CN119116600A - Whole vehicle stiffness adjustment system, whole vehicle stiffness adjustment method and vehicle - Google Patents
Whole vehicle stiffness adjustment system, whole vehicle stiffness adjustment method and vehicle Download PDFInfo
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- CN119116600A CN119116600A CN202411394818.6A CN202411394818A CN119116600A CN 119116600 A CN119116600 A CN 119116600A CN 202411394818 A CN202411394818 A CN 202411394818A CN 119116600 A CN119116600 A CN 119116600A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
- B60C23/001—Devices for manually or automatically controlling or distributing tyre pressure whilst the vehicle is moving
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Abstract
The application relates to a whole vehicle rigidity adjusting system, a whole vehicle rigidity adjusting method and a vehicle. The whole vehicle rigidity adjusting system comprises a suspension detecting assembly, a tire rigidity adjusting assembly and a control piece, wherein the suspension detecting assembly can acquire parameter information of a suspension, the tire rigidity adjusting assembly can adjust rigidity of a tire, the control piece is connected with the suspension detecting assembly and the tire rigidity adjusting assembly, and the control piece can calculate rigidity of the suspension according to the parameter information of the suspension and control the tire rigidity adjusting assembly to adjust the rigidity of the tire based on the rigidity of the suspension. The rigidity adjusting system of the whole vehicle can enable the tires and the suspensions to always keep good rigidity ratio under different working conditions, and improves the comfort of the whole vehicle.
Description
Technical Field
The application relates to the technical field of vehicles, in particular to a whole vehicle rigidity adjusting system, a whole vehicle rigidity adjusting method and a vehicle.
Background
Along with the rapid development of social economy, vehicles become common travel vehicles, and the comfort requirements of people on the vehicles in the running process are gradually improved. Tires are the only components of the vehicle that contact the ground, and their stiffness directly affects road feedback and grip. The suspension system is responsible for supporting the vehicle body, absorbing road impact and maintaining the wheels in contact with the ground. The stiffness ratio of the tire to the suspension can affect the handling, stability and ride comfort of the vehicle under different driving conditions, such as high speed driving, cornering, bumpy road surfaces.
However, due to the change of the driving conditions such as the load, road conditions or external temperature, the rigidity ratio of the traditional tire and the suspension system design is often changed greatly, and the comfort of the whole vehicle is reduced.
Disclosure of Invention
Based on the above, it is necessary to provide a vehicle stiffness adjustment system, a vehicle stiffness adjustment method and a vehicle for improving the comfort of the vehicle.
The application provides a whole vehicle rigidity adjusting system which comprises a suspension detecting component, a tire rigidity adjusting component and a control piece, wherein the suspension detecting component can acquire parameter information of a suspension, the tire rigidity adjusting component is connected with a tire and can adjust rigidity of the tire, the control piece is connected with the suspension detecting component and the tire rigidity adjusting component, and the control piece can acquire rigidity of the suspension according to the parameter information of the suspension and can control the tire rigidity adjusting component to adjust the rigidity of the tire based on the rigidity of the suspension.
According to the whole vehicle stiffness adjusting system, the parameter information of the suspension is obtained through the suspension detecting component, the stiffness of the suspension is calculated through the control component according to the parameter information of the suspension, the ideal stiffness of the tire is calculated through the preset stiffness ratio of the tire and the suspension, the operation of the tire stiffness adjusting component is controlled through the control component based on the stiffness of the suspension, the stiffness of the tire is adjusted to the ideal stiffness through the tire stiffness adjusting component, and therefore the tire and the suspension can always keep good stiffness ratio under different working conditions, and the comfort of the whole vehicle is improved.
In one embodiment, the suspension detection assembly includes a displacement sensor disposed on the suspension, the displacement sensor connected to a control member, the displacement sensor configured to detect a displacement of the suspension, and the control member configured to obtain a stiffness of the suspension according to the displacement.
