WO2022141264A1 - 悬架和制动集成系统 - Google Patents

悬架和制动集成系统 Download PDF

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Publication number
WO2022141264A1
WO2022141264A1 PCT/CN2020/141686 CN2020141686W WO2022141264A1 WO 2022141264 A1 WO2022141264 A1 WO 2022141264A1 CN 2020141686 W CN2020141686 W CN 2020141686W WO 2022141264 A1 WO2022141264 A1 WO 2022141264A1
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WIPO (PCT)
Prior art keywords
hydraulic
suspension
pressure
braking
valve
Prior art date
Application number
PCT/CN2020/141686
Other languages
English (en)
French (fr)
Inventor
柴本本
胡风生
刘峰宇
Original Assignee
华为技术有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 华为技术有限公司 filed Critical 华为技术有限公司
Priority to EP20967604.8A priority Critical patent/EP4261060A4/en
Priority to CN202080004178.7A priority patent/CN112752662A/zh
Priority to PCT/CN2020/141686 priority patent/WO2022141264A1/zh
Publication of WO2022141264A1 publication Critical patent/WO2022141264A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/0195—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the regulation being combined with other vehicle control systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/12—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid
    • B60T13/16—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid using pumps directly, i.e. without interposition of accumulators or reservoirs
    • B60T13/168—Arrangements for pressure supply
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
    • B60T13/745—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive acting on a hydraulic system, e.g. a master cylinder
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2500/00—Indexing codes relating to the regulated action or device
    • B60G2500/02—Supply or exhaust flow rates; Pump operation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2500/00—Indexing codes relating to the regulated action or device
    • B60G2500/10—Damping action or damper
    • B60G2500/11—Damping valves
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2500/00—Indexing codes relating to the regulated action or device
    • B60G2500/30—Height or ground clearance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/01—Attitude or posture control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/22—Braking, stopping
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/90—System Controller type
    • B60G2800/91—Suspension Control
    • B60G2800/912—Attitude Control; levelling control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/90—System Controller type
    • B60G2800/92—ABS - Brake Control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2260/00—Interaction of vehicle brake system with other systems
    • B60T2260/06—Active Suspension System

Definitions

  • the present application relates to the automotive field, and more particularly, to an automotive suspension and braking integrated system.
  • the fully active suspension control technology can perform real-time lift control of the body, realize active adjustment of the body posture, and then meet the strict requirements for vehicle comfort.
  • the drive device of the fully active suspension needs to have sufficient backup power, but during the use of the vehicle, the energy consumption of the suspension is very small, which causes the entire suspension drive device to lose power. waste.
  • the present application provides an integrated system of suspension and braking in an automobile, so as to save space and improve the utilization rate of power assist devices.
  • an integrated system for suspension and braking in an automobile comprising a suspension device 110 for adjusting the posture of the automobile, controlled by hydraulic pressure; a braking device 120 for providing braking force for the wheels of the automobile, Controlled by hydraulic pressure; the power assist device 130 is used to provide hydraulic pressure for the suspension device 110 and the braking device 120 .
  • the number of power assist devices in the entire vehicle can be saved, the cost can be significantly reduced, and the utilization rate of the power assist device can be improved.
  • the number of hydraulic pipelines can be reduced, the arrangement of the braking system and the suspension system can be facilitated, and the space of the chassis can be saved.
  • the power assist device 130 includes a main controller 131 , a booster motor 132 and a booster pump assembly 133 , wherein the main controller 131 is an integrated control of the suspension device 110 and the brake device 120 The controller is used to control the booster motor 132 to drive the booster pump assembly 133 to build pressure for the suspension device 110 and the brake device 120, and is also used to control all solenoid valve components in the suspension and brake integrated system.
  • the system further includes a control valve 136 that provides hydraulic pressure to the suspension device 110 through a suspension hydraulic circuit.
  • control valve 136 is used to adjust the flow direction of oil in the suspension hydraulic circuit, so as to control the suspension device 110 to switch between the first adjustment mode and the second adjustment mode.
  • control valve 136 controls the suspension device 110 to switch between the first adjustment mode and the second adjustment mode by controlling the flow of oil in the suspension hydraulic circuit.
  • the suspension device 110 when the suspension device 110 is in the first adjustment mode, it can increase the vehicle body height, and when the suspension device 110 is in the second adjustment mode, it can lower the vehicle body height.
  • the suspension device 110 includes a shock absorber support assembly 111 , and the shock absorber support assembly 111 includes a first hydraulic chamber 16 and a second hydraulic chamber 17 in series.
  • the control valve 136 can be specifically used to adjust the pressure of the oil in the first hydraulic chamber 16 to be less than the pressure of the oil in the second hydraulic chamber 17 to control the suspension device 110 to switch to the first adjustment mode.
  • the control valve 136 can also be used to adjust the first adjustment mode.
  • the pressure in the first hydraulic chamber 16 is greater than the pressure in the second hydraulic chamber 17 to control the suspension device 110 to switch to the second adjustment mode.
  • the suspension device 110 is specifically used to raise the body height of the vehicle in the first adjustment mode, and lower the vehicle body height in the second adjustment mode.
  • the suspension device 110 includes a shock absorber support assembly 111, and the shock absorber support assembly 111 includes a first hydraulic chamber 16 and a second hydraulic chamber 17; the control valve 136 is specifically used for In order to adjust the pressure of the oil in the first hydraulic chamber 16 to be less than the pressure of the oil in the second hydraulic chamber 17 to control the suspension device 110 to switch to the first adjustment mode, and to adjust the pressure in the first hydraulic chamber 16 The pressure is greater than the pressure in the second hydraulic chamber 17 to control the suspension device 110 to switch to the second adjustment mode.
  • control valve 136 is a three-position two-way valve.
  • the system further includes a third hydraulic line 13 and a fourth hydraulic line 14 , the power assist device 130 provides hydraulic pressure to the braking device 120 through the third hydraulic line 13 , and the The power assist device 130 provides hydraulic pressure to the suspension device 110 through the fourth hydraulic line 14 .
