CN212194987U - Suspension, Chassis, Vehicle Control Systems and Vehicles - Google Patents

Abstract

The present application relates to a suspension, a chassis, a vehicle control system and a vehicle, wherein, a suspension comprises: a shock absorber; the shock absorbers are used for respectively and mechanically connecting the vehicle body and the vehicle axle; an electromagnetic valve; the electromagnetic valve is mechanically connected with the shock absorber; a stabilizing wheel; the stabilizing wheel is arranged at one end of the electromagnetic valve close to the vehicle supporting surface. This application sets up single bumper shock absorber and solenoid valve, stabilizer wheel into a whole through carrying out redesign to vehicle suspension, and the suspension is close to automobile body one end and is the bumper shock absorber, and the suspension is close to axle one end and is the solenoid valve to make the suspension possess scalable stabilizer wheel. When a vehicle has a tire burst, the electromagnetic valve extends, the stabilizing wheel arranged at one end of the electromagnetic valve reliably lands, and then the stabilizing wheel in the suspension structure can be used for supporting the vehicle with the tire burst, so that the vehicle can keep balance when the tire burst occurs, accidents such as side turning and the like caused by imbalance of the vehicle are avoided, and the safety of the vehicle is improved.

Description

Suspension, Chassis, Vehicle Control Systems and Vehicles

technical field

The present application relates to the technical field of vehicle control, and in particular, to a suspension, a chassis, a vehicle control system and a vehicle.

Background technique

With the development of society and the progress of the automobile industry, the number of automobiles is increasing, and how to ensure the safety of vehicles and personnel has become an urgent problem to be solved. Due to the influence of factors such as overspeed, overload, tire consumption and tire quality, in the process of vehicle driving, especially when driving at high speed, the tires are prone to sudden loss of air due to rupture in an extreme period of time, causing the vehicle to deviate, and it is easy to It leads to loss of vehicle control and traffic accidents, which greatly affects the safety of vehicles and personnel.

At present, when the vehicle has a tire blowout, the direction of the vehicle is generally adjusted slowly and the vehicle is braked to gradually decelerate the vehicle. However, during the implementation process, the inventor found that there are at least the following problems in the traditional technology: the traditional suspension cannot maintain the balance of the vehicle when the vehicle has a tire blowout, and there is a problem of low safety.

Utility model content

Based on this, it is necessary to provide a suspension, a chassis, a vehicle control system and a vehicle that can improve safety in view of the above technical problems.

In order to achieve the above purpose, an embodiment of the present application provides a suspension, including:

Shock absorbers; shock absorbers are used to mechanically connect the body and axle respectively;

Solenoid valve; the solenoid valve is mechanically connected to the shock absorber;

Stabilizing wheel; the stabilizing wheel is arranged at one end of the solenoid valve close to the vehicle support surface.

In one of the embodiments, the solenoid valve is rigidly connected to the shock absorber.

In one of the embodiments, the shock absorber includes a spring and a damper disposed through the spring; the damper is used to mechanically connect the axle and the body;

One end of the damper is mechanically connected to the solenoid valve.

In one of the embodiments, it also includes a fixing structure arranged on the shock absorber; the fixing structure is used for fixing the connection between the shock absorber and the vehicle body.

In one of the embodiments, the shock absorber is a hydraulic shock absorber.

An embodiment of the present application provides a chassis, including a vehicle axle and the suspension in any of the foregoing embodiments;

The axle is provided with a curved groove with an opening facing the vehicle support surface; the curved groove accommodates the stabilizing wheel.

An embodiment of the present application provides a vehicle control system, including a vehicle body ECU and the suspension in any of the above embodiments; the vehicle body ECU is connected to the suspension.

In one of the embodiments, a monitoring device is also included; the monitoring device is connected to the body ECU.

In one of the embodiments, the monitoring device includes a tire pressure sensor and a wheel speed sensor;

The tire pressure sensor is connected to the monitoring device; the wheel speed sensor is connected to the monitoring device.