In one embodiment, the suspension detection assembly includes a pneumatic sensor connected to the suspension and connected to the control member, the pneumatic sensor being configured to detect pneumatic pressure of the suspension, the control member being configured to obtain a stiffness of the suspension based on the pneumatic pressure.
In one embodiment, the vehicle stiffness adjustment system further includes a weight sensor connected to the control member, the weight sensor is configured to detect a loading weight of the vehicle, and the control member is configured to obtain a stiffness of the suspension according to the loading weight.
In one embodiment, the tire rigidity adjusting assembly comprises an inflation and deflation unit connected to the tire and a control member, the inflation and deflation unit is used for inflating or deflating the tire, and the control member can control the inflation and deflation unit to inflate or deflate the tire according to the rigidity of the suspension.
In one embodiment, the tire rigidity adjusting assembly further comprises a tire pressure sensor arranged on the tire and used for detecting the tire pressure of the tire, and the control member is connected to the tire pressure sensor and can acquire the rigidity of the tire according to the tire pressure and control the opening or closing of the inflation and deflation unit according to the rigidity of the tire.
In one embodiment, the inflation and deflation unit comprises an air source and a control valve, the air source is communicated to the tire inflation hole through the control valve, the control valve is connected to a control piece, and the control piece can control the opening and closing of the control valve according to the rigidity of the tire.
In one embodiment, the inflation and deflation unit has an inflation state and a deflation state, in the inflation state, the control valve and the air source are opened, the air inlet of the control valve is communicated with the air outlet of the control valve, the air inlet of the control valve is communicated with the air source, the air outlet of the control valve is communicated with the tire inflation hole, the air source can sequentially convey air into the tire through the control valve and the tire inflation hole, in the deflation state, the control valve is opened, the air inlet of the control valve is communicated with the tire inflation hole, and the air outlet of the control valve is communicated with the outside, so that the air is discharged from the tire inflation hole through the control valve.
The application provides a whole vehicle rigidity adjusting method, which is implemented by the whole vehicle rigidity adjusting system, and comprises the steps of acquiring parameter information of a suspension through a suspension detection assembly and transmitting the parameter information to a control member; and adjusting the rigidity of the tire to the ideal rigidity through the tire rigidity adjusting assembly.
A third aspect of the application provides a vehicle comprising a whole vehicle stiffness adjustment system as described above.
Drawings
Fig. 1 is a schematic diagram of a vehicle stiffness adjustment system according to an embodiment of the present application.
Fig. 2 is a flow chart of a method for adjusting rigidity of a whole vehicle according to an embodiment of the application.
Reference numerals illustrate:
100. The whole vehicle rigidity adjusting system; 10, a suspension detection assembly, 11, a displacement sensor, 12, an air pressure sensor, 20, a tire rigidity adjusting assembly, 21, an air source, 22, a control valve, 23, a tire pressure sensor, 30, a control member, 40, a weight sensor, 200, a suspension and 300, and a tire.
Detailed Description
In order that the above objects, features and advantages of the application will be readily understood, a more particular description of the application will be rendered by reference to the appended drawings. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present application. The present application may be embodied in many other forms than described herein and similarly modified by those skilled in the art without departing from the spirit of the application, whereby the application is not limited to the specific embodiments disclosed below.
In the description of the present application, it should be understood that, if any, these terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., are used herein with respect to the orientation or positional relationship shown in the drawings, these terms refer to the orientation or positional relationship for convenience of description and simplicity of description only, and do not indicate or imply that the apparatus or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore should not be construed as limiting the application.
Furthermore, the terms "first," "second," and the like, if any, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature. In the description of the present application, the terms "plurality" and "a plurality" if any, mean at least two, such as two, three, etc., unless specifically defined otherwise.
