CN111251778A

CN111251778A - Intelligent hub bearing unit system

Info

Publication number: CN111251778A
Application number: CN202010186168.1A
Authority: CN
Inventors: 高超; 黄德杰; 汪峰; 姜金东
Original assignee: SAIC Volkswagen Automotive Co Ltd; Wanxiang Group Corp; Zhejiang Wanxiang Precision Industry Co Ltd
Current assignee: SAIC Volkswagen Automotive Co Ltd; Wanxiang Group Corp; Zhejiang Wanxiang Precision Industry Co Ltd
Priority date: 2020-03-17
Filing date: 2020-03-17
Publication date: 2020-06-09

Abstract

The invention relates to an intelligent hub bearing unit system which mainly comprises a wheel, a shock absorber, a brake disc, a hub bearing unit, a driving shaft, a knuckle, a pull rod and a lower arm, wherein the wheel and the brake disc are both connected with the hub bearing unit in a locking mode through bolts, the hub bearing unit is connected with the knuckle in a locking mode through bolts, the hub bearing unit is connected with the driving shaft in a locking mode through a center nut, the knuckle is connected with the shock absorber in a locking mode through bolts, the knuckle is connected with the pull rod in a locking mode through bolts, and the knuckle is connected with the lower arm in a locking mode through bolts, so that a wheel assembly is formed. The invention has the beneficial effects that: the structure of the invention satisfies the all-round monitoring of the speed, the acceleration, the temperature, the load, the rigidity and the like of the wheel end of the vehicle through the integration of a plurality of sensors, thereby identifying the running state of the vehicle, realizing the control of safety early warning, state monitoring, power state optimization of a chassis and the like of the vehicle, and leading the safety of the vehicle to be higher and the controllability to be better.

Description

Intelligent hub bearing unit system

Technical Field

The invention relates to a hub bearing unit structure, in particular to an intelligent hub bearing unit system.

Background

The hub bearing is one of the key parts of the automobile, and the main functions of the hub bearing are to bear the weight and provide accurate guidance for the rotation of the hub, so that the hub bearing is required to bear not only axial load but also radial load. The existing hub bearing cannot intelligently judge the running state of a vehicle, cannot make safety early warning and state monitoring on the vehicle, and has defects.

Disclosure of Invention

The present invention addresses the above-described deficiencies of the prior art by providing a monitorable, pre-tensionable, intelligent hub bearing unit system.

The invention adopts the technical scheme for solving the technical problems that: the intelligent hub bearing unit system mainly comprises a wheel, a shock absorber, a brake disc, a hub bearing unit, a driving shaft, a steering knuckle, a pull rod and a lower arm, wherein the wheel and the brake disc are both in locking connection with the hub bearing unit through bolts, the hub bearing unit is in locking connection with the steering knuckle through bolts, the hub bearing unit is in locking connection with the driving shaft through a center nut, the steering knuckle is in locking connection with the shock absorber through bolts, the steering knuckle is in locking connection with the pull rod through bolts, the steering knuckle is in locking connection with the lower arm through bolts, so that a wheel assembly is formed, the shock absorber, the pull rod and the lower arm are both connected with a vehicle chassis, the hub bearing unit comprises an outer ring and a flange plate, the outer ring and the steering knuckle are connected with the vehicle chassis, and. Be equipped with temperature sensor and vibration acceleration sensor on the outer lane, temperature sensor is located the top position of outer lane, is close to the chassis end of vehicle, and vibration acceleration sensor includes vibration acceleration sensor A, vibration acceleration sensor B and vibration acceleration sensor C, and vibration acceleration sensor C is located the below position of outer lane, is close to the bottom surface end of vehicle, and vibration acceleration sensor A and vibration acceleration sensor B are located the place ahead position that the outer lane is close to the automobile body anterior segment respectively and are close to the rear position of automobile body rear end.

And the flange plate is provided with a load sensor, the load sensor comprises a load sensor A, a load sensor B, a load sensor C and a load sensor D, and the load sensor A, the load sensor B, the load sensor C and the load sensor D are uniformly arranged between every two bolt holes.