  • the third hydraulic pipeline 13 and the fourth hydraulic pipeline 14 may be two independent hydraulic pipelines, or may be two branch pipelines of one hydraulic pipeline, which is not limited in this application.
  • the power assist device 130 further includes a diverter valve, and the diverter valve is used to control the flow rate and/or the flow ratio of the oil in the third hydraulic pipeline 13 and the fourth hydraulic pipeline 14 .
  • the system further includes a first bypass valve 134 and a second bypass valve 135, the first bypass valve 134 is arranged on the fourth hydraulic pipeline 14 to control the fourth bypass valve 134
  • the second bypass valve 135 is arranged on the third hydraulic pipeline 13 to control the on-off of the third hydraulic pipeline 13 .
  • the suspension device 110 further includes a flow valve, the flow valve is arranged on the suspension hydraulic circuit, and the flow valve is used for damping adjustment.
  • the system further includes a first accumulator 116 and a second accumulator 117 .
  • the second accumulator 117 is used to quickly adjust the pressure of the oil in the second hydraulic chamber 17; during the recovery process of the suspension device 110, the first accumulator 116 is used to quickly adjust the first hydraulic pressure The pressure of the oil in the chamber 16.
  • the suspension and brake integrated system provided by the embodiment of the present application integrates the lift adjustment system and the damping adjustment system of the suspension by setting a flow valve in the suspension hydraulic circuit for active adjustment of the damping, so that the entire active suspension has Three adjustment modes of lift, lower and continuous damping increase the flexibility of the system while improving work efficiency.
  • the braking device 120 further includes an ABS proportional valve 122 , the ABS proportional valve 122 is arranged on the third hydraulic pipeline 13 , and the ABS proportional valve 122 is used for the braking device 120 to adjust the boost pressure.
  • the braking device 120 further includes a pressure reducing valve 123 and a fifth hydraulic pipeline 18, the fifth hydraulic pipeline 15 is connected to the brake disc 121, the pressure reducing valve 123 is arranged on the fifth hydraulic pipeline 18, The decompression valve 123 is used for decompression adjustment of the braking device 120 .
  • the suspension and braking integrated system provided by the embodiment of the present application retains the ABS proportional valve and the pressure reducing valve in the brake hydraulic circuit to adjust the pressure of the oil cylinder, so that the integrated system can adjust the braking force in real time.
  • a power assist device which includes a hydraulic pressure for supplying a suspension device 110 and a braking device 120, wherein the suspension device 110 is used to adjust the attitude of the vehicle and is controlled by hydraulic pressure; the braking device 120 is used to provide braking force to the wheels of the car, controlled by hydraulic pressure.
  • an automobile including the power assist device of the second aspect, or the system of the first aspect.
  • FIG. 1 is a schematic block diagram of a suspension and braking integrated system 100 in an automobile according to an embodiment of the present application.
  • FIG. 2 is a schematic diagram of the oil flow path during the lifting process of the suspension system 110 according to the embodiment of the present application.
  • FIG. 3 is a schematic diagram of the oil flow path during the lowering process of the suspension system 110 according to the embodiment of the present application.
  • FIG. 4 is a schematic diagram of the oil flow path for damping adjustment performed by the suspension device 110 in the compression process according to the embodiment of the present application.
  • FIG. 5 is a schematic diagram of the oil flow path during the pressure build-up and damping adjustment process of the brake device according to the embodiment of the present application.
  • FIG. 6 is a schematic diagram of the oil flow path when the suspension device lifts and the brake device pressure builds up at the same time according to the embodiment of the present application.
  • FIG. 7 is a schematic diagram of an arrangement scheme of an integrated system of suspension and braking in an automobile according to an embodiment of the present application.
  • FIG. 8 is a schematic diagram of another arrangement scheme of an integrated system of suspension and braking in an automobile according to an embodiment of the present application.
  • FIG. 9 is a schematic diagram of another arrangement scheme of an integrated system of suspension and braking in an automobile according to an embodiment of the present application.
  • FIG. 10 is a flowchart of a suspension and braking integrated control method provided by an embodiment of the present application.
  • Suspension is a general term for all force-transmitting connection devices between the frame (or load-bearing body) of the car and the axle (or wheel), its function is to transmit the force and torque acting between the wheel and the frame, and Buffer the impact force transmitted to the frame or body by the uneven road, and reduce the vibration caused by it, so as to ensure that the car can run smoothly.
  • the current semi-active suspensions mainly include continuous damping control (CDC) shock absorbers, magneto rheological dampers (MRD) and electronically controlled air suspension (ECAS) )system.
  • CDC shock absorber and MRD shock absorber mainly rely on the real-time adjustment of the damping of the vehicle suspension system to change the soft and hard support of the option, thereby improving the stability of the vehicle acceleration, braking and steering process, and at the same time, it can improve the stability of the road surface.
  • the excitation is attenuated to reduce the deceleration impact of the body and improve the comfort of the vehicle.
  • both the CDC shock absorber and the MRD shock absorber passively attenuate the impact of the road surface and cannot actively adjust the body posture.
  • the air spring suspension system improves the stability of the vehicle by adjusting the height of the body, while the air spring stiffness is nonlinear and adjustable.
  • the stiffness changes with the change of the vehicle load.
  • the natural frequency of the suspension remains basically unchanged regardless of whether it is unloaded or fully loaded.
  • the vehicle equipped with the air spring can obtain a lower natural frequency, and the ride is smooth and comfortable.
  • the air spring responds slowly and has limited adjustment ability.
  • the fully active suspension control technology can perform real-time lift control of the body, realize active adjustment of the body posture, and then meet the strict requirements for vehicle comfort.
  • the drive device of the fully active suspension needs to have sufficient backup power, but during the use of the vehicle, the energy consumption of the suspension is very small, which causes the entire suspension drive device to lose power. waste.
  • due to the high power of the driving device of the fully active suspension it brings difficulties to the layout of the steering and braking components of the chassis.