In the present application, unless explicitly stated and limited otherwise, the terms "mounted," "connected," "secured," and the like are to be construed broadly. For example, they may be fixedly connected, detachably connected or integrally formed, mechanically connected, electrically connected, directly connected or indirectly connected through an intermediate medium, and communicated between two elements or the interaction relationship between two elements unless clearly defined otherwise. The specific meaning of the above terms in the present application can be understood by those of ordinary skill in the art according to the specific circumstances.
In the present application, unless expressly stated or limited otherwise, the meaning of a first feature being "on" or "off" a second feature, and the like, is that the first and second features are either in direct contact or in indirect contact through an intervening medium. Moreover, a first feature being "above," "over" and "on" a second feature may be a first feature being directly above or obliquely above the second feature, or simply indicating that the first feature is level higher than the second feature. The first feature being "under", "below" and "beneath" the second feature may be the first feature being directly under or obliquely below the second feature, or simply indicating that the first feature is less level than the second feature.
It will be understood that if an element is referred to as being "fixed" or "disposed" on another element, it can be directly on the other element or intervening elements may also be present. If an element is referred to as being "connected" to another element, it can be directly connected to the other element or intervening elements may also be present. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and the like as used herein, if any, are for descriptive purposes only and do not represent a unique embodiment.
Referring to fig. 1, fig. 1 is a schematic diagram of a vehicle stiffness adjustment system 100 according to an embodiment of the application. In some embodiments, the overall vehicle stiffness adjustment system 100 includes a suspension detection assembly 10, a tire stiffness adjustment assembly 20, and a control 30. The suspension sensing assembly 10 is disposed on the suspension 200, and the suspension sensing assembly 10 is capable of acquiring parameter information of the suspension 200 (e.g., a displacement amount of the suspension 200, air pressure, etc.) and transmitting the parameter information of the suspension 200 to the control member 30.
The tire rigidity-adjusting assembly 20 is connected to the tire 300 and the tire rigidity-adjusting assembly 20 is capable of adjusting the rigidity of the tire 300, such as the tire rigidity-adjusting assembly 20 adjusting the rigidity of the tire 300 by changing the air pressure of the tire 300.
The control member 30 is connected to the suspension detecting assembly 10 and the tire rigidity adjusting assembly 20, and the control member 30 is capable of calculating the rigidity of the suspension 200 from the parameter information of the suspension 200 acquired by the suspension 200 testing assembly and controlling the rigidity of the tire 300 based on the rigidity of the suspension 200 to adjust the rigidity of the tire 300, thereby enabling a good rigidity ratio between the tire 300 and the suspension 200.
Generally, the relationship between the parameter information of the suspension 200 and the rigidity of the suspension 200 is obtained by performing static test, dynamic test, computer simulation, etc. on the vehicle, so that the control member 30 can calculate and obtain the rigidity value of the suspension 200 through the parameter information of the suspension 200.
Parameter information of the suspension 200 is acquired through the suspension detection assembly 10, the rigidity of the suspension 200 is acquired through the control member 30 according to the parameter information of the suspension 200, the operation of the tire rigidity adjusting assembly 20 is controlled through the control member 30 based on the rigidity of the suspension 200, and the rigidity of the tire 300 is adjusted through the tire rigidity adjusting assembly 20, so that the whole vehicle rigidity adjusting system 100 can always keep a good rigidity ratio between the tire 300 and the suspension 200 under different working conditions, and the comfort of the whole vehicle is improved.
In a possible embodiment, the suspension detecting assembly 10 includes a displacement sensor 11, the displacement sensor 11 is disposed on the suspension 200, the displacement sensor 11 is connected to the control member 30, the displacement sensor 11 is used for detecting the displacement of the suspension 200, and the control member 30 can obtain the rigidity of the suspension 200 according to the displacement.
