CN217574775U

CN217574775U - Suspension rigidity adjusting system and vehicle

Info

Publication number: CN217574775U
Application number: CN202221933240.3U
Authority: CN
Inventors: 刘志敏; 窦德海; 季红丽; 张愿; 马先进
Original assignee: Zhejiang Geely Holding Group Co Ltd; Zhejiang Geely New Energy Commercial Vehicle Group Co Ltd; Zhejiang Remote Commercial Vehicle R&D Co Ltd
Current assignee: Zhejiang Geely Holding Group Co Ltd; Zhejiang Geely New Energy Commercial Vehicle Group Co Ltd; Zhejiang Remote Commercial Vehicle R&D Co Ltd
Priority date: 2022-07-22
Filing date: 2022-07-22
Publication date: 2022-10-14
Anticipated expiration: 2032-07-22

Abstract

The utility model discloses a suspension rigidity governing system and vehicle, wherein suspension rigidity governing system includes suspension assembly, a plurality of shock absorber assembly and controller. The two ends of the suspension assembly are respectively used for being connected with a vehicle body and wheels; the shock absorber assemblies are arranged at the wheel, the shock absorber assemblies are arranged on the suspension assembly and connected with the vehicle body, and each shock absorber assembly comprises an air chamber and a driving motor in transmission connection with the air chamber; a controller is electrically connected to the damper assembly for controlling the initial volume of the air chamber via the drive motor to vary the stiffness of the suspension assembly. The utility model discloses technical scheme has realized the regulation of the rigidity self-adaptation of suspension assembly, improves the riding comfort of vehicle.

Description

Suspension rigidity adjusting system and vehicle

Technical Field

The utility model relates to a vehicle suspension technical field, in particular to suspension rigidity governing system and vehicle.

Background

The suspension is a general term for all force transmission connecting devices between a vehicle frame (or a load-bearing vehicle body) and an axle (or a wheel), and has the functions of transmitting force and torque acting between the wheel and the vehicle frame, buffering impact force transmitted to the vehicle frame or the vehicle body from an uneven road surface, and reducing vibration (vibration) caused by the impact force so as to ensure that the vehicle can run smoothly.

At present, common suspensions comprise a mechanical suspension and an air suspension, wherein the mechanical suspension has high rigidity, and the running stability of the vehicle is poor. The conventional air suspension structure can realize the characteristic that the stiffness curve of the suspension is changed into stiffness, but the displacement of the stiffness curve cannot be adjusted, as shown in the attached figure 1. Therefore, the conventional air suspension structure cannot be suitable for more complicated road conditions and load working conditions.

SUMMERY OF THE UTILITY MODEL

The utility model aims at providing a suspension rigidity governing system aims at realizing the regulation of the rigidity self-adaptation of suspension assembly, improves the riding comfort of vehicle.

In order to achieve the above object, the utility model provides a suspension rigidity governing system, include:

the suspension assembly is connected with the vehicle body and the wheels at two ends respectively;

the shock absorber assemblies are arranged at the wheel, the shock absorber assemblies are arranged on the suspension assembly and connected with the vehicle body, and each shock absorber assembly comprises an air chamber and a driving motor in transmission connection with the air chamber; and

a controller electrically connected to the damper assembly for controlling an initial volume of the air chamber via the drive motor to vary a stiffness of the suspension assembly.

Optionally, an adjusting piston is arranged in the air chamber, the driving motor comprises a lead screw, and the adjusting piston is in transmission connection with the lead screw and moves up and down under the driving of the lead screw so as to change the initial volume of the air chamber.

Optionally, the shock absorber assembly further comprises a shock absorber body communicated with the air chamber, a pressure sensor is arranged in the shock absorber body, and the pressure sensor is electrically connected with the controller.

Optionally, the damper body and the air chamber are both mounted on a connecting seat, and the connecting seat is used for being connected with a vehicle body.