  • the current fully active suspension is only configured on models with a large wheelbase and a large space.
  • the horizontal, vertical and vertical dynamics modules of the current vehicle and the actuators are coordinated and controlled through the longitudinal communication of the chassis. There are delays in the communication signal and the coordination of the actuators, so the dynamic performance of the vehicle cannot be fully utilized.
  • the current fully active suspension mainly includes two solutions: active body technology and electromechanical rotary damper (eROT).
  • active body technology active body technology
  • electromechanical rotary damper eROT
  • the active body control technology uses a high-speed rotor pump to realize the lift control of the body, while retaining the original spring to maintain the basic height of the body under static load.
  • the instantaneous maximum power of the motor reaches 13kW
  • the average power is 150W
  • the whole system adds 50kg to the vehicle weight.
  • the four wheels are independently driven by four motor-hydraulic modules, which can realize the control and lift of the body posture, respond quickly, and can expand and have various functions.
  • the structure of the whole system is relatively complicated, and the mechanical arrangement of the active suspension occupies most of the space of the vehicle chassis, which increases the wheelbase of the vehicle and puts forward higher requirements for the arrangement of the vehicle braking system and steering system.
  • a powerful motor is arranged in each corner assembly of the suspension, and the body height is only adjusted under certain working conditions. The working time of the motor is limited, the utilization rate is low, and the system cost will increase.
  • the eROT technical solution has a motor with a peak value of 2 kW at each of the four corners of the car.
  • the energy is provided by the 48V main power system. It is connected to the transmission wheel through a belt.
  • the rotation of the motor drives the lifting arm at the bottom of the suspension to achieve the vehicle height. adjust.
  • the torque response of the motor lifting end is 4500Nm/s, the system weight is 65kg, the reduction ratio is 1:189, and the wheel side lifting force is 5KN.
  • the motor also needs to be arranged separately, and the lifting operation is realized through the belt transmission mechanism, so that the horizontal layout space of the vehicle is relatively large, and the utilization rate of the motor is relatively low.
  • the eROT suspension system needs to cooperate with the air spring to realize shock absorption and damping control, which leads to the complex structure of the system, and the transmission ratio of the mechanical mechanism is too large, which makes the design difficult.
  • the embodiments of the present application provide an integrated system for suspension and braking, by allowing the suspension device and the braking device to reuse the same braking device, thereby saving the number of power assist devices and hydraulic lines.
  • the present application only takes the example of the power assist device controlling the suspension device and the brake device through hydraulic pressure, but the embodiments of the present application are not limited to this, that is, the suspension device and the power assist device are implemented in other ways.
  • the integrated control solution also falls within the protection scope of the embodiments of the present application.
  • FIG. 1 shows a schematic block diagram of an integrated system 100 of suspension and braking in an automobile according to an embodiment of the present application.
  • the suspension and braking integrated system 100 includes: a suspension device 110 , a braking device 120 and a power assist device 130 , the suspension device 110 is used to adjust the attitude of the vehicle, and the braking device 120 is used to provide braking force for the wheels of the automobile, wherein the suspension device 110 and the braking device 120 are controlled by hydraulic pressure, and the power assist device 130 is used to provide the suspension device 110 and the braking device 120 hydraulic.
  • the suspension device 110 and the braking device 120 reuse the same power assist device 130, and the power assist device 130 may be the suspension device 110 and the braking device 130 at the same time or separately.
  • the actuating device 120 provides hydraulic pressure for hydraulic control.
  • the suspension and braking integrated system provided by the embodiments of the present application, by multiplexing the suspension device and the braking device with the same power assist device, the number of power assist devices for the whole vehicle can be saved, the cost can be significantly reduced, and the power assist device can be improved. device utilization.
  • the number of hydraulic pipelines can be reduced, the arrangement of the braking system and the suspension system can be facilitated, and the space of the chassis can be saved.
  • the power assist device 130 includes a main controller 131 , a booster motor 132 and a booster pump assembly 133 , wherein the main controller 131 is an integrated controller of the suspension device 110 and the brake device 120 for controlling
  • the booster motor 132 drives the booster pump assembly 133 to build pressure for the suspension device 110 and the brake device 120, and is also used to control all solenoid valve components in the suspension and brake integrated system.
  • the suspension device 110 includes a control valve 136, which may be, for example, a 2/3-way valve.
  • the control valve 136 provides hydraulic pressure to the suspension device 110 through the suspension hydraulic circuit, and controls the flow direction of the oil in the suspension hydraulic circuit to control the suspension device 110 to adjust the vehicle to different attitudes.
  • the control valve 136 controls the Flow direction of oil in the suspension hydraulic circuit to control the suspension device 110 to switch between the first adjustment mode and the second adjustment mode. Wherein, when the suspension device 110 is in the first adjustment mode, it can increase the vehicle body height, and when the suspension device 110 is in the second adjustment mode, it can lower the vehicle body height.
  • the suspension device 110 includes a shock absorber support assembly 111 , and the shock absorber support assembly 111 includes a first hydraulic chamber 16 and a second hydraulic chamber 17 in series.
  • the control valve 136 can be specifically used to adjust the pressure of the oil in the first hydraulic chamber 16 to be less than the pressure of the oil in the second hydraulic chamber 17 to control the suspension device 110 to switch to the first adjustment mode.
  • the control valve 136 can also be used to adjust the first adjustment mode.
  • the pressure in the first hydraulic chamber 16 is greater than the pressure in the second hydraulic chamber 17 to control the suspension device 110 to switch to the second adjustment mode.
  • the first hydraulic chamber 16 and the second hydraulic chamber 17 are vertically connected in series, and the first hydraulic chamber 16 is located at the top of the second hydraulic chamber 17.
  • the first hydraulic chamber 16 is arranged with a piston push rod 118, and the suspension device 110 can adjust the attitude of the car through the piston push rod 118 .