And a displacement sensor is arranged on the steering knuckle.

The invention has the beneficial effects that: the structure of the invention satisfies the all-round monitoring of the speed, the acceleration, the temperature, the load, the rigidity and the like of the wheel end of the vehicle through the integration of a plurality of sensors, thereby identifying the running state of the vehicle, realizing the control of safety early warning, state monitoring, power state optimization of a chassis and the like of the vehicle, and leading the safety of the vehicle to be higher and the controllability to be better.

Drawings

FIG. 1 is a schematic structural view of the present invention;

FIG. 2 is a schematic view of a hub bearing unit construction;

FIG. 3 is a schematic view of a temperature sensor and vibration acceleration sensor assembly;

FIG. 4 is a schematic view of a load cell assembly;

FIG. 5 is a diagram of outer ring integrated sensor position;

FIG. 6 is a diagram of the sensor placement on the flange;

FIG. 7 is a displacement sensor layout;

FIG. 8 is a calibration graph of load versus strain for 4 load cells;

FIG. 9 is a schematic view of load cell calibration;

FIG. 10 is a schematic view of a resistive strain sensor calibration method installation;

FIG. 11 is a schematic view of a straight line impact;

FIG. 12 is a schematic side impact view;

FIG. 13 is a schematic view of a vehicle traveling on different roads;

FIG. 14 is a comparison graph of load waveforms of a vehicle on different road surfaces;

FIG. 15 is a wheel speed signal measurement schematic;

fig. 16 is a schematic view of monitoring whether the wheel end is locked or not according to the load.

Description of reference numerals: the automobile wheel comprises a wheel 1, a shock absorber 2, a brake disc 3, a hub bearing unit 4, an outer ring 4-1, a flange plate 4-2, a driving shaft 5, a steering knuckle 6, a pull rod 7, a lower arm 8, a temperature sensor 9, a vibration acceleration sensor 10, a vibration acceleration sensor A10-1, a vibration acceleration sensor B10-2, a vibration acceleration sensor C10-3, a load sensor 11, a load sensor A11-1, a load sensor B11-2, a load sensor C11-3, a load sensor D11-4, a displacement sensor 12 and a wheel assembly 13.

Detailed Description

The invention will be further described with reference to the accompanying drawings in which:

as shown in the figure, the intelligent hub bearing unit system mainly comprises a wheel 1, a shock absorber 2, a brake disc 3, a hub bearing unit 4, a driving shaft 5, a steering knuckle 6, a pull rod 7 and a lower arm 8, wherein the wheel 1 and the brake disc 3 are both connected with the hub bearing unit 4 in a locking manner through bolts, the hub bearing unit 4 is connected with the steering knuckle 6 in a locking manner through bolts, the hub bearing unit 4 is connected with the driving shaft 5 in a locking manner through a central nut, the steering knuckle 6 is connected with the shock absorber 2 in a locking manner through bolts, the steering knuckle 6 is connected with the pull rod 7 in a locking manner through bolts, the steering knuckle 6 is connected with the lower arm 8 in a locking manner through bolts, so that a wheel assembly 13 is formed, the shock absorber 2, the pull rod 7 and the lower arm 8 are connected with a vehicle chassis, the hub bearing unit 4 comprises an outer ring 4-1 and a flange plate 4, belonging to non-rotating parts, the flange 4-2 is connected with the brake disc 3 and the wheel 1, belonging to rotating parts. The outer ring 4-1 is provided with a temperature sensor 9 and a vibration acceleration sensor 10, the temperature sensor 9 is positioned above the outer ring 4-1 and close to the chassis end of the vehicle, the temperature sensor 9 is fixed on the outer ring 4-1 in an embedded mode, and a wired connection mode is adopted to transmit a measured temperature signal of the hub bearing unit. The vibration acceleration sensor 10 comprises a vibration acceleration sensor A10-1, a vibration acceleration sensor B10-2 and a vibration acceleration sensor C10-3, the vibration acceleration sensor C10-3 is located below the outer ring 4-1 and close to the bottom face end of the vehicle, the vibration acceleration sensor A10-1 and the vibration acceleration sensor B10-2 are respectively located in the front position of the outer ring 4-1 close to the front section of the vehicle body and the rear position of the outer ring close to the rear end of the vehicle body, and the 3 vibration acceleration sensors 10 are fixed on the outer ring 4-1 in a sticking mode or a magnetic suction mode and all adopt a wired connection mode to transmit measured vibration signals.