Optionally, the air chamber is further provided with a floating piston on a side of the adjusting piston away from the driving motor, a gas cavity is formed between the adjusting piston and the floating piston, a liquid cavity is formed between the floating piston and an inner wall of the air chamber on a side away from the driving motor, a damping piston is arranged in the damper body, a working cavity is formed between the damping piston and the inner wall of the damper body, and the working cavity is communicated with the liquid cavity.

Optionally, a piston rod is connected to the vibration reduction piston, a compression damping valve is arranged on one side of the vibration reduction piston, which faces the piston rod, and a recovery damping valve is arranged on one side of the vibration reduction piston, which is far away from the piston rod.

Optionally, in the compression damping valve and the recovery damping valve, at least a non-metal coating is provided on the recovery damping valve.

Optionally, the floating piston is hollow.

Optionally, a height sensor electrically connected to the controller is further disposed on the suspension assembly, and the suspension stiffness adjusting system further includes an air pump, and the air pump is connected to the air chamber through an air pipe to inflate and deflate the air chamber, so as to adjust the height of the suspension assembly.

The utility model also provides a vehicle, include suspension rigidity governing system.

The utility model discloses a technical scheme all sets up a shock absorber assembly through each wheel department in suspension rigidity governing system, and the shock absorber assembly includes the air chamber and the driving motor who is connected with the air chamber transmission, and the controller is connected with shock absorber assembly electricity. When the controller receives a signal that the rigidity of the suspension assembly needs to be adjusted, the controller controls the driving motor to rotate so as to adjust the initial volume of the air chamber, and therefore the rigidity of the suspension assembly is adjusted. So, on the one hand, locate to set up a shock absorber assembly through each wheel, compare in prior art and only set up the scheme of shock absorber assembly in rear axle department, the utility model discloses locate all to set up the shock absorber assembly in each wheel, improved the buffering damping effect of vehicle travel in-process, improved the travelling comfort of driving. In addition, when the impact force on a plurality of wheels is different, the corresponding shock absorber assemblies can respectively and independently perform different adaptive buffering shock absorption, and the driving comfort of the vehicle is further improved. On the other hand, the rigidity self-adaptive adjustment of the suspension assembly is realized by setting the air chamber with the adjustable initial volume, and the rigidity of the suspension assembly is adaptive to the wide bandwidth of the adjustment belt, so that the vehicle can aim at the application scene problem, the road condition adaptability is high, the change of the bearing load is large, the adjustment range is large, the smoothness is good, and the riding comfort of the vehicle is improved.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings needed to be used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the structures shown in the drawings without creative efforts.

FIG. 1 is a linear two-stage stiffness graph of a prior art suspension configuration;

fig. 2 is a stiffness curve diagram of the suspension stiffness adjusting system of the present invention;

fig. 3 is a schematic diagram of an embodiment of the suspension stiffness adjustment system of the present invention;

FIG. 4 is a schematic structural diagram of one embodiment of a shock absorber assembly of the suspension stiffness adjustment system of FIG. 3;

FIG. 5 is a schematic diagram of one embodiment of a floating piston in the shock absorber assembly of FIG. 4;

FIG. 6 is a schematic diagram of an embodiment of a damper piston in the damper assembly of FIG. 4.

The reference numbers illustrate:

the objects, features and advantages of the present invention will be further described with reference to the accompanying drawings.

Detailed Description

The technical solutions in the embodiments of the present invention will be described clearly and completely with reference to the accompanying drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by a person skilled in the art without making creative efforts belong to the protection scope of the present invention.

It should be noted that all the directional indicators (such as up, down, left, right, front, back \8230;) in the embodiments of the present invention are only used to explain the relative position relationship between the components, the motion situation, etc. in a specific posture (as shown in the attached drawings), and if the specific posture is changed, the directional indicator is changed accordingly.

In addition, the descriptions related to "first", "second", etc. in the present invention are for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicit ly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In addition, "and/or" in the whole text includes three schemes, taking a and/or B as an example, and includes a technical scheme a, a technical scheme B, and a technical scheme that a and B meet simultaneously; in addition, the technical solutions in the embodiments may be combined with each other, but it must be based on the realization of those skilled in the art, and when the technical solutions are contradictory to each other or cannot be realized, such a combination should not be considered to exist, and is not within the protection scope of the present invention.

