CN216761378U

CN216761378U - Motor vehicle and vehicle body attitude adjusting system based on magnetorheological damper

Info

Publication number: CN216761378U
Application number: CN202220649240.4U
Authority: CN
Inventors: 黄恺
Original assignee: Shenzhen Bohai New Material Technology Co ltd
Current assignee: Shenzhen Bohai New Material Technology Co ltd
Priority date: 2022-03-23
Filing date: 2022-03-23
Publication date: 2022-06-17
Anticipated expiration: 2032-03-23

Abstract

The utility model discloses a motor vehicle and a vehicle body posture adjusting system based on a magneto-rheological shock absorber, which comprises: the magnetorheological damper is arranged between a vehicle body and a wheel of the motor vehicle; a magnetorheological central processing unit installed on the motor vehicle; the body attitude adjustment system further includes at least one of the following mounted on the motor vehicle: a rotation speed sensor, a direction sensor, a prediction sensor and a displacement sensor; the magneto-rheological central processing unit is in communication connection with at least one of the rotating speed sensor, the direction sensor, the prediction sensor and the displacement sensor so as to receive corresponding sensor signals; the magnetorheological central processing unit is in communication connection with the magnetorheological shock absorber to adjust the posture of the vehicle body by controlling the damping of the magnetorheological shock absorber.

Description

Motor vehicle and vehicle body attitude adjusting system based on magnetorheological damper

Technical Field

The utility model relates to the technical field of vibration reduction of motor vehicles, in particular to a vehicle body posture adjusting system for a motor vehicle.

Background

Air suspension systems for automobiles are often used as an auxiliary device for automobiles for shock absorption during running of the automobiles.

The air suspension system mainly comprises an air compressor, a dryer, an air solenoid valve, a vehicle body height sensor, an air spring with a shock absorber, a suspension control actuator, a suspension control selection switch, an electronic control unit and the like. The air compressor is driven by a direct current motor to form compressed air, and the compressed air is dried by the dryer and then is sent to the main air chamber of the air spring through the air pipeline and the air electromagnetic valve.

In view of the current technological development and its working principle, the response speed of the air suspension system is greatly limited, and the air suspension structure is complex and the production cost and maintenance cost are high. Moreover, due to its inherent technical deficiencies, air suspension systems do not become real-time, fast, active response systems.

There is a great need in the art for new active body attitude adjustment systems that provide a more comfortable, safe, and reliable ride experience.

The information included in this background section of the present specification, including any references cited herein and any descriptions or discussions thereof, is included for technical reference purposes only and is not to be taken as subject matter which would limit the scope of the present invention.

SUMMERY OF THE UTILITY MODEL

The present invention has been made in view of the above and other more conception.

According to the concept of one aspect of the utility model, a vehicle body posture adjusting system is provided, which is simpler in structure, extremely low in later maintenance cost, faster in response speed of control of the whole system, and better in vehicle body posture control and vibration isolation effects compared with an air suspension system.

According to an aspect of the present invention, there is provided a magnetorheological damper-based body attitude adjustment system for a motor vehicle, the body attitude adjustment system comprising: a magnetorheological damper mounted between a body and a wheel of the motor vehicle; and a magnetorheological central processing unit mounted on the motor vehicle; wherein the body attitude adjustment system further comprises at least one of the following mounted on a motor vehicle: a rotating speed sensor, a direction sensor, a prediction sensor and a displacement sensor; wherein the magnetorheological central processing unit is in communication connection with at least one of the rotational speed sensor, the direction sensor, the predictive sensor and the displacement sensor to receive corresponding sensor signals; the magnetorheological central processing unit is in communication connection with the magnetorheological shock absorber to adjust the posture of the vehicle body by controlling the damping of the magnetorheological shock absorber.

According to one embodiment, the magnetorheological shock absorber includes a magnetorheological damper and a return spring assembled together.

According to one embodiment, the magnetorheological damper is mounted between the wheel and a chassis of the motor vehicle.

According to one embodiment, the magnetorheological damper is pre-assembled before the automobile is shipped as part of a suspension system of the automobile or is refitted after the automobile is shipped as refitting hardware of the automobile.

According to one embodiment, the motor vehicle has at least 2 wheels, wherein one magnetorheological damper is associated with each wheel.