  • the suspension hydraulic circuit includes a first hydraulic line 11 and a second hydraulic line 12 , the first hydraulic line 11 is connected with the first hydraulic chamber 16 , and the second hydraulic line 12 is connected with the second hydraulic chamber 17 .
  • the control valve 136 adjusts the oil pressure in the first hydraulic chamber 16 and the second hydraulic chamber 17 in the shock absorber support assembly 111 by controlling the flow direction of the oil in the suspension hydraulic circuit.
  • the suspension device 110 switches to the first adjustment mode.
  • the suspension device 110 switches to the second adjustment mode.
  • the power assist device 130 provides hydraulic pressure for the suspension device 110
  • the control valve 136 controls the flow of oil in the first hydraulic line 11 to flow from the first hydraulic chamber 16 to the first hydraulic line 11
  • the control valve 136 controls the second hydraulic line 11 .
  • the flow direction of the oil in the hydraulic pipeline 12 is from the second hydraulic pipeline 12 to the second hydraulic chamber 17 .
  • the pressure in the first hydraulic chamber 16 decreases and the pressure in the second hydraulic chamber 17 increases.
  • the piston push rod 118 rises, thereby increasing the height of the vehicle, at this time the suspension device 110 in the first adjustment mode.
  • the power assist device 130 provides hydraulic pressure for the suspension device 110
  • the control valve 136 controls the flow of oil in the first hydraulic line 11 to flow from the first hydraulic line 11 to the first hydraulic chamber 16, and the control valve 136 controls the first hydraulic line 11.
  • the flow direction of the oil in the second hydraulic pipeline 12 is from the second hydraulic chamber 17 to the second hydraulic pipeline 12. At this time, the pressure in the first hydraulic chamber 16 increases, and the pressure in the second hydraulic chamber 17 decreases.
  • the suspension and brake integrated system 100 further includes a third hydraulic line 13 and a fourth hydraulic line 14 , and the power assist device 130 provides hydraulic pressure to the brake device 120 through the third hydraulic line 13 to assist the power The device 130 provides hydraulic pressure to the suspension device 110 through the fourth hydraulic line 14 .
  • the fourth hydraulic pipeline 14 is arranged with a first bypass valve 134 , and the first bypass valve 134 is used to control the on-off of the fourth hydraulic pipeline 14 .
  • the main controller 131 controls the first bypass valve 134 to open, otherwise the main controller 131 controls the first bypass valve 134 to close.
  • the third hydraulic pipeline 13 is arranged with a second bypass valve 135, which is used to control the on-off of the third hydraulic pipeline 13.
  • the main controller 131 controls the second bypass valve 135 to open, otherwise the main controller 131 controls the second bypass valve 135 to close.
  • the suspension and brake integrated system provided by the embodiment of the present application can control the on-off of the hydraulic oil of the two branches by setting the bypass solenoid valve in the hydraulic supply circuit of the brake and the suspension, and can control the flow of the high-pressure oil source in real time.
  • third hydraulic pipeline 13 and the fourth hydraulic pipeline 14 may be two independent hydraulic pipelines, or may be two branch pipelines of one hydraulic pipeline, which are not limited in this application.
  • the power assist device 130 further includes a diverter valve (not shown in the figure), the diverter valve is used to control the flow rate and/or the flow ratio of the oil in the third hydraulic pipeline 13 and the fourth hydraulic pipeline 14 .
  • a power assist device supplies the same flow of hydraulic pressure to the suspension device and the braking device through the diverter valve, or supplies the suspension device and the braking device in a certain proportion. Hydraulic pressure is supplied, so that it is possible to supply hydraulic pressure to both the suspension and the braking device with one power assist device.
  • the suspension device 110 further includes a flow valve provided on the suspension hydraulic circuit for damping adjustment. Therefore, in some cases, such as when the vehicle is driving, when the road surface is uneven or the vehicle body is bumpy due to inertial effects, the vehicle is damped to attenuate the impact of the road surface.
  • the flow valve includes a first flow valve 113 and a second flow valve 115 , the first flow valve 113 is arranged on the first hydraulic pipeline 11 , and the second flow valve 115 is arranged on the second hydraulic pipeline 12 .
  • the suspension device 110 further includes a first check valve 112 and a second check valve 114, the first check valve 112 is provided on the first hydraulic pipeline 11, the first check valve 112 and the first flow valve 113 Connected in parallel, the first one-way valve 112 is configured to allow oil to flow from the first hydraulic line 11 to the direction of the first hydraulic chamber 16 while preventing oil from flowing in the opposite direction; the second one-way valve A check valve 114 is provided on the second hydraulic line 12, the second check valve 114 is connected in parallel with the second flow valve 115, and the second check valve 114 is configured to allow oil to flow from the second hydraulic line 12 to the second flow valve 115.
  • the direction of the two hydraulic chambers 17 prevents the oil from flowing in the opposite direction.
  • the suspension device 110 further includes a first check valve
  • the second flow valve 115 controls the flow of oil flowing from the second hydraulic chamber 17 to the second hydraulic pipeline 12 to adjust the damping of the compression process of the suspension device 110; the first flow valve 113 passes The flow rate of the oil flowing from the first hydraulic chamber 16 to the first hydraulic pipeline 11 is controlled, so as to adjust the damping during the recovery process of the suspension device 110 .
  • the compression process of the suspension device 111 refers to the process in which the piston push rod 118 in the shock absorber support assembly 111 descends due to the vibration of the vehicle body; the recovery process of the suspension device 111 refers to: due to the vibration of the body When the vehicle body vibrates, the piston push rod 118 in the shock absorber support assembly 111 rises, or after the suspension device 110 is compressed, the piston push rod 118 returns to its original position.
  • the second accumulator 117 is used to quickly adjust the pressure of the oil in the second hydraulic chamber 17 ; during the recovery process of the suspension device 110 , the first accumulator 116 is used to quickly adjust the pressure of the oil in the second hydraulic chamber 17 . Adjust the pressure of the oil in the first hydraulic chamber 16 .