When the displacement amount of the suspension 200 is positive, the rigidity of the suspension 200 tends to become large, and at this time, in order to ensure that the suspension 200 and the tire 300 have a preset rigidity ratio, the rigidity of the tire 300 is increased by controlling the operation of the tire rigidity adjusting assembly 20 until the rigidity ratio of the tire 300 and the suspension 200 satisfies the preset rigidity ratio. When the displacement amount of the suspension 200 is negative, the rigidity of the suspension 200 tends to decrease, and at this time, in order to ensure that the suspension 200 and the tire 300 have a preset rigidity ratio, the rigidity of the tire 300 is decreased by controlling the tire rigidity adjusting assembly 20 to operate until the rigidity ratio of the tire 300 and the suspension 200 satisfies the preset rigidity ratio.
It should be noted that the present application can select different preset stiffness ratios according to different vehicle types and vehicle driving conditions, for example, the vehicle is a sedan, the preset stiffness ratio is about 1:2, the vehicle is a sport type vehicle, the preset stiffness ratio is about 1:1, for example, the vehicle is an off-road vehicle, and the preset stiffness ratio is between 1:2 and 1:3.
In a possible embodiment, the suspension detection assembly 10 includes a barometric pressure sensor 12, the barometric pressure sensor 12 being connected to the suspension 200, the barometric pressure sensor 12 being connected to the control member 30, the barometric pressure sensor 12 being configured to detect the barometric pressure of the suspension 200, the control member 30 being configured to obtain the stiffness of the suspension 200 based on the barometric pressure calculation.
When the air pressure of the suspension 200 increases, the rigidity of the suspension 200 tends to become high, and at this time, in order to ensure that the suspension 200 and the tire 300 have a preset rigidity ratio, the rigidity of the tire 300 is increased by controlling the operation of the tire rigidity adjusting assembly 20 until the rigidity ratio of the tire 300 and the suspension 200 satisfies the preset rigidity ratio. When the air pressure of the suspension 200 is reduced, the rigidity of the suspension 200 tends to be reduced, and at this time, in order to ensure that the suspension 200 and the tire 300 have a preset rigidity ratio, the rigidity of the tire 300 is reduced by controlling the operation of the tire rigidity adjusting assembly 20 until the rigidity ratio of the tire 300 and the suspension 200 satisfies the preset rigidity ratio.
In a possible embodiment, the vehicle stiffness adjustment system 100 further includes a weight sensor 40, where the weight sensor 40 is connected to the control member 30, and the weight sensor 40 is configured to detect a loading weight of the vehicle, and the control member 30 is configured to obtain the stiffness of the suspension 200 according to the loading weight.
When the loading mass increases, the rigidity of the suspension 200 tends to become large, and at this time, in order to ensure that the suspension 200 and the tire 300 have a preset rigidity ratio, the rigidity of the tire 300 is increased by controlling the tire rigidity adjusting assembly 20 to operate until the rigidity ratio of the tire 300 and the suspension 200 satisfies the preset rigidity ratio. When the loading mass is lowered, the rigidity of the suspension 200 tends to be reduced, and at this time, in order to secure the suspension 200 and the tire 300 with a preset rigidity ratio, the rigidity of the tire 300 is reduced by controlling the tire rigidity adjusting assembly 20 to operate until the rigidity ratio of the tire 300 and the suspension 200 satisfies the preset rigidity ratio. The weight sensor 40 according to the present application is only one of the methods for acquiring the vehicle loading mass, and the vehicle loading mass measuring device according to the related art is applicable to the present application.
In some embodiments, the tire stiffness adjustment assembly 20 includes an inflation and deflation unit connected to the tire 300 and the control member 30, the inflation and deflation unit for inflating or deflating the tire 300, the control member 30 capable of controlling the inflation and deflation of the tire 300 by the inflation and deflation unit in accordance with the stiffness of the suspension 200.