According to an embodiment, the body attitude adjustment system further comprises an accelerator pedal and a brake pedal of the motor vehicle, and the magnetorheological central processor is configured to receive a displacement signal of the brake pedal and a displacement signal of the accelerator pedal.

According to an embodiment, the magnetorheological central processor is served by or integrated with a central processor of the vehicle or is an additional processor independent of the central processor of the vehicle.

According to an embodiment, the rotation speed sensor is configured to sense a wheel rotation speed of the motor vehicle; the direction sensor is configured to sense a steering angle and a steering speed of the motor vehicle; the predictive sensor is configured to sense a road condition ahead of the motor vehicle, the road condition including at least one of a road crown, a road sag, a road flatness, and a road waviness; the displacement sensor is configured to sense a distance between a body and a wheel of the motor vehicle.

According to an embodiment, said rotation speed sensors are mounted on respective wheels of said motor vehicle; the direction sensor is arranged at the steering shaft part of a steering wheel of the motor vehicle; the prediction sensor is arranged at the front part of the head of the motor vehicle; the displacement sensor is installed between a wheel and a body of the motor vehicle.

According to an embodiment, the body attitude adjustment system is configured to implement at least one of the following body attitude adjustment terms: the method has the advantages of reducing or eliminating backward tilting of the vehicle, reducing or eliminating brake nodding, reducing or eliminating turning heeling, optimizing self-adaptive vibration isolation and optimizing high-speed stable cruising.

In another aspect of the utility model, a motor vehicle is disclosed that includes a body attitude adjustment system mounted on the motor vehicle.

According to one embodiment, the vehicle is a fuel vehicle or a new energy vehicle.

According to one embodiment, the magnetorheological central processing unit receives the signals output by the sensors, the brake pedal displacement signal and the accelerator pedal displacement signal, and stores a plurality of vehicle speed thresholds.

According to one embodiment, the signal output by the sensor comprises a vehicle speed, and the vehicle speed threshold is used for comparison with the vehicle speed.

According to an embodiment, said sensor acquiring said vehicle speed is a vehicle speed sensor; the sensing data output end comprises a vehicle speed output end, and the vehicle speed output end is connected with the sensing data receiving end.

According to one embodiment, the sensor outputs signals including steering wheel rotation angle and speed, the sensor comprising: the direction sensor is used for acquiring the rotation angle and the speed of the steering wheel; the sensing data output end comprises a direction output end, and the direction output end is connected with the sensing data receiving end.

According to one embodiment, the signal output by the sensor comprises a road condition in front of the motor vehicle, and the sensor comprises a prediction sensor for acquiring the road condition in front of the motor vehicle; the sensing data output end comprises a prediction output end, and the prediction output end is connected with the sensing data receiving end.

According to an embodiment, the signal output by the sensor comprises a distance between a vehicle body and a wheel, and the sensor comprises a displacement sensor for acquiring the distance between the vehicle body and the wheel; the sensing data output end comprises a displacement output end, and the displacement output end is connected with the sensing data receiving end.

According to one embodiment, the magnetorheological damper includes four magnetorheological dampers.

According to one embodiment, the magnetorheological central processing unit is a central processing unit of a vehicle.

In one embodiment of the vehicle body posture adjusting system provided by the utility model, the response of the magneto-rheological shock absorber can reach millisecond level, and the damping can be switched steplessly only by continuously adjusting the coil current, so that the whole system has higher control response speed and better vehicle body control and vibration isolation effects. Besides, compared with an air suspension, the magnetorheological damper is simple in structure and extremely low in later maintenance cost.

Further embodiments of the utility model are also capable of achieving other advantageous technical effects not listed, which other technical effects may be partially described below and which would be expected and understood by one skilled in the art after reading the present invention.

Drawings

The above features and advantages and other features and advantages of these embodiments, and the manner of attaining them, will become more apparent and the embodiments of the utility model will be better understood by reference to the following description taken in conjunction with the accompanying drawings, wherein:

FIG. 1 is a schematic view of a vehicle body attitude adjustment system according to an embodiment of the utility model;

FIG. 2 is a schematic diagram of signal feedback and control of a vehicle body attitude adjustment system according to an embodiment of the present invention;

fig. 3 is a schematic structural view of a motor vehicle having a body posture adjustment system according to an embodiment of the present invention.