Embodiments of the present application provide a vehicle, including the vehicle control system in any of the foregoing embodiments.

A technical scheme in the above-mentioned technical scheme has the following advantages and beneficial effects:

The shock absorber is used to connect the axle and the body respectively, and mechanically connect the solenoid valve. The stabilizing wheel is arranged at the end of the solenoid valve close to the vehicle support surface. The wheels are set as a whole, the end of the suspension close to the body is a shock absorber, and the end of the suspension close to the axle is a solenoid valve, so that the suspension has retractable and stable wheels. When the vehicle has a tire blowout, the solenoid valve is extended, and the stabilizing wheel arranged at one end of the solenoid valve can reliably land on the ground, and then the stabilizing wheel in the suspension structure can be used to support the punctured vehicle, so that the vehicle can be punctured when the tire blows. Keep the balance, avoid accidents such as rollover of the vehicle due to imbalance, and improve the safety of the vehicle.

Description of drawings

Other features, objects and advantages of the present application will become more apparent by reading the detailed description of non-limiting embodiments made with reference to the following drawings:

FIG. 1 is a first structural schematic diagram of a suspension in one embodiment;

Fig. 2 is the installation schematic diagram of the suspension in one embodiment;

Fig. 3 is the second structural schematic diagram of the suspension in one embodiment;

Fig. 4 is the third structural schematic diagram of the suspension in one embodiment;

Figure 5 is a side view of the suspension in one embodiment;

6 is a structural block diagram of a vehicle control system in one embodiment;

FIG. 7 is a schematic structural block diagram of a vehicle in one embodiment.

Detailed ways

In order to facilitate understanding of the present application, the present application will be described more fully below with reference to the related drawings. Preferred embodiments of the present application are shown in the accompanying drawings. However, the application may be implemented in many different forms and is not limited to the embodiments described herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete.

It should be noted that when an element is considered to be "connected" to another element, it can be directly connected to and integrated with the other element, or it may be present in the assembly at the same time. The terms "disposition," "one end," "the other end," and similar expressions are used herein for illustrative purposes only.

Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the technical field to which this application belongs. The terms used herein in the specification of the application are for the purpose of describing specific embodiments only, and are not intended to limit the application. As used herein, the term "and/or" includes any and all combinations of one or more of the associated listed items.

In order to make the purpose, technical solutions and advantages of the present application more clearly understood, the present application will be described in further detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application, but not to limit the present application.

In one embodiment, as shown in Figure 1, there is provided a suspension comprising:

The shock absorber 110; the shock absorber 110 is used to mechanically connect the vehicle body and the axle respectively;

The solenoid valve 120; the solenoid valve 120 is mechanically connected to the shock absorber 110;

Stabilizing wheel 130; The stabilizing wheel 130 is arranged at one end of the solenoid valve 120 close to the vehicle support surface.

Specifically, the shock absorber 110 is respectively connected to the axle and the vehicle body. Further, the shock absorber 110 is mechanically connected to the vehicle axle, and the shock absorber 110 is mechanically connected to the vehicle body, so that the suspension can adjust the distance between the vehicle axle and the vehicle body. It transmits the force and moment of the vehicle, and buffers the impact force transmitted by the axle to reduce the vibration amplitude of the vehicle body and improve the stability of the vehicle. Further, the solenoid valve 120 can also be used to connect the axle.

The solenoid valve 120 includes one end close to the vehicle support surface and another end away from the vehicle support surface. One end of the solenoid valve 120 is provided with a stabilizing wheel 130 , and the other end is mechanically connected with the shock absorber 110 . The solenoid valve 120 and the stabilizing wheel 130 can be connected in a basic shaft system, that is, the specified shaft tolerance zone is fixed, and different fit can be obtained by selecting different hole tolerances. The connection between the solenoid valve 120 and the stabilizing wheel 130 in a basic shaft system is realized.

