机电阀在内的可电动调节的液压减振器。例如，如果该减振器使用磁流变和电流变阻尼技术，则该阻尼模块可以使用已知的利用磁流变和电流变阻尼技术的方法来操作该减振器。相应地，代替该机电阀，PCBA 200对布置在该减振器内的线圈供应的电流进行控制。
如以上提供的，PCBA 200是集成电子系统，该集成电子系统给一个(多个)线圈提供电力以产生磁场。该磁场致动该机电阀(即，液压阀)，由此调节该减振器的阻尼特性。通过使一个电子系统与该可电动调节的液压减振器集成，降低了车辆阻尼系统/悬架系统的复杂性。本质上，每个阻尼器系统20都包括其自身的电力驱动电子器件以用于控制减振器30的阻尼状态。
已经出于展示和说明的目的提供了以上对实施例的描述。其并不旨在穷举或是限制本文所披露的内容。具体实施例的单独的元素和特征通常并不受限于该具体实施例，而是在适用时可以互相交换，而且可以用于甚至并未特别示出和阐述的选定实施例中。也可以用多种方式来对其加以变化。这样的变化并不被视作是脱离了本披露内容，而且所有这样的改动都旨在包括在本披露内容的范围之内。
在本申请中，包括以下定义，术语模块可以由术语电路来替换。术语模块可以指：属于或包括专用集成电路(ASIC)；数字、模拟或混合模拟/数字分立电路；数字、模拟或混合模拟/数字集成电路；组合逻辑电路；现场可编程门阵列(FPGA)；处理器(共享、专用或组)执行代码；存储由处理器执行的代码的存储器(共用，专用或集合)；提供所描述功能的其他适合的硬件部件；或以上部分或全部项的组合，如片上系统。
提供了多个示例性实施方式从而使得本公开是详尽的，并将其范围充分地告知本领域的技术人员。阐述了许多特定的细节，例如特定的部件、设备和方法的示例，以提供对本披露的实施方式的详尽理解。对本领域的技术人员来说显然地不必采用特定的细节，而可以用多种不同的形式实施示例性实施方式、并且这些特定的细节都不应解释为是对本披露的范围的限制。在一些示例性实施例中，没有详细描述熟知的过程、熟知的装置结构以及熟知的技术。
本文所使用的术语仅是出于描述特定示例性实施例的目的而并不旨在限制。如本文所使用的，单数形式“一”、“一个”和“该”可以旨在也包括复数形式，除非上下文清楚地另外指明。术语“包括”、“含有”、“包含”和“具有”都是包括性的并且因此指定所陈述特征、整合物、步骤，操作、元件和/或部件的存在，但不排除存在或加入一种或多种其他特征、整合物、步骤、操作、元件、部件和/或它们的集合。
当一个元件涉及“在……上”“接合到”、“连接到”、或“联接到”另一元件时，它可以直接在该另一元件上、接合、连接或联接到该另一元件，或者可以存在中间元件。相比之下，当一个元件涉及“直接在……上”、“直接接合到”、“直接连接到”或“直接联接到”另一元件时，可能不存在中间元件。用于描述这些元件之间关系的其他词语应该以类似的方式进行解释(例如，“之间”与“直接之间”，“相邻”与“直接相邻”等)。如本文所使用的，术语“和/或”包括相关联的所列项目的一项或多项的任意和所有组合。
虽然术语“第一”、“第二”、“第三”等在本文中可以用来描述不同的元件和/或部件，但是这些元件和/或部件不应该受这些术语的限制。这些术语可以仅用于将一个元件或部件与另一个元件和/或部件加以区分。术语如“第一”，“第二”和其它数字术语在本文使用时并不暗示序列或顺序，除非上下文明确指出。因此，所讨论的第一元件或部件可以被称为第二元件或部件，而不脱离这些示例性实施例的教导。
空间相关术语，例如“内”、“外”、“之下”、“下方”、“下部”、“上方”、“上部”等在本文中是为了使得对如这些附图中所展示的一个元件或特征相对另外一个(多个)元件或一个(多个)特征(多个特征)的关系的描述易于阐释。空间相关术语可以旨在涵盖除了在附图中描述的取向之外的装置在使用或操作中的不同取向。例如，如果装置在这些附图中被翻转，则被描述为“下方”或“之下”的元件或特征将被定向为在其他元件或特征“上方”。因此，示例性术语“下方”可以包括上方和下方两种取向。该装置可以被另外定向(旋转90度或在其他取向)，并且本文所使用的空间相关描述符做出了相应的解释。

Claims (7)

1.一种用于车辆的阻尼器系统，包括：
可电动调节的液压减振器；以及
印刷电路板组件，该印刷电路板组件具有电力驱动电子器件并且被电联接到该减振器，
该减振器包括杆引导组件和活塞杆，该活塞杆延伸穿过该杆引导组件，其中该印刷电路板组件被布置在该减振器的杆引导组件内。
2.根据权利要求1所述的阻尼器系统，其中该活塞杆延伸穿过该印刷电路板组件。
3.根据权利要求1所述的阻尼器系统，其中该印刷电路板组件被竖直地布置在该减振器的杆引导组件内，以使得该印刷电路板基本上平行于该活塞杆。
4.根据权利要求1所述的阻尼器系统，其中
该减振器进一步包括压力管和储备管，并且
该印刷电路板组件被布置在该压力管与储备管之间。
5.一种用于车辆的阻尼器系统，包括：
包括机电阀的可电动调节的液压减振器；以及
具有电力驱动电子器件的集成电子系统，其中该电力驱动电子器件被电联接到该机电阀，
该减振器包括杆引导组件和活塞杆，该活塞杆延伸穿过该杆引导组件，其中该集成电子系统被布置在该减振器的杆引导组件内。
6.根据权利要求5所述的阻尼器系统，其中该电力驱动电子器件被直接连接到该机电阀。
7.根据权利要求5所述的阻尼器系统，其中该电力驱动电子器件经由引线框架联接到该机电阀。
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