Detailed Description

The details of one or more embodiments of the utility model are set forth in the accompanying drawings and the description below. Other features, objects, and advantages of the utility model will be apparent from the description and drawings, and from the claims.

Also, it is to be understood that the phraseology and terminology used herein is for the purpose of description and should not be regarded as limiting. The use of "including," "comprising," or "having" and variations thereof herein is meant to encompass the items listed thereafter and equivalents thereof as well as additional items.

In the present invention, unless otherwise expressly specified or limited, the terms "mounted," "connected," and "fixed" in the mechanical art are to be construed broadly and may, for example, be directly or indirectly connected, or may be fixedly or detachably connected, or integrated.

The utility model will be described in more detail below with reference to a number of specific embodiments of the utility model.

According to an embodiment of the present invention, as shown in fig. 1-3, a vehicle body attitude adjustment system is provided. Fig. 1 is a schematic diagram of a typical system configuration of the vehicle body attitude adjustment system.

As shown in fig. 1-2, the body attitude adjustment system 10 includes a magnetorheological damper 100 mounted on a vehicle, for example, between a wheel and a body, such as a chassis or a vicinity thereof, or as part of a vehicle suspension.

The body posture adjustment system 10 further includes a magnetorheological central processing unit 200 for processing various data of the system and outputting control instructions. The MR CPU 200 receives signals from various sensors, which may include, for example, an available speed sensor 3001, a direction sensor 3002, a predictive sensor 3003, a displacement sensor 3004, and the like. The MR CPU 200 receives the sensor signals and the brake pedal displacement signal and the accelerator pedal displacement signal and determines the current vehicle state (e.g., sharp turn, braking, acceleration, etc.) based thereon.

By judging the current state of the motor vehicle, the magnetorheological central processing unit 200 outputs a control instruction, and applies different control currents to the magnetorheological damper 100 to control the rigidity (or called viscosity, hardness, and the like) of the magnetorheological damper 100, so as to provide variable damping of the magnetorheological damper 100, and achieve the purpose that a vehicle body can be more rigid or softer when being suspended in different working states, thereby providing good, stable and comfortable driving experience, better motor vehicle maneuverability such as smaller turning roll, smaller acceleration head-up, smaller braking point, shorter braking distance, more stable and safer high-speed cruise motor vehicle posture, and the like.

More specifically, the vehicle body attitude adjustment system 10 may include a vehicle speed sensor 3001 for acquiring a vehicle speed. The body attitude adjustment system 10 may further include a direction sensor 3002 for acquiring a steering wheel turning angle and speed. The vehicle body attitude adjustment system 10 may further include a prediction sensor 3003 for acquiring a road condition ahead of the motor vehicle, such as a road surface swell or a road surface sag. The predictive sensor 3003 may be located, for example, in the front of the head of the vehicle, and is used to determine the road condition ahead of the vehicle. The vehicle body attitude adjustment system 10 may further include a displacement sensor 3004 for acquiring a distance between the vehicle body and the wheel. As shown in fig. 3, a vehicle speed sensor 3001 may be disposed at a wheel location for sensing a wheel rotation speed and outputting related data. The steering sensor 3002 may be disposed at a steering shaft portion of the steering wheel and may determine a steering wheel rotation angle and speed. The displacement sensor 3004 may be disposed between the wheel and the vehicle body for determining a distance between the vehicle body and the wheel.

The body attitude adjustment system 10 may also receive, for example, a brake pedal displacement signal, and an accelerator pedal displacement signal.

According to an example, the magnetorheological central processor 200 may output different control strategies to control the rigidity of the magnetorheological fluid and thus the damping thereof and implement the system control strategy based on, for example, sensed vehicle speed, steering wheel rotation angle and direction, road conditions ahead of the vehicle, distance between the vehicle body and the wheels, brake pedal displacement signal, accelerator pedal displacement signal, etc. For example, as shown in FIG. 2, the MR CPU 200 can determine whether it is necessary to change the damping of the MR damper 100 based on sensor inputs or other inputs or predetermined signal thresholds. When it is desired to change its damping, the magnetorheological central processing unit 200 may provide multi-scenario, multi-strategy countermeasures, for example, by providing a responsive or time-varying excitation current to change the magnetorheological fluid stiffness of the magnetorheological shock absorber 100, thereby changing its damping to provide a suitable damping adjustment control strategy and scheme.