Through the combination of the solenoid valve 120 and the stabilizer wheel 130 , the suspension of the present application is provided with a retractable stabilizer wheel 130 , and the solenoid valve 120 is actuated to adjust the position of the stabilizer wheel 130 relative to the vehicle support surface. The solenoid valve 120 can be extended or contracted. When the vehicle has a puncture, the solenoid valve 120 is extended, and the stabilizing wheel 130 arranged at one end of the solenoid valve 120 can effectively land on the ground to replace the punctured tire to support the vehicle and prevent the vehicle from being punctured. The vehicle is unbalanced because the height difference between the left and right sides is too large, so that the vehicle can be kept balanced and the safety of the vehicle is improved.

Further, when a tire blowout occurs in the vehicle and the solenoid valve 120 is extended, the length of the extension of the solenoid valve 120 may be the height distance between the vehicle support surface and the axle before the tire blowout occurs, and the degree of freedom of expansion and contraction may be plus or minus 5 mm, That is, the absolute value of the difference between the elongated length and the height of the solenoid valve 120 may be less than or equal to 5 mm. In one example, the diameter of the stabilization wheel 130 may be 80 millimeters. In another example, the suspension of the present application can be used in a two-axle vehicle to improve the safety of the vehicle.

In another example, the installation schematic diagram of the suspension can be shown in FIG. 2 , the shock absorber 110 is connected with the axle at the support connection point, that is, when the shock absorber 110 is mechanically connected with the axle, the shock absorber 110 The point of contact with the axle is the support connection point. The stabilizing wheel 130 may be disposed on the inner side of the vehicle tire, and the distance from the vehicle tire is kept within a preset range. The inner side of the vehicle tire is the side of the vehicle tire close to the chassis.

In one of the embodiments, the shock absorber 110 is a hydraulic shock absorber 110 .

In the above suspension, the shock absorber 110 is used to connect the axle and the vehicle body respectively, and is mechanically connected to the solenoid valve 120. The stabilizing wheel 130 is arranged at one end of the solenoid valve 120 close to the vehicle support surface. By redesigning the vehicle suspension, the The single shock absorber 110, the solenoid valve 120 and the stabilizing wheel 130 are set as a whole, the shock absorber 110 is located at the end of the suspension near the vehicle body, and the solenoid valve 120 is located at the end of the suspension near the axle, so that the suspension has a retractable stabilizing wheel. 130. When the vehicle has a tire blowout, the solenoid valve 120 is extended, and the stabilizing wheel 130 disposed at one end of the solenoid valve 120 can reliably land on the ground, and then the stabilizing wheel 130 in the suspension structure can be used to support the punctured vehicle, so that the vehicle is in It can keep the balance when the tire is punctured, avoid accidents such as rollover of the vehicle due to imbalance, and improve the safety of the vehicle.

In one embodiment, a suspension is provided, comprising:

The shock absorber 110; the shock absorber 110 is used to mechanically connect the vehicle body and the axle respectively;

The solenoid valve 120; the solenoid valve 120 is mechanically connected to the shock absorber 110;

Stabilizing wheel 130; The stabilizing wheel 130 is arranged at one end of the solenoid valve 120 close to the vehicle support surface.

Wherein, the shock absorber 110 includes a spring and a damper arranged through the spring; the damper is used to mechanically connect the axle and the vehicle body;

One end of the damper is mechanically connected to the solenoid valve 120 .

Specifically, the shock absorber 110 may include a spring and a damper, wherein the spring may be a coil spring to support the weight of the vehicle body, and the damper is used to buffer the impact force transmitted by the axle, reduce the vibration of the vehicle body, and improve the vehicle stability.

The damper passes through the spring. The damper includes one end close to the vehicle support surface and the other end away from the support surface. One end of the damper is used to connect the axle, and one end of the damper is also connected to the other end of the solenoid valve 120. The damper The other end is used to connect the body.

In one of the embodiments, the solenoid valve 120 is rigidly connected to the shock absorber 110 .

In one of the embodiments, a fixing structure 150 disposed on the shock absorber 110 is also included; the fixing structure 150 is used for fixing the connection between the shock absorber 110 and the vehicle body.