The flange plate 4-2 is provided with a load sensor 11, the load sensor 11 comprises a load sensor A11-1, a load sensor B11-2, a load sensor C11-3 and a load sensor D11-4, the load sensor A11-1, the load sensor B11-2, the load sensor C11-3 and the load sensor D11-4 are uniformly arranged between every two bolt holes, the load sensor 11 is fixed on the flange plate 4-2 in an adhering mode, and signal transmission is carried out in a wireless mode. A wireless signal receiver is arranged on the steering knuckle 6 for wireless signal communication and reception on the flange plate 4-2.

The steering knuckle 6 is provided with a displacement sensor 12, the displacement sensor 12 is screwed and fixed on the steering knuckle 6 through a bolt, the displacement sensor is used for measuring laser type non-contact type measurement, a measuring light path is directly opposite to the disc surface of the brake disc 3, the distance between the sensor and the middle line of the wheel is L, and the displacement deformation or the inclination angle of the wheel end can be measured when the wheel assembly 13 is loaded.

The integrated temperature sensor 9 is an absolute measurement, which directly measures the temperature at the wheel end and directly transmits the signal to the central processor. The integrated vibration acceleration sensor 10 directly collects vibration acceleration at the wheel end, and directly transmits a signal to the central processing unit.

The integrated load sensor 11 adopts a resistance type strain gauge, the load sensor A11-1, the load sensor B11-2, the load sensor C11-3 and the load sensor D11-4 are pasted on the rotary flange plate 4-2, and the calibration method comprises the following steps:

(1) the intelligent hub bearing unit system is mounted on the applied automobile chassis as shown in fig. 9, and the wheel is rotated so that the resistive strain gauge load cell a11-1 is positioned directly above the vertical direction as shown in fig. 10.

(2) Gradually applying an axial load F in the wheel direction to form a bending moment load M ═ F ═ R, wherein R is the radius of the wheel, so as to gradually obtain a relation between the value of M and the strain epsilon:

M＝aε+b

in the formula, a and b are calibration coefficients

As shown in FIG. 8, the calibration curve of load and strain for 4 load sensors is shown

(3) After the relation between the M value and the strain epsilon is obtained according to the formula, the wheel end load M can be directly measured in real time, when the resistance type strain gauge C3-1 rotates along with the wheel flange, the load is maximum in the vertical direction, and the loads in other directions are gradually reduced.

The load exhibits a sinusoidal variation:

M＝Mo*sin((2π/T)*t)

in the formula: mo is bending moment amplitude, T is rotating speed period, and T is real-time.

(4) Similarly, the other load sensors B11-2, C11-3 and D11-4 strain gauges are also calibrated according to the method.

The integrated displacement sensor 12 is an absolute measurement, which directly measures the displacement of the wheel end and directly transmits the signal to the central processor.

The invention relates to a closed loop system which adopts a plurality of sensors integrated on a hub bearing unit to collect and transmit working condition signals of a wheel end to a central processing unit for analysis and feedback control. The functions covered by the system include the following:

1. safety precaution

(1) Brake problem early warning

In the process of braking at the wheel end, abnormal high temperature is brought by abnormal braking or braking failure, the temperature sensor 9 can sense the temperature, the working temperature To measured by the hub bearing unit in a normal braking range is 170 ℃, when the temperature measured in a short temporary period of time in the braking process exceeds 170+30 To 200 ℃, the abnormality of braking is indicated, a central processing unit is used for carrying out safety early warning prompt, and the brake needs To be overhauled To prevent safety accidents caused by abnormal braking.