  • the suspension and brake integrated system integrateds the lift adjustment system and the damping adjustment system of the suspension by setting a flow valve in the suspension hydraulic circuit to perform active adjustment of the damping, so that the entire active suspension
  • the stand has three adjustment modes of lift, lower and continuous damping, which increases the flexibility of the system while improving work efficiency.
  • the braking device 120 further includes an ABS proportional valve 122 , the ABS proportional valve 122 is arranged on the third hydraulic pipeline 13 , and the ABS proportional valve 122 is used for the braking device 120 to adjust the boost pressure.
  • the braking device 120 further includes a pressure reducing valve 123 and a fifth hydraulic pipeline 18, the fifth hydraulic pipeline 15 is connected to the brake disc 121, the pressure reducing valve 123 is arranged on the fifth hydraulic pipeline 18, The decompression valve 123 is used for decompression adjustment of the braking device 120 .
  • the main controller 131 controls the ABS proportional valve 122 to open and the pressure reducing valve 123 to close; during the pressure maintaining process of the braking device 120, that is, the braking process is maintained , the main controller 131 controls the ABS proportional valve 122 and the decompression valve 123 to close; during the decompression process of the braking device 120, that is, the braking process is closed, the main controller 131 controls the ABS proportional valve 122 to close and the decompression valve 123 to open.
  • the suspension and braking integrated system provided by the embodiment of the present application retains the ABS proportional valve and the pressure reducing valve in the brake hydraulic circuit to adjust the pressure of the oil cylinder, so that the integrated system can adjust the braking force in real time.
  • FIG. 2 is a schematic diagram of the oil flow path during the lifting process (first adjustment mode) of the suspension system 110 according to the embodiment of the present application.
  • the main controller 131 determines to switch the suspension device 110 to the first adjustment mode according to the monitoring result or the system requirement. Specifically, the main controller 131 controls the booster motor 132 to drive the booster pump assembly 133 to build pressure, and at the same time controls the first bypass valve 134 to open and the second bypass valve 135 to close, so that the high-pressure oil flows from the booster pump assembly 133 The outlet flows out, and flows to the control valve 136 through the fourth hydraulic line 14.
  • the main controller 131 controls the outlet and the inlet of the control valve 136, so that the high-pressure oil flows from the control valve 136 to the suspension support assembly through the second hydraulic line 12.
  • the oil in the first hydraulic chamber 16 flows to the control valve 136 through the first hydraulic pipeline 11 , and flows to the oil storage cylinder 137 through the fifth hydraulic pipeline 15 .
  • the pressure in the second hydraulic chamber 17 increases, the pressure in the first hydraulic chamber 16 decreases, and the piston push rod 118 rises under the action of the pressure difference.
  • FIG. 3 is a schematic diagram of the oil flow path during the lowering process (second adjustment mode) of the suspension system 110 according to the embodiment of the present application.
  • the main controller 131 determines to switch the suspension device 110 to the second adjustment mode according to the monitoring result or the system requirement. Specifically, the main controller 131 controls the booster motor 132 to drive the booster pump assembly 133 to build pressure, and at the same time controls the first bypass valve 134 to open and the second bypass valve 135 to close, so that the high-pressure oil flows from the booster pump assembly 133 The outlet flows out, and flows to the control valve 136 through the fourth hydraulic line 14.
  • the main controller 131 controls the outlet and the inlet of the control valve 136, so that the high-pressure oil flows from the control valve 136 to the suspension support assembly through the first hydraulic line 11. 111 , the oil in the first hydraulic chamber 16 and the second hydraulic chamber 17 flows to the control valve 136 through the second hydraulic pipeline 12 , and flows to the oil storage cylinder 137 through the fifth hydraulic pipeline 15 . At this time, the pressure in the first hydraulic chamber 16 increases, the pressure in the second hydraulic chamber 17 decreases, and the piston push rod 118 descends under the action of the pressure difference.
  • FIG. 4 shows a schematic diagram of the oil flow path of the suspension device 110 provided in the embodiment of the present application for damping adjustment during the compression process.
  • the main controller 131 determines to adjust the damping of the vehicle through the suspension device 110 according to the monitoring result or the system requirement. For example, in the normal driving process of the vehicle, the height of the vehicle is generally fixed, and the vehicle needs to be damped to attenuate the road impact.
  • the main controller 131 controls the booster pump assembly 133 not to build pressure, and closes the first bypass valve 134 and the second bypass valve 135.
  • the control valve 136 is a three-position two-way valve, the control valve 136 is in the middle.
  • FIG. 4 is a schematic diagram of the oil flow path for damping adjustment during the ascending process of the piston push rod 118 .
  • the oil in the second hydraulic chamber 17 flows to the control valve 136 through the second hydraulic pipeline 12, and flows to the first hydraulic chamber 16 through the control valve 136 and the first hydraulic pipeline 11.
  • the direction valve 114 only allows the oil to flow from the second hydraulic line 12 to the second hydraulic chamber 17, so the oil in the second hydraulic line 12 must pass through the second flow valve 115 through which the main controller 131 passes.
  • 115 controls the damping in the entire suspension hydraulic circuit, and the accumulator 117 is used to quickly adjust the oil pressure in the first hydraulic chamber 16 and the second hydraulic chamber 17 .
  • the oil in the first hydraulic chamber 16 flows to the control valve 136 through the first hydraulic pipeline 11, and flows to the second hydraulic chamber 17 through the control valve 136 and the second hydraulic pipeline 12 ( 4), at this time, since the first one-way valve 114 only allows the oil to flow from the first hydraulic line 11 to the first hydraulic chamber 16, the oil in the first hydraulic line 11 must pass through the first hydraulic line 11.
  • a flow valve 114 through which the main controller 131 controls the damping in the entire suspension hydraulic circuit, and the accumulator 116 is used to quickly adjust the oil in the first hydraulic chamber 16 and the second hydraulic chamber 17 hydraulic pressure.
  • the damping adjustment can also be performed synchronously to attenuate the road impact during the lifting or lowering.