Specifically, the suspension further includes a fixing structure 150 , which is fixedly arranged at the other end of the shock absorber 110 , so that the shock absorber 110 can be connected to the vehicle body through the fixing structure 150 . In one example, the securing structure 150 may be a screw. It should be noted that a corresponding fixing structure 150 can be selected to fix the shock absorber 110 and the vehicle body according to the actual situation and design requirements, and is not limited to using screws.

In one of the embodiments, the suspension may further include a steering knuckle 140, which is respectively connected to the steering axle tie rod and the wheel hub tie rod.

In order to facilitate the solution of the present application, a specific example will be used for description below. A suspension is provided, including a fixing screw, a coil spring, a damper, a solenoid valve 120 and a stabilizing wheel 130 .

Specifically, the damper is disposed through the coil spring, and the damper and the coil spring constitute the hydraulic shock absorber 110 . The damper includes one end close to the vehicle support surface and another end away from the vehicle support surface, and the solenoid valve 120 includes one end close to the vehicle support surface and another end away from the vehicle support surface. One end of the solenoid valve 120 is provided with a stabilizing wheel 130 , and the solenoid valve 120 and the stabilizing wheel 130 are connected by a basic shaft system. The other end of the solenoid valve 120 is rigidly connected to one end of the damper, and the other end of the damper is provided with a fixing screw, and the fixing screw is used to connect the vehicle body. Both the damper and the solenoid valve 120 are respectively connected with the steering axle tie rod.

The shock absorber 110 is connected with the vehicle axle at the support connection point. When the shock absorber 110 is used to connect with the front axle, the shock absorber 110 can be connected with the steering axle tie rod. The stabilizing wheel 130 is arranged on the inner side of the vehicle tire and is spaced from the vehicle tire at a certain distance, so as to avoid the motion interference between the stabilizing wheel 130 and other parts in the vehicle, thereby improving the safety of the vehicle.

Further, a steering knuckle 140 is also included, and the steering knuckle 140 is set corresponding to the installation position of the suspension. When the suspension is installed on the left side of the vehicle, that is, the suspension is used to connect the left front wheel and the left rear wheel, the structure of the suspension may be as shown in FIG. 3 , wherein the steering knuckle 140 is the left front steering knuckle 140 . When the suspension is installed on the right side of the vehicle, that is, the suspension is used to connect the right front wheel and the right rear wheel, the structure of the suspension can be as shown in FIG. In FIGS. 3 and 4 , the structures connected to the stabilizer wheel 130 and the steering knuckle 140 respectively are steering axle tie rods, and the structures connected to the steering knuckle 140 are front axle hub tie rods. A side view of the suspension can be shown in Figure 5. Further, corresponding steering knuckles 140 and shock absorbers 110 can be selected according to the types of vehicles, so that the suspension can match the requirements of various types of vehicles.

The diameter of the stabilizing wheel 130 may be 80 mm, and the degree of freedom of expansion and contraction of the solenoid valve 120 is 5 mm. When a tire blowout occurs in the vehicle, the solenoid valve 120 is stretched, so that the stabilizing wheel 130 arranged at one end of the solenoid valve 120 touches the ground, and the vehicle is carried out. support. The suspension of the present application can be used in a two-axle vehicle to improve the safety of the vehicle.

In the suspension of the present application, the shock absorber 110 is used to connect the axle and the vehicle body respectively, and is mechanically connected to the solenoid valve 120, and the stabilizing wheel 130 is arranged at one end of the solenoid valve 120 close to the vehicle support surface. In the design, a single shock absorber 110, the solenoid valve 120 and the stabilizer wheel 130 are set as a whole, the shock absorber 110 is located at the end of the suspension close to the body, and the solenoid valve 120 is located at the end of the suspension close to the axle, so that the suspension can be Telescopic stabilization wheel 130 . When the vehicle has a tire blowout, the solenoid valve 120 is extended, and the stabilizing wheel 130 disposed at one end of the solenoid valve 120 can reliably land on the ground, and then the stabilizing wheel 130 in the suspension structure can be used to support the punctured vehicle, so that the vehicle is in the It can keep the balance when the tire is punctured, avoid accidents such as rollover of the vehicle due to imbalance, and improve the safety of the vehicle.