The suspension is a general term for all force-transmitting connecting devices between a vehicle frame (or a load-bearing vehicle body) and an axle (or a wheel), and has the functions of transmitting forces and torsion acting between the wheel and the vehicle frame, buffering impact force transmitted to the vehicle frame or the vehicle body from an uneven road surface, and reducing vibration (vibration) caused by the impact force so as to ensure that the vehicle can run smoothly.

In general, during the use of a vehicle, the load and the road surface working condition are variable, so that an adaptive suspension rigidity sensing the load and the road surface unevenness is required to meet the vibration characteristic of the system. At present, common suspensions comprise a mechanical suspension and an air suspension, wherein the mechanical suspension has high rigidity, and the running stability of the vehicle is poor. The conventional air suspension structure can realize the characteristic that the stiffness curve of the suspension is changed into stiffness, but the displacement of the stiffness curve cannot be adjusted, as shown in the attached figure 1. Therefore, the conventional air suspension structure cannot be suitable for more complicated road conditions and load working conditions.

In view of this, the utility model provides a suspension rigidity governing system.

Referring to fig. 2 to 6, in the embodiment of the present invention, the suspension stiffness adjusting system includes a suspension assembly (not shown), a plurality of shock absorbers 100 and a controller 600.

Referring to fig. 3 and 4, the suspension assembly has two ends respectively connected to a vehicle body (not shown) and a wheel (not shown). A plurality of shock absorber assemblies 100, a shock absorber assembly 100 is located a wheel department, shock absorber assembly 100 is installed in the suspension assembly and is connected with the automobile body, shock absorber assembly 100 includes air chamber 200 and drive motor 400 with air chamber 200 transmission connection. Controller 600 is electrically connected to shock absorber assembly 100 for controlling the initial volume of air chamber 200 by drive motor 400 to vary the stiffness of the suspension assembly.

Specifically, the suspension assembly is used for transmitting force and torque (moment) between a vehicle body and wheels, meanwhile, impact force transmitted to the vehicle body from an uneven road surface can be buffered, and vibration caused by the impact force is reduced, so that smooth running of the vehicle is guaranteed, and driving comfort of the vehicle is improved.

Referring to fig. 3, one shock absorber assembly 100 is provided at each wheel of the vehicle, that is, when the vehicle has four wheels, the suspension rigidity adjusting system has four shock absorber assemblies 100. When a vehicle, such as a truck, has six wheels, the suspension stiffness adjustment system has six shock absorber assemblies 100. Taking the vehicle with four wheels as an example, the shock absorber assemblies 100 are respectively arranged at the FRONT LEFT wheel (FRONT LEFT, FL), the FRONT RIGHT wheel (FRONT RIGHT, FR), the REAR LEFT wheel (real LEFT, RL) and the REAR RIGHT wheel (real RIGHT, RR) of the vehicle, and the four shock absorber assemblies 100 can be respectively and independently controlled. So, at the vehicle in-process of traveling, can all cushion the damping to four wheel departments, only set up the scheme of shock absorber assembly 100 in prior art in the rear axle department relatively, the utility model discloses all set up shock absorber assembly 100 at front axle and rear axle, improved the buffering damping effect of vehicle in-process of traveling, improved and driven the travelling comfort. In addition, when the four wheels are subjected to different impact forces, the corresponding shock absorber assemblies 100 can respectively and independently perform different adaptive damping, so that the driving comfort of the vehicle is further improved.

Shock absorber assembly 100 is mounted to a suspension assembly and connected to a vehicle body, and in one embodiment shock absorber assembly 100 is mounted to a suspension control arm of the suspension assembly, wherein attachment base 500 of shock absorber assembly 100 is connected to the vehicle body. The damper assembly 100 comprises an air chamber 200 and a driving motor 400, wherein the driving motor 400 is in transmission connection with the air chamber 200. The initial volume of the air chamber 200 can be adjusted to adjust the stiffness of the suspension assembly.