Specifically, as an example, the body attitude adjustment system 10 may provide, for example, the following system optimization strategies based on instructions from the magnetorheological central processing unit 200:

reducing or eliminating start recline: when the vehicle speed is lower than 20km/h, for example, and the vehicle speed is equal to or close to zero, and the accelerator pedal displacement signal is rapidly increased, the system momentarily increases the exciting current to momentarily increase the damping of the magnetorheological shock absorber 100 in accordance with the change of the displacement sensor 3004, so that the vehicle body is kept stable without generating backward tilting. The damping of the magnetorheological shock absorber 100 is then slowly decreased based on the accelerator pedal displacement signal.

Reducing or eliminating brake stubbing: when the vehicle speed is higher than 40km/h for example, and the brake pedal displacement signal is rapidly increased, the system instantly increases the exciting current according to the change of the displacement sensor 3004 to instantly increase the damping of the magnetorheological shock absorber 100, so as to prevent the brake from being noded and keep the vehicle body stable.

Reducing or eliminating roll: when the vehicle speed is higher than, for example, 20km/h and the direction sensor 3002 is rapidly changed, the system momentarily increases the exciting current to momentarily increase the damping of the magnetorheological damper 100 in accordance with the change of the displacement sensor 3004 to maintain the posture of the vehicle body against the roll of the vehicle body. When the orientation sensor 3002 slowly returns to zero, the damping of the MR damper 100 is slowly decreased.

Optimizing self-adaptive vibration isolation: when the vehicle speed is between, for example, 30km/h to, for example, 90km/h, the prediction sensor 3003 senses the road surface ahead, whether there is a raised or depressed road surface. When a raised or sunken road surface is met, the system can reduce the excitation current in advance to soften the magnetorheological shock absorber 100, and then increase the damping of the magnetorheological shock absorber 100 according to the change of the displacement sensor 3004 to harden the suspension; when the front wheel displacement sensor 3004 detects a bump or a sink, the excitation current of the rear wheel magnetorheological damper is reduced to soften the rear wheel magnetorheological damper 100, and when the rear wheel displacement sensor 3004 crosses the bump or the sink, the system returns the magnetorheological damper 100 to normal damping, thereby improving riding comfort and effectively isolating vibration.

Optimizing high-speed stable cruising: when the vehicle speed exceeds, for example, 90km/h, the system will increase the damping of the magnetorheological shock absorbers 100 to adjust the vehicle suspension to be stiffer, for example, to the hardest vehicle suspension to ensure the vehicle body is smooth.

The magnetorheological damper 100 can be mounted on two-wheeled, three-wheeled, four-wheeled, etc. motor vehicles, such as motorcycles, tricycles, four-wheeled motor vehicles, which can be both traditional fuel vehicles with fuel engines and new energy vehicles, such as electric vehicles, hybrid vehicles, etc. In the case of a four-wheel motor vehicle, four magnetorheological dampers are preferably installed, wherein preferably one magnetorheological damper is installed at or near each wheel location.

The main components of the magnetorheological shock absorber 100 include a magnetorheological damper filled with magnetorheological fluid and a return spring assembled therewith to provide, for example, a return spring force. The magnetorheological damper can change the rigidity (viscosity) of the magnetorheological fluid (magnetorheological fluid) contained therein by exciting current, thereby changing the damping coefficient of the magnetorheological damper. Based on the inherent performance, the response of the magnetorheological shock absorber 100 can reach millisecond level, and the damping (and the suspension hardness of a motor vehicle, for example) of the magnetorheological shock absorber 100 can be switched steplessly only by continuously adjusting the exciting current of the coil, so that the whole system is controlled more smoothly, and the shock absorption and vibration isolation effects are better. Due to the inherent characteristics of the magnetorheological damper, the magnetorheological damper can instantaneously respond to a control command and an exciting current to adjust the damping (and the hardness of a suspension), which cannot be realized by an air spring or other damping devices.