  • FIG. 5 shows a schematic diagram of the oil flow path during the pressure building and damping adjustment process of the brake device provided by the embodiment of the present application.
  • the main controller 131 determines to apply a braking force to the wheel through the braking device 120 according to the monitoring result or the system requirement, and simultaneously adjust the damping through the suspension device 110 .
  • the main controller 131 controls the braking device 120 to perform braking.
  • the damping control is performed on the vehicle to offset the axle load transfer during the braking process.
  • the main controller 131 controls the booster motor 132 to drive the booster pump assembly 133 to build pressure, and at the same time controls the first bypass valve 134 to close and the second bypass valve 135 to open, so that the high-pressure oil flows from the booster pump assembly.
  • the outlet of 133 flows out and flows to the brake disc 121 through the third hydraulic pipeline 13 .
  • the main controller 131 controls the ABS proportional valve 122 to open and the pressure reducing valve 123 to close; during the brake pressure maintaining process, the main controller 131 controls the ABS proportional valve 122 to close and the pressure reducing valve 123 to close;
  • the main controller 131 controls the ABS proportional valve 122 to close and the decompression valve 123 to open.
  • the main controller 131 controls the controller 136 to be in the middle position, and adjusts the damping in a timely manner by controlling the first flow valve 113 and the second flow valve 115 .
  • the specific adjustment process is similar to the damping adjustment process shown in 4, and will not be repeated in this application again.
  • FIG. 6 shows a schematic diagram of the oil flow path when the suspension device is lifted and the pressure build-up of the braking device is performed simultaneously according to the embodiment of the present application.
  • the main controller 131 determines to adjust the attitude of the vehicle through the suspension device 110 according to the monitoring results or system requirements, and applies braking force to the wheels through the braking device 120 .
  • the main controller 131 controls the booster motor 132 to drive the booster pump assembly 133 to build pressure, and controls the first bypass valve 134 and the second bypass valve 135 to open, and the high-pressure oil flows from the booster pump assembly 133
  • the outlet flows out to the suspension device 110 and the braking device 120 through the fourth hydraulic line 14 and the third hydraulic line 13, respectively.
  • the process of adjusting the attitude of the vehicle by the suspension device 110 is similar to the process shown in FIG. 2 and FIG. 3 , and the process of braking by the braking device 120 is similar to the process shown in FIG. 5 , which will not be repeated in this application.
  • the damping adjustment may be further adjusted to attenuate road shocks during the lifting (or lowering) process or the braking process.
  • the suspension and hydraulic integrated system provided by the embodiments of the present application can save the number of power assist devices of the whole vehicle and significantly reduce the cost by allowing the suspension system and the braking system to reuse the same power assist system.
  • the number of hydraulic pipelines can be reduced, the arrangement of the braking system and the suspension system can be facilitated, and the space of the chassis can be saved.
  • the vehicle's vertical, longitudinal and lateral integrated control is integrated to improve the dynamic performance of the vehicle.
  • FIG. 7 shows a schematic diagram of an arrangement scheme of an integrated system of suspension and braking in an automobile provided by an embodiment of the present application.
  • the four wheels of the car use four power assist device assemblies respectively, and the four power assist device assemblies respectively control the suspension and braking systems of the four corner assemblies.
  • a power assist device is arranged for the suspension and braking system of each wheel, and each power assist device can also serve as a suspension for other wheels.
  • a backup power assist device for the frame and braking system so it can guarantee a high level of safety.
  • FIG. 8 shows a schematic diagram of another arrangement scheme of an integrated system of suspension and braking in an automobile provided by an embodiment of the present application.
  • two power assist devices are used to realize the integrated control of the suspension and braking of the four corner assemblies.
  • the suspension and brake integrated systems of the left front wheel and the right front wheel share the same power assist device
  • the suspension and brake integration systems of the left rear wheel and the right rear wheel share the same power assist device.
  • the suspension and braking systems of every two wheels share one power assist device, and the two power assist devices can also back up each other, saving energy
  • the number of assisting devices is increased, the utilization rate of the assisting devices is improved, and sufficient safety is ensured.
  • FIG. 9 shows a schematic diagram of another arrangement scheme of an integrated system of suspension and braking in an automobile provided by an embodiment of the present application.
  • the four corners are boosted with a total booster, that is, the suspension and brake integrated systems of all wheels use the same booster.
  • a set of power assist devices is arranged to provide power for the suspension and brake integrated systems of all wheels, which can effectively save space and improve the utilization of power assist devices. Rate.
  • FIG. 10 shows a flowchart of a suspension and braking integrated control method provided by an embodiment of the present application.
  • the body posture adjustment and braking control are carried out through the suspension and braking integrated system provided by the embodiment of the present application.
  • self-inspection and vehicle status monitoring are carried out to determine the running status of the vehicle, and the suspension The device and the braking device perform a functional self-test.
  • the main controller 131 controls the first bypass valve 134 to open; when the system needs to brake, the main controller 131 controls the second bypass valve 135 to open; when the system needs both height adjustment and When braking, the main controller 131 controls the first bypass valve 134 and the second bypass valve 135 to open.
  • the main controller 131 controls the booster motor 132 to drive the booster pump assembly 133 to build up pressure, and simultaneously monitors whether the pressures of the suspension device 110 and the brake device 120 reach the target value.
  • adjust the opening of the suspension proportional valve (not shown in the figure) to further adjust the pressure;
  • control the suspension Device 110 maintains the target pressure.
  • the suspension pressure can be fine-tuned by the first flow valve 113 or the second flow valve 115 so that the pressure of the suspension device 110 can be maintained within the allowable error range of the target pressure.
  • the opening of the ABS proportional valve 122 is adjusted to further adjust the pressure; when the pressure of the braking device 120 reaches the target value, the braking device 120 is controlled to maintain the target pressure .
  • the pressure of the brake circuit can be fine-tuned by controlling the ABS proportional valve 122 and the pressure reducing valve 123, so that the pressure of the braking device 120 can be maintained within the allowable range of the target pressure.