In one embodiment, as shown in Figures 3 and 4, a chassis is provided, comprising a vehicle axle and the suspension in any of the above-mentioned embodiments;

The axle is provided with a curved groove opening toward the vehicle support surface; the curved groove accommodates the stabilizing wheel 130 .

The vehicle axle may be a steering axle tie rod.

Specifically, a curved groove is provided at the support point where the axle and the suspension are connected, and the opening of the curved groove faces the vehicle support surface. Further, the depth of the curved groove may be greater than or equal to the diameter of the stabilizing wheel 130, so that the The 130 can be completely accommodated in the curved groove to avoid the movement interference between the stabilizer wheel 130 and other parts in the vehicle, thereby improving the safety of the vehicle. At the same time, when the stabilizer wheel 130 is accommodated in the curved groove, it can avoid affecting the ground clearance of the vehicle. The ground clearance before and after the 130 can be equal, so as to ensure the passing and smoothness of the vehicle. Further, the vehicle axle may be composed of components such as steering axle tie rods.

In one example, the axle has an upwardly protruding 80 mm diameter curved groove where the stabilizer wheel 130 is placed. After the stabilizing wheel 130 is retracted, the stabilizing wheel 130 can be placed in a curved groove with a diameter of 80 mm offset upward by one stabilizing wheel 130 at the support point of the axle.

In the above chassis, a curved groove is provided on the axle, and the opening of the curved groove faces the vehicle support surface, so that the stabilizing wheel 130 can be accommodated in the curved groove, so as to avoid the movement interference between the stabilizing wheel 130 and other parts in the vehicle , which improves the safety of the vehicle. At the same time, it can also improve the shock absorption performance of the vehicle and improve the stability of the vehicle.

In one embodiment, as shown in FIG. 6 , a vehicle control system is provided, including a body ECU and the suspension in any of the above embodiments; the body ECU is connected to the suspension.

Specifically, the body ECU is connected to the suspension, so that the body ECU can supply power to the suspension, and further, the body ECU can be connected to the solenoid valve 120 in the suspension, so that the body ECU can supply power to the solenoid valve 120 in the suspension. When any tire of the vehicle is punctured, the body ECU can transmit an electrical signal to the solenoid valve 120, so that the solenoid valve 120 can operate under the action of electromagnetic force, and the solenoid valve 120 can be extended toward the direction of the vehicle support surface. The stabilizing wheel 130 at one end of the solenoid valve 120 reliably touches the ground, so as to support the vehicle, complete the opening and shrinking of the tire at the same time, and ensure the safe driving of the vehicle.

Further, the number of suspensions in the vehicle control system may be determined according to the number of vehicle tires, and each tire of the vehicle may be configured with a corresponding suspension. When the number of suspensions is plural, the vehicle body ECU connects the respective suspensions to supply power to the solenoid valves 120 in the respective suspensions, and transmits electrical signals to the respective solenoid valves 120 to operate the solenoid valves 120 . When any tire of the vehicle is punctured, the solenoid valve 120 acts according to the electrical signal transmitted by the vehicle body ECU, and the stabilizing wheel 130 can touch the ground, so that the vehicle can run safely after the tire is punctured.

In one example, the body ECU may transmit electrical signals to the solenoid valve 120 in the suspension connected to the faulty tire; or to the solenoid valve 120 in the suspension connected to the faulty tire, and any number of other suspension solenoid valves 120 electric signal.

In one of the embodiments, a monitoring device is also included; the monitoring device is connected to the body ECU.