(2) Overload warning

Abnormal overload caused by improper driving of a driver or sudden change of road surface working conditions to the wheel end can be sensed through the load sensor 11 and the vibration acceleration sensor 10, and the following three abnormal working conditions are easy to cause overload:

i) vehicle self-overload

The vehicle is improperly used and exceeds the preset load bearing design capacity of the vehicle, for example, exceeds the load bearing capacity of 20%, and can be sensed through the load sensor 11. If Mo is 3.6kn.m, when the value exceeds the value, an overload phenomenon is predicted, and the overload phenomenon needs to be rechecked to prevent a safety accident.

ii) linear impact

The wheel travels straight at a very high speed to impact a road surface depression or protrusion as shown in fig. 11.

At this moment, plastic damage may be caused to the wheel assembly, the load sensor 11 can sense an abnormal impact pulse, once the instantaneous pulse load exceeds the Mo value, if Mo is 4.5kn.m, when the value exceeds the Mo value, the instantaneous pulse load will be used as a precondition for safety precaution, meanwhile, the vibration acceleration sensor 10 can be combined to perform vibration acceleration analysis, when the wheel end receives damage, such as plastic deformation of a raceway of a hub bearing unit or deformation of the wheel, the acceleration value sensed by the vibration acceleration sensor 10 is abnormally increased and exceeds a set range, if a set requirement ao is 5g, when ao exceeds 2 ao, safety precaution is performed, and the wheel end needs to be overhauled.

iii) side impact

The wheels travel straight at a very high speed, resulting in a bump in the shoulder of the road due to an inaccurate steering of the steering wheel, as shown in fig. 12.

(3) Crack warning

The structural part of the wheel end is easy to fail due to external working conditions such as wheel end overload and abnormal impact, and structural cracks are formed, for example, the crack failure of any one of the parts such as the wheel 1, the hub bearing unit 4 or the driving shaft 5 can cause the displacement of the wheel end to be greatly increased, so that the rigidity of a wheel end system is reduced, the rigidity analysis and calculation of the wheel end system integrates signals collected by the load sensor 11 and the displacement sensor 12, and the analysis method of the signals is as follows:

i) the signal of a load sensor 11 acquired in real time is M, the signal of a displacement sensor 12 acquired in real time is s, and the distance between the sensor and the central line of the wheel is L

ii) stiffness calculation:

and (3) calculating the inclination angle: theta as arctan (s/L)

And (3) rigidity calculation: k is M/theta

ii) early warning

And when the actually measured rigidity value K is lower than the preset rigidity value Ko, safety early warning is carried out, cracks are shown to be initiated, and the vehicle stops running in time after receiving the early warning in order to prevent expansion and safety accidents.

2. Comfort control

When the comfort of the passengers is different between the case where the vehicle travels on a flat road and the case where the vehicle travels on a depressed road, two different road traveling states are shown in fig. 13.

When the vehicle runs under two different road surfaces, there may be a significant difference in the waveform characteristics acquired by the load sensor 11, as shown in fig. 14.

When the ordinate of the load M exceeds a preset value of Moo, a control command is issued by the central controller to regulate the damping of the shock absorber 2, according to the following dynamic model:

w is a wheel end quality matrix;

c is a wheel end damping matrix;

k is a wheel end rigidity matrix;

f (t) is external excitation, and the external excitation caused by the straight road surface is different from that caused by the hollow road surface;

x (t) is vibration acceleration, speed and displacement response caused by external excitation F (t);

by varying the damping of the shock absorber 2, the damping C of the wheel end is adjusted so as to be obtained under external excitation on a pothole road

X (t) amplitude is as small as possible, which amplitude can also be detected by the vibration acceleration sensor 10

And the adjustment effect of the damping is identified and judged.

3. Maintenance prompt

According to the rigidity analysis function in crack early warning in the step (3) in the step 2, the rigidity monitoring device has the rigidity monitoring function on the whole running period of the wheel end of the vehicle, the rigidity of the wheel end is reduced due to the fact that the raceway of the hub bearing unit 4 is worn and the driving shaft 5 is attenuated to pretension in the dynamic running process of the vehicle, a rigidity threshold value K1 can be set, and when the whole vehicle runs to a certain mileage such as 150000km, the actually measured rigidity K is reduced to be lower than K1, and a driver is prompted to maintain the vehicle.