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Abstract

一种汽车中悬架和制动集成系统，适用于智能汽车、新能源汽车或者传统汽车等，包括悬架装置，用于调整汽车的姿态，由液压控制；制动装置，用于为汽车的车轮提供制动力，由液压控制；助动装置，用于为悬架装置和制动装置提供液压。通过将悬架装置和制动装置复用同一助动装置，可节省空间，并提高助动装置的利用率。

Description

悬架和制动集成系统 技术领域
本申请涉及汽车领域，并且更具体地，涉及汽车的悬架和制动集成系统。
背景技术
随着自动驾驶技术的进一步发展，对车辆的舒适性提出了更高的要求，全主动悬架控制技术得到越来越多的重视。全主动悬架控制技术可以进行车身的实时举升控制，实现车身姿态的主动调节，进而满足对车辆舒适性的严苛要求。为了实现车辆在各个复杂工况的实时调整，全主动悬架的驱动装置需要具备足够的后备功率，但是在车辆整车使用过程中，悬架的能耗很小，造成整个悬架驱动装置的浪费。
发明内容
本申请提供了一种汽车中悬架和制动集成系统，以节省空间，并提高助动装置的利用率。
第一方面，提供了一种汽车中悬架和制动集成系统，包括悬架装置110用于调整该汽车的姿态，由液压控制；制动装置120用于为该汽车的车轮提供制动力，由液压控制；助动装置130用于为该悬架装置110和该制动装置120提供液压。
在本申请实施例中，通过将悬架装置和制动装置复用同一助动装置，可以节省整车助动装置的数量，显著降低成本，并提高助动装置的利用率。并且可以减少液压管路的数量，方便制动系统和悬架系统的布置，节省底盘的空间。同时，将悬架系统和制动系统集成之后，有利于系统的集成控制和车轮综合动力学性能的利用。
在一种可能的实现方式中，助动装置130包括主控制器131、增压电机132和增压泵总成133，其中，主控制器131为悬架装置110和制动装置120的集成控制器，用于控制增压电机132驱动增压泵总成133为悬架装置110和制动装置120建压，也用于控制该悬架和制动集成系统中的所有电磁阀部件。
在一种可能的实现方式中，该系统还包括控制阀136，该控制阀136通过悬架液压回路向该悬架装置110提供液压。
在一种可能的实现方式中，该控制阀136用于调节该悬架液压回路中油液的流向，以控制该悬架装置110在第一调整模式和第二调整模式之间进行切换。
示例性地，控制阀136通过控制悬架液压回路中油液的流向，以控制悬架装置110在第一调整模式和第二调整模式之间切换。其中，当悬架装置110处于第一调整模式时，其可以提高汽车的车身高度，当悬架装置110处于第二调整模式时，其可以降低汽车的车身高度。
在一种可能的实现方式中，悬架装置110包括减震器支撑总成111，该减震器支撑总成111包括串联的第一液压腔16和第二液压腔17。控制阀136具体可用于调整第一液压 腔16内油液的压力小于第二液压腔17内油液的压力以控制悬架装置110切换至第一调整模式，控制阀136具体还可用于调整第一液压腔16内的压力大于第二液压腔17内的压力以控制悬架装置110切换至第二调整模式。
在一种可能的实现方式中，该悬架装置110具体用于，在该第一调整模式时提高该汽车的车身高度，在该第二调整模式时降低该汽车的车身高度。
在一种可能的实现方式中，该悬架装置110包括减震器支撑总成111，该减震器支撑总成111包括第一液压腔16和第二液压腔17；该控制阀136具体用于调整该第一液压腔16内油液的压力小于该第二液压腔17内油液的压力以控制该悬架装置110切换至该第一调整模式，以及调整该第一液压腔16内的压力大于该第二液压腔17内的压力以控制该悬架装置110切换至该第二调整模式。
在一种可能的实现方式中，该控制阀136为三位两通阀。
在一种可能的实现方式中，该系统还包括第三液压管路13和第四液压管路14，该助动装置130通过该第三液压管路13向该制动装置120提供液压，该助动装置130通过该第四液压管路14向该悬架装置110提供液压。
可选地，第三液压管路13和第四液压管路14可以是两条独立的液压管路，也可以是一条液压管路的两条分支管路，本申请对此不作限定。
本申请实施例提供的悬架与制动集成系统，通过在制动与悬架液压供给回路设置有旁通电磁阀来控制两条支路液压油的通断，可以实时控制高压油源流向不同回路，实现悬架装置和制动装置的集成。
在一种可能的实现方式中，该助动装置130还包括分流阀，该分流阀用于控制该第三液压管路13和该第四液压管路14中油液的流通量和/或流通比例。
在一种可能的实现方式中，该系统还包括第一旁通阀134和第二旁通阀135，该第一旁通阀134设置在该第四液压管路14上，以控制该第四液压管路14的通断，该第二旁通阀135设置在该第三液压管路13上，以控制该第三液压管路13的通断。
在一种可能的实现方式中，该悬架装置110还包括流量阀，该流量阀设置在该悬架液压回路上，该流量阀用于进行阻尼调节。
可选地，该系统还包括第一蓄能器116和第二蓄能器117。在悬架装置110压缩过程，第二蓄能器117用于快速调节第二液压腔17内油液的压力；在悬架装置110复原过程，第一蓄能器116用于快速调节第一液压腔16内油液的压力。
本申请实施例提供的悬架与制动集成系统，通过在悬架液压回路设置流量阀以进行阻尼的主动调节，集成了悬架的举升调节系统和阻尼调节系统，使得整个主动悬架具有举升、降低和连续阻尼三种调节模式，从而可增加系统的灵活性，同时提高工作效率。
可选地，制动装置120还包括ABS比例阀122，该ABS比例阀122设置在第三液压管路13上，该ABS比例阀122用于制动装置120进行增压调节。