In general, the tire pressure is one of factors affecting the rigidity of the tire 300, the tire 300 is inflated by the inflation and deflation unit, the rigidity of the tire 300 is increased by increasing the tire pressure of the tire 300, the tire 300 is deflated by the inflation and deflation unit, the rigidity of the tire 300 is reduced by decreasing the tire pressure of the tire 300, and thus the rigidity of the tire 300 is adjusted by inflating and deflating the tire 300.
Specifically, when the rigidity of the suspension 200 increases, the tire 300 is inflated by the inflation/deflation unit so that the rigidity of the tire 300 correspondingly increases, and when the rigidity of the suspension 200 decreases, the tire 300 is deflated by the inflation/deflation unit so that the rigidity of the tire 300 correspondingly decreases.
In other embodiments, the tire stiffness adjustment assembly 20 may also adjust the stiffness of the tire 300 by adjusting the shape of the tire 300, changing the air chamber structure of the tire 300, using tire 300 materials with varying stiffness characteristics, and the like.
In a possible embodiment, the tire rigidity adjusting assembly 20 further comprises a tire pressure sensor 23, the tire pressure sensor 23 is provided on the tire 300 and is used for detecting the tire pressure of the tire 300, the control member 30 is connected to the tire pressure sensor 23 and the control member 30 is capable of obtaining the rigidity of the tire 300 according to the tire pressure and controlling the opening or closing of the air charging and discharging unit according to the rigidity of the tire 300.
Generally, the relationship between the tire pressure of the tire 300 and the rigidity of the tire 300 is obtained by means of a theoretical model of the tire 300, performing static test and dynamic test on the tire 300, performing computer simulation and the like, so that the control member 30 can calculate and obtain the rigidity value of the tire 300 through the tire pressure of the tire 300, and when the control member 30 controls the tire rigidity adjusting assembly 20 to adjust the tire 300, the tire pressure transmitted by the tire pressure sensor 23 can determine whether the rigidity of the tire 300 is adjusted to the preset rigidity, so as to improve the adjusting accuracy of the tire rigidity adjusting assembly 20, ensure that the rigidity ratio of the tire 300 and the suspension 200 is the preset rigidity ratio, and improve the driving comfort.
Specifically, when the rigidity of the tire 300 is not determined to be at the preset rigidity by the tire pressure transmitted by the control member 30 through the tire pressure sensor 23, the control member 30 controls the air charging and discharging unit to be turned on, the tire 300 is inflated or discharged by the air charging and discharging unit, and when the rigidity of the tire 300 is determined to be at the preset rigidity by the tire pressure transmitted by the control member 30 through the tire pressure sensor 23, the control member 30 controls the air charging and discharging unit to be turned off, and the air charging and discharging unit no longer regulates the tire 300.
In a possible embodiment, the inflation and deflation unit comprises an air source 21 and a control valve 22, the output air tap of the air source 21 is communicated to the inflation hole of the tire 300 through the control valve 22, the air source 21 and the control valve 22 are both connected with a control member 30, and the control member 30 can control the opening and closing of the air source 21 and the control valve 22 according to the rigidity of the tire 300. Alternatively, the air source 21 is a regulated air pump capable of generating high pressure air, thereby rapidly and effectively injecting air into the interior of the tire 300 to increase the internal tire pressure of the tire 300.
When the rigidity of the tire 300 is determined not to be at the preset rigidity by the tire pressure transmitted from the tire pressure sensor 23, the control member 30 controls the air source 21 and the control valve 22 to be opened to inflate or deflate the tire 300, and when the rigidity of the tire 300 is determined to be at the preset rigidity by the tire pressure transmitted from the tire pressure sensor 23 by the control member 30, the control member 30 controls the air source 21 and the control valve 22 to be closed to stop inflating or deflating the tire 300.
Specifically, the inflation and deflation unit has an inflated state and a deflated state. In the inflated state, the control valve 22 and the air source 21 are opened, the air inlet of the control valve 22 is communicated with the air outlet of the control valve 22, the air inlet of the control valve 22 is communicated with the air source 21, the air outlet of the control valve 22 is communicated with the inflation hole of the tire 300, and the air source 21 can sequentially convey air to the tire 300 through the inflation holes of the control valve 22 and the tire 300, so that the tire 300 is inflated, and the rigidity of the tire 300 is improved.