4. Functional substitution of abs wheel speed sensors

When the load sensor 11 is adopted to monitor the real-time load of the wheel end, the function of extracting wheel speed signals is provided, the function can replace an abs wheel speed sensor adopted in the existing market, a signal system identifies the signal characteristics of the load sensor 11 arranged on the flange plate 4, the period of the load signals is T, and then the wheel speed can be calculated according to the following formula:

n＝1/T

in order to prevent the wheels from locking when the brake wheel ends are not rotating during braking (the locking feature is identified by the load sensor 11, as shown in fig. 16), anti-lock control may be performed in conjunction with the brake unit.

The invention integrates a plurality of sensing unit modules into the hub bearing unit 4, so that the hub bearing unit 4 has the functions of acquiring and collecting wheel end temperature, wheel end rotating speed, wheel end vibration acceleration, wheel end load, torque and rigidity signals, transmitting the signals to the central controller of the vehicle, analyzing the signals, regulating and controlling the running state of the vehicle, giving safety early warning and the like, and can realize the safety early warning, comfort control, maintenance prompt and replacement of an ABS wheel speed sensor on the whole vehicle.

In addition to the above embodiments, the present invention may have other embodiments. All technical solutions formed by adopting equivalent substitutions or equivalent transformations fall within the protection scope of the claims of the present invention.

Claims

1. The utility model provides an intelligent wheel hub bearing unit system, mainly includes wheel (1), bumper shock absorber (2), brake disc (3), wheel hub bearing unit (4), drive shaft (5), knuckle (6), pull rod (7) and underarm (8), characterized by: the wheel (1) and the brake disc (3) are both in locking connection with the hub bearing unit (4) through bolts, the hub bearing unit (4) is in locking connection with the steering knuckle (6) through bolts, the hub bearing unit (4) is in locking connection with the driving shaft (5) through a central nut, the steering knuckle (6) is in locking connection with the shock absorber (2) through bolts, the steering knuckle (6) is in locking connection with the pull rod (7) through bolts, the steering knuckle (6) is in locking connection with the lower arm (8) through bolts, a wheel assembly (13) is formed, the shock absorber (2), the pull rod (7) and the lower arm (8) are all connected with the vehicle chassis, the hub bearing unit (4) comprises an outer ring (4-1) and a flange plate (4-2), the outer ring (4-1) and the steering knuckle (6) are connected with the vehicle chassis, and the flange plate (4-2) and the brake disc (3), The wheels (1) are connected; the automobile body vibration and acceleration sensor is characterized in that a temperature sensor (9) and a vibration acceleration sensor (10) are arranged on the outer ring (4-1), the temperature sensor (9) is located at the upper position of the outer ring (4-1) and close to the end of a chassis of an automobile, the vibration acceleration sensor (10) comprises a vibration acceleration sensor A (10-1), a vibration acceleration sensor B (10-2) and a vibration acceleration sensor C (10-3), the vibration acceleration sensor C (10-3) is located at the lower position of the outer ring (4-1) and close to the end of the bottom surface of the automobile, and the vibration acceleration sensor A (10-1) and the vibration acceleration sensor B (10-2) are respectively located at the front position of the outer ring (4-1) close to the front section of an automobile body and at the rear position of the.

2. The intelligent hub bearing unit system of claim 1, wherein: and the flange plate (4-2) is provided with a load sensor (11), the load sensor (11) comprises a load sensor A (11-1), a load sensor B (11-2), a load sensor C (11-3) and a load sensor D (11-4), and the load sensor A (11-1), the load sensor B (11-2), the load sensor C (11-3) and the load sensor D (11-4) are uniformly arranged between every two bolt holes.

3. The intelligent hub bearing unit system of claim 1, wherein: and a displacement sensor (12) is arranged on the steering knuckle (6).