The controller 600 is electrically connected to the reducer assembly, and more particularly, the controller 600 is electrically connected to the driving motor 400 and can transmit a command to the driving motor 400. When the stiffness of the suspension assembly needs to be adjusted, the controller 600 sends a command to the driving motor 400, and the driving motor 400 moves according to the command after receiving the command from the controller 600. The driving motor 400 moves the air chamber 200 upward or downward, thereby changing the initial volume of the air chamber 200, and thus changing the stiffness of the suspension assembly.

For example, when a vehicle is loaded, the rigidity of the conventional suspension assembly is insufficient, so that the rigidity of the suspension assembly needs to be increased. Controller 600, upon receiving the vehicle load signal, determines that the stiffness of the suspension assembly needs to be increased, calculates the adjustment amount that air chamber 200 needs to be decreased, and signals to drive motor 400 that the initial volume of air chamber 200 needs to be decreased. After receiving the signal, the driving motor 400 drives the air chamber 200 to move upward, so as to reduce the initial volume of the air chamber 200, thereby improving the rigidity of the suspension assembly. The stiffness of the suspension assembly reaches a maximum when the initial volume of the air chamber 200 reaches a minimum value of the adjustment range, at which point the stiffness curve of the suspension assembly is the upper curve in fig. 2.

When the vehicle is unloaded, the rigidity of the existing suspension assembly is too large, so that the rigidity of the suspension assembly needs to be reduced. Controller 600, upon receiving the signal for vehicle load shedding, determines that the stiffness of the suspension assembly needs to be decreased, calculates the amount of adjustment required to increase air chamber 200, and signals to drive motor 400 that the initial volume of air chamber 200 needs to be increased. After receiving the signal, the driving motor 400 drives the air chamber 200 to move downward, so as to increase the initial volume of the air chamber 200, thereby reducing the rigidity of the suspension assembly. The stiffness of the suspension assembly reaches a minimum value when the initial volume of the air chamber 200 reaches a maximum value within the tuning range, where the stiffness curve of the suspension assembly is the lower curve in fig. 2.

Of course, the adaptive adjustment of the stiffness of the suspension assembly can also be performed when the vehicle passes through a ditch, a sill and other (other) working conditions, and the adaptive adjustment is not illustrated here.

Therefore, the rigidity self-adaptive adjustment of the suspension assembly is realized by setting the air chamber 200 with the adjustable initial volume, and the rigidity of the suspension assembly is adaptive to the wide bandwidth of the adjustment belt (such as the shadow part in fig. 2), so that the vehicle can be applied to the scene problem, and the vehicle has the advantages of strong road condition adaptability, large load change, large adjustment range and good smoothness.

It should be noted that the electrical connection and control logic between the controller 600 and the shock absorber assembly 100, and the electrical connection and control logic between the controller 600 and other components mentioned below are all in the prior art, and are not described herein again.

The utility model discloses a technical scheme all sets up a shock absorber assembly 100 through each wheel department in suspension rigidity governing system, and shock absorber assembly 100 includes air chamber 200 and the driving motor 400 who is connected with the transmission of air chamber 200, and controller 600 is connected with shock absorber assembly 100 electricity. When the controller 600 receives a signal that the stiffness of the suspension assembly needs to be adjusted, the controller 600 controls the driving motor 400 to rotate to adjust the initial volume of the air chamber 200, thereby adjusting the stiffness of the suspension assembly. So, on the one hand, set up a shock absorber assembly 100 through locating at each wheel, compare in prior art and only set up the scheme of shock absorber assembly 100 in rear axle department, the utility model discloses all set up shock absorber assembly 100 in each wheel department, improved the buffering damping effect of vehicle travel in-process, improved the travelling comfort of driving. In addition, when the impact force applied to the plurality of wheels is different, the corresponding shock absorber assemblies 100 can respectively and independently perform different adaptive buffering shock absorption, and the driving comfort of the vehicle is further improved. On the other hand, the air chamber 200 with the adjustable initial volume is arranged to realize the self-adaptive adjustment of the rigidity of the suspension assembly, and the rigidity of the suspension assembly is adaptive to the wide bandwidth of the adjusting belt, so that the vehicle can be used for solving the application scene problem, the road condition adaptability is high, the change of the load bearing is large, the adjusting range is large, the smoothness is good, and the riding comfort of the vehicle is improved.