In the deflated state, the control valve 22 is opened, the air inlet of the control valve 22 is communicated with the air-charging hole of the tire 300, and the air outlet of the control valve 22 is communicated with the outside, so that the air is discharged from the air-charging hole of the tire 300 through the control valve 22, thereby deflating the tire 300, and the rigidity of the tire 300 is lowered.
Referring to fig. 1 and 2, another aspect of the present application provides a method for adjusting rigidity of a whole vehicle, which is implemented by the whole vehicle rigidity adjusting system 100 in the above embodiment, and includes the following steps:
and S10, acquiring parameter information of the suspension 200 through the suspension detection assembly 10 and transmitting the parameter information to the control member 30.
Specifically, the displacement amount and the air pressure information of the suspension 200 are detected by the displacement sensor 11 and the air pressure sensor 12, respectively, and the parameter information of the suspension 200 is acquired and transmitted to the control member 30.
S20, the stiffness of the suspension 200 and the ideal stiffness of the tire 300 are calculated by the control member 30.
Specifically, the control member 30 calculates the rigidity of the suspension 200 from the parameter information of the suspension 200, calculates the actual rigidity of the tire 300 from the tire pressure obtained by the tire pressure sensor 23, and calculates the ideal rigidity of the tire 300 from the preset rigidity ratio.
S30, the rigidity of the tire 300 is adjusted to the ideal rigidity through the tire rigidity adjusting assembly 20.
Specifically, the control member 30 controls the tire stiffness adjustment assembly 20 to adjust the stiffness of the tire 300 according to the desired stiffness of the tire 300 such that the tire 300 and the suspension 200 reach a preset stiffness ratio, improving driving comfort.
Alternatively, after the control member 30 calculates the ideal rigidity of the tire 300 according to the preset rigidity ratio, the ideal tire pressure is calculated according to the relationship between the tire pressure of the tire 300 and the rigidity of the tire 300, and the tire 300 is inflated or deflated to the ideal tire pressure by the inflation/deflation unit.
Specifically, in the present embodiment, when the weight sensor 40 detects that the loading mass of the whole vehicle increases, the displacement sensor 11 detects that the displacement amount of the suspension 200 is negative, or when the air pressure sensor 12 detects that the air pressure of the suspension 200 increases, the rigidity of the suspension 200 increases, at this time, the control member 30 performs analysis to calculate the rigidity of the tire 300 corresponding to the rigidity of the suspension 200 and the tire pressure of the tire 300 corresponding to the rigidity, the control member 30 controls the solenoid valve to open, the tire 300 is inflated by the air source 21, and after the tire pressure obtained by the tire pressure sensor 23 reaches the tire pressure of the tire 300 calculated by the control member 30, the control member 30 controls the solenoid valve to close, and the inflation of the tire 300 is stopped.
When the weight sensor 40 detects that the loading quality of the whole vehicle is reduced, the displacement sensor 11 detects that the displacement amount of the suspension 200 is positive, or when the air pressure sensor 12 detects that the air pressure of the suspension 200 is reduced, the rigidity of the suspension 200 is reduced, at this time, the control member 30 analyzes and calculates the rigidity of the tire 300 corresponding to the rigidity of the suspension 200 and the tire pressure of the tire 300 corresponding to the rigidity, the control member 30 controls the electromagnetic valve to open, the tire 300 is deflated through the electromagnetic valve, and after the tire pressure obtained by the tire pressure sensor 23 reaches the tire pressure of the tire 300 calculated by the control member 30, the control member 30 controls the electromagnetic valve to close, and the deflation of the tire 300 is stopped.