Specifically, the monitoring device can be used for various data of the vehicle, such as the ground clearance of the vehicle, the tire pressure of each tire of the vehicle, and the tangential speed of each tire. Monitoring devices include, but are not limited to, tire pressure sensors, wheel speed sensors, tire temperature sensors, and/or vehicle speed sensors. It should be noted that the corresponding sensor can be selected according to the actual situation and design requirements. By connecting the body ECU to the monitoring device, the body ECU can receive the data monitored by the monitoring device.

In one of the embodiments, the monitoring device includes a tire pressure sensor and a wheel speed sensor;

The tire pressure sensor is connected to the monitoring device; the wheel speed sensor is connected to the monitoring device.

Specifically, the tire pressure sensors may be respectively disposed on the four tires of the vehicle, and respectively monitor the tire pressure data of the four tires. The body ECU is connected to the tire pressure sensor and the wheel speed sensor respectively, so that the body ECU and the tire pressure sensor can realize data sharing. The tire pressure sensor monitors the tire pressure of each tire of the vehicle, and transmits the monitored tire pressure data to the body ECU. The body ECU can receive the data after the tire blows out.

The wheel speed sensor is used to monitor the tangential speed of the wheel, and further, it can also monitor the ground clearance of the vehicle. By connecting the body ECU to the wheel speed sensor, the body ECU can receive the data transmitted by the wheel speed sensor. The ECU can transmit an electrical signal to the solenoid valve 120 according to the received ground clearance and the tangential speed, so that the solenoid valve 120 operates under the action of the electromagnetic force.

In one embodiment, as shown in FIG. 7 , a vehicle is provided, including the vehicle control system in any of the above-described embodiments.

The technical features of the above-described embodiments can be combined arbitrarily. For the sake of brevity, all possible combinations of the technical features in the above-described embodiments are not described. However, as long as there is no contradiction between the combinations of these technical features, All should be regarded as the scope described in this specification.

The above-mentioned embodiments only represent several embodiments of the present application, and the descriptions thereof are relatively specific and detailed, but should not be construed as a limitation on the scope of the utility model patent. It should be pointed out that for those skilled in the art, without departing from the concept of the present application, several modifications and improvements can be made, which all belong to the protection scope of the present application. Therefore, the scope of protection of the patent of the present application shall be subject to the appended claims.

Claims (10)

1. A suspension, characterized in that, comprising: a shock absorber; the shock absorber is used to mechanically connect the body and the axle, respectively; a solenoid valve; the solenoid valve is mechanically connected to the shock absorber; A stabilizing wheel; the stabilizing wheel is arranged at one end of the solenoid valve close to the vehicle support surface. 2. The suspension of claim 1, wherein the solenoid valve is rigidly connected to the shock absorber. 3. The suspension according to claim 1, wherein the shock absorber comprises a spring and a damper provided through the spring; the damper is used to mechanically connect the axle and the vehicle body; One end of the damper is mechanically connected to the solenoid valve. 4 . The suspension according to claim 1 , further comprising a fixing structure arranged on the shock absorber; the fixing structure is used for fixedly connecting the shock absorber and the vehicle body. 5 . 5. The suspension according to any one of claims 1 to 4, wherein the shock absorber is a hydraulic shock absorber. 6. A chassis, characterized in that it comprises a vehicle axle and the suspension according to any one of claims 1 to 5; The axle is provided with a curved groove opening toward the vehicle support surface; the curved groove accommodates the stabilizing wheel. 7 . A vehicle control system, characterized in that it comprises a vehicle body ECU and the suspension according to any one of claims 1 to 5 ; the vehicle body ECU is connected to the suspension. 8 . 8 . The vehicle control system according to claim 7 , further comprising a monitoring device; the monitoring device is connected to the vehicle body ECU. 9 . 9. The vehicle control system according to claim 8, wherein the monitoring device comprises a tire pressure sensor and a wheel speed sensor; The tire pressure sensor is connected to the monitoring device; the wheel speed sensor is connected to the monitoring device. 10. A vehicle, characterized by comprising the vehicle control system as claimed in any one of claims 7 to 9.

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