Referring to fig. 4, further, an adjusting piston 210 is disposed in the air chamber 200, the driving motor 400 includes a lead screw 410, and the adjusting piston 210 is in transmission connection with the lead screw 410 and moves up and down under the driving of the lead screw 410 to change the initial volume of the air chamber 200. Specifically, for convenience of description, the chamber walls of the air chamber 200 are defined as an upper chamber wall and a lower chamber wall, the adjusting piston 210 is disposed in the air chamber 200, and the adjusting piston 210 is disposed near the lower chamber wall. The driving motor 400 is provided with a lead screw 410, and when the driving motor 400 rotates, the lead screw 410 drives the adjusting piston 210 to move up or down to adjust the initial volume of the air chamber 200. More specifically, when the controller 600 receives a signal that the stiffness of the suspension assembly needs to be adjusted, the controller 600 controls the driving motor 400 to rotate, and the lead screw 410 drives the adjusting piston 210 to move up, so as to reduce the initial volume of the air chamber 200, thereby improving the stiffness of the suspension assembly. Alternatively, the lead screw 410 moves the piston downward to increase the initial volume of the air chamber 200 to decrease the stiffness of the suspension assembly. When the stiffness of the suspension assembly does not need to be adjusted, the drive motor 400 is not operated and the adjustment piston 210 does not move. So, through the regulation of the initial volume of air chamber 200, realized the adjustment of the rigidity self-adaptation of suspension assembly, and the bandwidth broad in the rigidity adaptation adjustment area of suspension assembly to make the vehicle can be to using the scene problem, road conditions strong adaptability, the bearing load change is big, and the control range is big, and the ride comfort of vehicle has been improved.

Referring to fig. 4, further, the shock absorber assembly 100 further includes a shock absorber body 300 communicated with the air chamber 200, a pressure sensor 310 is disposed in the shock absorber body 300, and the pressure sensor 310 is electrically connected to the controller 600. Specifically, a pressure sensor 310 is disposed in the shock absorber body 300, the pressure sensor 310 is used for detecting the pressure of the load of the vehicle and transmitting a pressure signal to the controller 600, and the controller 600 determines whether the stiffness of the suspension assembly needs to be adjusted. When the load increases, the pressure value detected by the pressure sensor 310 increases, and the result is transmitted to the controller 600. After receiving the pressure signal, the controller 600 determines whether the stiffness of the existing suspension assembly meets the requirements. If the demand is not satisfied, the controller 600 needs to increase the rigidity of the suspension assembly, calculates the initial volume of the air chamber 200 that needs to be decreased corresponding to the increase in the rigidity of the suspension assembly, and gives a command to the driving motor 400. After the driving motor 400 receives the instruction and rotates, the screw 410 drives the adjusting piston 210 to move upwards, so that the initial volume of the air chamber 200 is reduced, and the rigidity of the suspension assembly is increased. Therefore, the pressure sensor 310 is arranged to monitor the pressure change of the vehicle load in real time and transmit the monitoring result to the controller 600 in real time, so that the controller 600 can adjust the rigidity of the suspension assembly in real time, and the rigidity self-adaptive adjustment of the suspension assembly is realized. Therefore, compared with the prior art, the method avoids the hysteresis of air pressure control, realizes the real-time self-adaptive adjustment of the rigidity of the suspension assembly, and further improves the driving comfort of the vehicle.