By the whole vehicle rigidity adjusting method, the tire 300 and the suspension 200 keep constant and good preset rigidity ratio, so that good vehicle acceleration and dynamic load are ensured, and excellent driving comfort of the whole vehicle is ensured.
As the same concept, the present application also provides a vehicle, which includes the whole vehicle stiffness adjustment system 100, where the whole vehicle stiffness adjustment system 100 is the whole vehicle stiffness adjustment system 100 in the above embodiment. The present application is not limited to the type of vehicle, and may be any type of vehicle such as a passenger car, a truck, a bus, or a special vehicle.
According to the whole vehicle rigidity adjusting system 100 and the whole vehicle rigidity adjusting method, the rigidity of the tire 300, the whole vehicle mass and the rigidity of the suspension 200 are cooperatively designed, and the rigidity of the tire 300 is controlled through the control member 30, so that the tire 300 and the suspension 200 can keep constant and good preset rigidity ratio under different loading masses and running conditions, and the comfort of the whole vehicle is improved.
The technical features of the above-described embodiments may be arbitrarily combined, and all possible combinations of the technical features in the above-described embodiments are not described for brevity of description, however, as long as there is no contradiction between the combinations of the technical features, they should be considered as the scope of the description.
The above examples illustrate only a few embodiments of the application, which are described in detail and are not to be construed as limiting the scope of the claims. It should be noted that it will be apparent to those skilled in the art that several variations and modifications can be made without departing from the spirit of the application, which are all within the scope of the application. Accordingly, the scope of protection of the present application is to be determined by the appended claims.
Claims (10)
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202411394818.6A CN119116600B (en) | 2024-10-08 | 2024-10-08 | Whole vehicle rigidity adjusting system, whole vehicle rigidity adjusting method and vehicle |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202411394818.6A CN119116600B (en) | 2024-10-08 | 2024-10-08 | Whole vehicle rigidity adjusting system, whole vehicle rigidity adjusting method and vehicle |
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| Publication Number | Publication Date |
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| CN119116600A true CN119116600A (en) | 2024-12-13 |
| CN119116600B CN119116600B (en) | 2025-10-28 |
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Citations (5)
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|---|---|---|---|---|
| JP2007331516A (en) * | 2006-06-14 | 2007-12-27 | Denso Corp | Tire pressure control device |
| US20080243334A1 (en) * | 2007-03-29 | 2008-10-02 | Bujak Christopher R | Vehicle Control System With Advanced Tire Monitoring |
| US20110231051A1 (en) * | 2007-03-16 | 2011-09-22 | Markus Gerdin | Use of suspension information in tire pressure deviation detection for a vehicle tire |
| CN105555555A (en) * | 2013-08-01 | 2016-05-04 | 大众汽车有限公司 | Method and system for determining a pressure ratio between a target tire pressure and a current tire pressure for a tire of a vehicle |
| CN205327194U (en) * | 2015-12-29 | 2016-06-22 | 西安理工大学 | Automobile body rigidity adjusting system |
-
2024
- 2024-10-08 CN CN202411394818.6A patent/CN119116600B/en active Active
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2007331516A (en) * | 2006-06-14 | 2007-12-27 | Denso Corp | Tire pressure control device |
| US20110231051A1 (en) * | 2007-03-16 | 2011-09-22 | Markus Gerdin | Use of suspension information in tire pressure deviation detection for a vehicle tire |
| US20080243334A1 (en) * | 2007-03-29 | 2008-10-02 | Bujak Christopher R | Vehicle Control System With Advanced Tire Monitoring |
| CN105555555A (en) * | 2013-08-01 | 2016-05-04 | 大众汽车有限公司 | Method and system for determining a pressure ratio between a target tire pressure and a current tire pressure for a tire of a vehicle |
| CN205327194U (en) * | 2015-12-29 | 2016-06-22 | 西安理工大学 | Automobile body rigidity adjusting system |
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