An example of a magnetorheological damper may for instance be the applicant's granted patent CN205278219U "magnetorheological damper", which patent CN205278219U is incorporated in the present patent by reference. The working fluid which can be accommodated in the magnetorheological damper and is applicable to the magnetorheological damper can not only contain nanoparticle magnetorheological fluid (magnetorheological fluid), but also contain common magnetorheological fluid, such as micron-sized magnetorheological fluid or composite magnetorheological fluid (magnetorheological fluid), depending on application occasions, working conditions, cost consideration and the like.

The foregoing description of several embodiments of the utility model has been presented for the purposes of illustration and description. The foregoing description is not intended to be exhaustive or to limit the utility model to the precise steps and/or forms disclosed, and obviously many modifications and variations are possible in light of the above teaching. It is intended that the scope of the utility model and all equivalents be defined by the following claims.

Claims

1. A magnetorheological damper-based body attitude adjustment system for a motor vehicle, the body attitude adjustment system comprising:

a magnetorheological damper mounted between a body and a wheel of the motor vehicle; and

a magnetorheological central processing unit mounted on the motor vehicle;

wherein the body attitude adjustment system further comprises at least one of the following mounted on a motor vehicle: a rotating speed sensor, a direction sensor, a prediction sensor and a displacement sensor;

wherein the magnetorheological central processing unit is in communication connection with at least one of the rotational speed sensor, the direction sensor, the predictive sensor and the displacement sensor to receive corresponding sensor signals;

the magnetorheological central processing unit is in communication connection with the magnetorheological shock absorber to adjust the posture of the vehicle body by controlling the damping of the magnetorheological shock absorber.

2. The vehicle body attitude adjustment system according to claim 1, wherein the magnetorheological damper comprises a magnetorheological damper and a return spring assembled together.

3. The body attitude adjustment system of claim 1, wherein said magnetorheological damper is mounted between said wheel and a chassis of said motor vehicle.

4. The body attitude adjustment system according to claim 1, wherein the magnetorheological damper is pre-assembled before shipment of the motor vehicle as part of a suspension system of the motor vehicle, or is retro-assembled after shipment of the motor vehicle as retro-fit hardware of the motor vehicle.

5. The vehicle body attitude adjustment system according to any one of claims 1 to 4, wherein said motor vehicle has at least 2 wheels, wherein one said magnetorheological damper is installed for each said wheel configuration.

6. The vehicle body attitude adjustment system according to any one of claims 1 to 4, further comprising an accelerator pedal and a brake pedal of the motor vehicle, and wherein the magnetorheological central processing unit is configured to receive a displacement signal of the brake pedal and a displacement signal of the accelerator pedal.

7. A body attitude adjustment system according to any one of claims 1 to 4, wherein said magnetorheological central processor is served by or integrated with a central processor of the vehicle or is another processor independent of the central processor of the vehicle.

8. The vehicle body attitude adjustment system according to any one of claims 1 to 4, characterized in that:

the rotational speed sensor is configured to sense a rotational speed of a wheel of the motor vehicle;

the direction sensor is configured to sense a steering angle and a steering speed of the motor vehicle;

the predictive sensor is configured to sense a road condition ahead of the motor vehicle, the road condition including at least one of a road crown, a road sag, a road flatness, and a road waviness;

the displacement sensor is configured to sense a distance between a body and a wheel of the motor vehicle.

9. The vehicle body attitude adjustment system according to claim 8, characterized in that:

the rotation speed sensors are mounted on corresponding wheels of the motor vehicle;

the direction sensor is arranged at the steering shaft part of a steering wheel of the motor vehicle;

the prediction sensor is arranged in the front of the head of the motor vehicle;

the displacement sensor is installed between a wheel and a body of the motor vehicle.

10. The vehicle body attitude adjustment system according to any one of claims 1 to 4, characterized in that the vehicle body attitude adjustment system is configured to realize at least one of the following vehicle body attitude adjustment items: the method has the advantages of reducing or eliminating backward tilting of the vehicle, reducing or eliminating brake nodding, reducing or eliminating turning heeling, optimizing self-adaptive vibration isolation and optimizing high-speed stable cruising.

11. A motor vehicle comprising a body attitude adjustment system according to any one of claims 1 to 10 mounted on the motor vehicle.

12. The motor vehicle of claim 11, wherein the motor vehicle is a fuel vehicle or a new energy vehicle.