Referring to fig. 4, further, the damper body 300 and the air chamber 200 are mounted on a connection seat 500, and the connection seat 500 is used for connecting with a vehicle body. Specifically, the damper body 300 is mounted on the coupling seat 500, and the air chamber 200 is also mounted on the coupling seat 500, and the coupling seat 500 is coupled with the vehicle body. In this manner, the connection of the shock absorber assembly 100 to the vehicle body is achieved. When the wheel receives the impact force from the road surface, the impact force is transmitted to the vehicle body through the connecting seat 500 after being buffered by the shock absorber body 300, so that the vehicle body is prevented from shaking by a large margin. When the load of the vehicle body is changed, the load pressure is transmitted to the shock absorber body 300 and the air chamber 200 through the connection seat 500. When the stiffness of the suspension assembly needs to be adjusted, the initial volume of the air chamber 200 is changed and the change is transmitted to the vehicle body through the connection seat 500 to provide a stronger or weaker support resistance to the vehicle body. Due to the arrangement of the connecting seat 500, the connection between the shock absorber assembly 100 and the vehicle body is realized, and the connection stability between the shock absorber assembly 100 and the vehicle body is improved.

Referring to fig. 4, in the air chamber 200, a floating piston 220 is further disposed on a side of the adjusting piston 210 away from the driving motor 400, an air chamber 231 is formed between the adjusting piston 210 and the floating piston 220, a liquid chamber 232 is formed between the floating piston 220 and an inner wall of the air chamber 200 on the side away from the driving motor 400, a damping piston 320 is disposed in the shock absorber body 300, a working chamber 340 is formed between the damping piston 320 and the inner wall of the shock absorber body 300, and the working chamber 340 is communicated with the liquid chamber 232. Specifically, a floating piston 220 and a regulating piston 210 are arranged in the air chamber 200, wherein the regulating piston 210 is arranged close to the lower chamber wall, and the floating piston 220 is arranged close to the upper chamber wall. A gas chamber 231 for receiving gas is formed between the floating piston 220 and the regulating piston 210. A liquid chamber 232 is formed between the floating piston 220 and the upper chamber wall for containing liquid. The damper body 300 has an upper wall and a lower wall, the upper wall of the damper body 300 is in the same direction as the upper chamber wall of the air chamber 200, and the lower wall of the damper body 300 is in the same direction as the lower chamber wall of the air chamber 200. A damping piston 320 is provided in the shock absorber body 300, a working chamber 340 is formed between the damping piston 320 and the upper wall of the shock absorber body 300, liquid is contained in the working chamber 340, and the working chamber 340 is communicated with the liquid chamber 232 through a through hole 341. The fluid can provide a certain hydraulic pressure to shock absorber body 300, and in one embodiment, hydraulic oil is selected. The floating piston 220 has hydraulic oil above it and gas below it, and the floating piston 220 realizes the oil-liquid separation of the suspension stiffness adjusting system. So, when the vehicle receives the impact force in the operating mode such as jolting, loading, deloading, shock absorber body 300's damping piston 320 reciprocates to drive floating piston 220 and reciprocate, and then cushion the impact force, with the vibration that reduces to arouse by the impact force, thereby improve the travelling comfort of vehicle.

Referring to fig. 4 and 6, a piston rod 330 is connected to the damping piston 320, a compression damping valve 322 is disposed on a side of the damping piston 320 facing the piston rod 330, and a recovery damping valve 321 is disposed on a side of the damping piston 320 away from the piston rod 330. Specifically, a piston rod 330 is connected to the end of damping piston 320 facing the lower wall of shock absorber body 300. In one embodiment, the pull ring of piston rod 330 is secured to the suspension control arm, thereby enabling connection of shock absorber assembly 100 to the suspension assembly. The damping piston 320 is provided with a rebound damping valve 321 at the end facing the upper wall of shock absorber body 300, i.e., rebound damping valve 321 is provided on the side of damping piston 320 facing the working chamber 340. The end of damping piston 320 facing the lower wall of shock absorber body 300 is provided with a compression damping valve 322, i.e. compression damping valve 322 is provided on the side of damping piston 320 facing away from working chamber 340. In the running process of the vehicle, the suspension stiffness adjusting system also has a vibration damping effect. So, restore damping valve 321 and compression damping valve 322 through setting up to provide different damping force for suspension rigidity governing system, thereby improve suspension rigidity governing system's damping effect, and then improve the travelling comfort of vehicle.

Referring to fig. 4 and 6, further, in the compression damping valve 322 and the recovery damping valve 321, at least the recovery damping valve 321 is provided with a non-metal coating 323. Specifically, the working conditions of high frequency and small amplitude are relatively more during the running of the vehicle, and the valve plates in the recovery damping valve 321 and the compression damping valve 322 are prone to frequently shake, wherein the shake of the recovery damping valve 321 is more. Therefore, the back surface of the restoring damping valve 321 is coated with a non-metal layer, which is beneficial to reducing the problem that the restoring damping valve 321 frequently shakes, and is beneficial to improving the high-frequency performance of the suspension stiffness adjusting system. Of course, a non-metallic coating 323 can also be applied to the compression damping valve 322 to further improve the high frequency performance of the suspension stiffness adjustment system.

Referring to fig. 4 and 5, further, the floating piston 220 is hollow. Specifically, the floating piston 220 is hollow. On one hand, the overall light weight of the suspension stiffness adjusting system is facilitated; on the other hand, the hollow arrangement also reduces the mass of the floating piston 220 itself, and avoids the phenomenon that when the mass of the floating piston 220 is too large, the floating piston moves downwards under the action of its own gravity, so as to compress the gas in the gas chamber 200. Meanwhile, the floating piston 220 is further provided with a sealing ring 221 along the circumferential direction thereof so as to better isolate hydraulic oil and gas and avoid leakage of the hydraulic oil to the gas cavity 231. The floating piston 220 is further provided with a guide belt 222 to facilitate the floating of the floating piston 220 up and down along with the shaking of the vehicle body.

Referring to fig. 3, a height sensor 710 electrically connected to the controller 600 is further disposed on the suspension assembly, and the suspension stiffness adjusting system further includes an air pump 720, wherein the air pump 720 is connected to the air chamber 200 through an air pipe 233 for inflating and deflating the air chamber 200 to adjust the height of the suspension assembly. Specifically, a height sensor 710 is provided on the suspension assembly, and the height sensor 710 may be provided one at each wheel to monitor the height of the suspension assembly at each wheel. In some operating conditions, the height of the suspension assembly needs to be adjusted. When the vehicle is going to pass through a pothole, the height of the suspension assembly needs to be increased so as to improve the passing performance of the vehicle. For example, when the vehicle needs to run at a high speed, the height of the suspension assembly needs to be reduced to reduce the running resistance of the vehicle. For example, in order to ensure the driving comfort of the vehicle, the vehicle body needs to maintain a balance height position, and when the vehicle is loaded, the height of the vehicle body is reduced, and at the moment, the height of the suspension assembly needs to be increased so as to maintain the balance height position.

The height sensor 710 monitors the height of the suspension assembly and transmits a height signal to the controller 600. After the controller 600 receives the height signal of the suspension assembly, if the height of the suspension assembly needs to be adjusted, the controller 600 sends a command to the air pump 720, and after the air pump 720 receives the command, the air chamber 231 of the air chamber 200 is inflated or deflated through the air pipe 233, so that the floating piston 220 is driven to move up or down, the damping piston 320 is driven to move down or up, the piston rod 330 is driven to move down or up, and the suspension assembly connected with the pull ring of the piston rod 330 is driven to ascend or descend, so that the height of the suspension assembly is increased or descended. In one embodiment, the air chamber 200 is a cylindrical steel cylinder. Of course, the shape of the air chamber 200 may be rectangular, and the material may be nodular cast iron or other materials.

In an embodiment, the suspension stiffness adjusting system is further provided with an electromagnetic valve 740 and an air reservoir 730, and the electromagnetic valve 740 is arranged on the air pipe 233 and is used for controlling the on-off of the air pump 720 and the air pipe 233. The air cylinder 730 is used to supply air to the air pump 720, and the air pump 720 pressurizes the air and then delivers the air into the air chamber 200. Thus, the air pump 720 is used for inflating and deflating the air chamber 200, so that the height of the suspension assembly is adjusted, and further the height of the vehicle is adjusted. Through the regulation of the height of suspension assembly, can improve the trafficability characteristic on the hollow road surface of vehicle, reduce the driving resistance of vehicle, promote the riding comfort of vehicle. The adjustment of the height of the suspension assembly may be configured as an automatic adjustment or as a manual adjustment.

In this manner, in the suspension rigidity adjusting system, the initial volume of the air chamber 200 is adjusted by providing the adjustable adjusting piston 210 in the air chamber 200, thereby achieving adjustment of the rigidity of the suspension assembly. The height of the suspension assembly is adjusted by inflating and deflating the air chamber 200. The high-frequency vibration of the vehicle is suppressed and the high-frequency vibration damping effect is improved by providing the restoring damping valve 321 and the compressing damping valve 322 in the damping piston 320 of the shock absorber body 300 and coating the non-metal coating 323 on at least the restoring damping valve 321 of the restoring damping valve and the compressing damping valve. The utility model discloses a suspension rigidity governing system possesses vehicle height-adjustable festival, rigidity self-adaptation, and the adaptation adjustment bandwidth is wide, stronger high frequency damping characteristic, and its road conditions strong adaptability bears the load change big, and the control range is big, and the damping is effectual, and the ride comfort is good.

The utility model discloses still provide a vehicle, this vehicle includes suspension rigidity governing system, and this suspension rigidity governing system's concrete structure refers to above-mentioned embodiment, because this vehicle has adopted the whole technical scheme of above-mentioned all embodiments, consequently has all beneficial effects that the technical scheme of above-mentioned embodiment brought at least, gives unnecessary detail here one by one.

The above is only the optional embodiment of the present invention, and not the scope of the present invention is limited thereby, all the equivalent structure changes made by the contents of the specification and the drawings are utilized under the inventive concept of the present invention, or the direct/indirect application in other related technical fields is included in the patent protection scope of the present invention.

Claims

1. A suspension stiffness adjustment system, comprising:

the two ends of the suspension assembly are respectively used for being connected with a vehicle body and wheels;

2. The suspension stiffness adjusting system according to claim 1, wherein an adjusting piston is disposed in the air chamber, the driving motor includes a lead screw, and the adjusting piston is drivingly connected to the lead screw and moves up and down by the lead screw to change an initial volume of the air chamber.

3. The suspension stiffness adjustment system of claim 2, wherein the shock absorber assembly further includes a shock absorber body in communication with the air chamber, a pressure sensor being disposed within the shock absorber body, the pressure sensor being electrically connected to the controller.

4. The suspension stiffness adjusting system according to claim 3, wherein the shock absorber body and the air chamber are mounted to a connecting seat for connection with a vehicle body.

5. The suspension stiffness adjusting system according to claim 3, wherein the air chamber is further provided with a floating piston at a side of the adjusting piston away from the driving motor, an air chamber is formed between the adjusting piston and the floating piston, a liquid chamber is formed between the floating piston and an inner wall of the air chamber at a side away from the driving motor, a damping piston is provided in the shock absorber body, a working chamber is formed between the damping piston and the inner wall of the shock absorber body, and the working chamber is communicated with the liquid chamber.

6. The suspension stiffness adjusting system according to claim 5, wherein a piston rod is connected to the damping piston, a compression damping valve is provided on a side of the damping piston facing the piston rod, and a rebound damping valve is provided on a side of the damping piston facing away from the piston rod.

7. The suspension stiffness adjusting system according to claim 6, wherein at least the rebound damping valve of the compression damping valve and the rebound damping valve is provided with a non-metallic coating.

8. The suspension stiffness adjusting system according to claim 5, wherein the floating piston is hollow.

9. The suspension stiffness adjusting system according to claim 1, wherein the suspension assembly is further provided with a height sensor electrically connected with the controller, and the suspension stiffness adjusting system further comprises an air pump connected with the air chamber through an air pipe to inflate and deflate the air chamber so as to adjust the height of the suspension assembly.

10. A vehicle characterized by comprising the suspension rigidity adjusting system according to any one of claims 1 to 9.