可选地，制动装置120还包括减压阀123和第五液压管路18，该第五液压管路15连接制动盘121，该减压阀123设置在第五液压管路18上，该减压阀123用于制动装置120进行减压调节。
因此，本申请实施例提供的悬架与制动集成系统，在制动液压回路中保留了ABS比例阀和减压阀实施调节油缸的压力，使得该集成系统可以实时进行制动力调节。
第二方面，提供了一种助动装置，包括用于为悬架装置110和制动装置120提供液压，其中，该悬架装置110用于调整汽车的姿态，由液压控制；该制动装置120用于为所述汽车的车轮提供制动力，由液压控制。
第三方面，提供了一种汽车，包括第二方面的助动装置，或者包括第一方面的系统。
附图说明
图1是本申请实施例的一种汽车中悬架与制动集成系统100的示意性框图。
图2是本申请实施例的悬架系统110举升过程的油液流动路径示意图。
图3是本申请实施例的悬架系统110降低过程的油液流动路径示意图。
图4是本申请实施例的悬架装置110在压缩过程进行阻尼调节的油液流动路径示意图。
图5是本申请实施例的制动装置建压及阻尼调节过程的油液流动路径示意图。
图6是本申请实施例的悬架装置举升和制动装置建压同时进行时的油液流动路径示意图。
图7是本申请实施例的一种汽车中悬架和制动集成系统布置方案示意图。
图8是本申请实施例的另一种汽车中悬架和制动集成系统布置方案示意图。
图9是本申请实施例的再一种汽车中悬架和制动集成系统布置方案示意图。
图10是本申请实施例提供的悬架与制动集成控制方法流程图。
具体实施方式
下面将结合附图，对本申请中的技术方案进行描述。显然，所描述的实施例仅仅是本申请一部分实施例，而不是全部的实施例。基于本申请中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都属于本申请保护的范围。
悬架是汽车的车架(或承载式车身)与车桥(或车轮)之间的一切传力连接装置的总称，其作用是传递作用在车轮和车架之间的力和力扭，并且缓冲由不平路面传给车架或车身的冲击力，并减少由此引起的震动，以保证汽车能平顺地行驶。
目前的半主动悬架主要有阻尼连续可调控制(continuous damping control，CDC)减震器、磁流变减震器(magneto rheological damper，MRD)和电子控制空气悬架(electric controlled air suspension，ECAS)系统。其中CDC减震器和MRD减震器主要是依靠对车辆悬架系统的阻尼实时调节来改变选件的软硬支撑，进而达到提高车辆加速、制动和转向过程的稳定性，同时对路面的激励进行衰减，减少车身的减速冲击，提高车辆的舒适性。然而，CDC减震器和MRD减震器都是被动衰减路面的冲击，不能进行车身姿态的主动调节。而空气弹簧悬架系统(ECAS)通过调节车身的高度，提升车辆的稳定性，同时空气弹簧刚度呈非线性且可调节。刚度随着车辆载荷的变化而变化，不论空载或满载悬架的固有频率基本保持不变，搭载空气弹簧的车辆可以获得较低固有频率，行驶平顺性好，乘坐舒适，但在改变车辆高度过程中，空气弹簧响应比较缓慢，而且调节能力有限。
随着自动驾驶技术的进一步发展，对车辆的舒适性提出了更高的要求，全主动悬架控制技术得到越来越多的重视。全主动悬架控制技术可以进行车身的实时举升控制，实现车身姿态的主动调节，进而满足对车辆舒适性的严苛要求。为了实现车辆在各个复杂工况的 实时调整，全主动悬架的驱动装置需要具备足够的后备功率，但是在车辆整车使用过程中，悬架的能耗很小，造成整个悬架驱动装置的浪费。同时由于全主动悬架的驱动装置功率很大，给底盘的转向制动部件的布置带来了困难，因此目前的全主动悬架仅在大轴距和空间较大的车型配置。同时，当前车辆的横向、纵向和垂向动力学模块和执行机构之间通过底盘纵向通讯进行配合控制，存在通讯信号的延迟和执行机构的协同配合问题，无法完全发挥车辆的动力学性能。
目前的全主动悬架主要有主动车身技术和机电旋转阻尼悬挂系统(electromechanical rotary damper，eROT)两种方案。
其中主动车身控制技术采用一个高转速的转子泵来实现车身的举升控制，同时保留原来的弹簧来维持静载荷下车身的基本高度。电机瞬时最大功率达到13kW，平均功率150W，整个系统为整车增重50kg。四个车轮采用四个电机液压模块单独驱动，可以实现车身姿态的控制和举升，响应迅速，可扩展功能多样。但是在该方案中，整个系统的结构较为复杂，主动悬架的机械布置占据了车辆底盘大部分空间，使得车辆的轴距增加，对车辆制动系统和转向系统的布置提出更高的要求。同时，悬架每个角总成布置一个功率很大的电机，仅在特定工况调节车身高度，电机的工作时间有限，利用率低，且会造成系统成本的升高。
eROT技术方案在汽车四个角上各有一台峰值2千瓦的电机，由48V的主电力系统提供能源，通过皮带和传动轮相连，通过电机的旋转带动悬架底端的举升臂来实现车辆高度调节。电机举升端扭矩响应4500Nm/s，系统重量65kg，减速比1:189，轮边举升力5KN。这种方案下，电机同样需要单独布置，再加上通过带传动机构实现举升操作，使得整车横向布置空间要求比较大，且电机的利用率也比较低。同时该eROT悬挂系统需要配合空气弹簧实现减震和阻尼控制，导致系统的结构复杂，并且机械机构的传动比太大，设计比较困难。
基于上述问题，本申请实施例提供了一种悬架与制动集成系统，通过让悬架装置和制动装置复用同一制动装置，以此来节省助动装置和液压管路的数量。
需要说明的是，本申请仅以助动装置通过液压控制悬架装置和制动装置为例进行说明，但本申请实施例并不限于此，即通过其他方式对悬架装置和助动装置进行集成控制的方案也在本申请实施例的保护范围内。
图1示出了本申请实施例的一种汽车中悬架与制动集成系统100的示意性框图。如图1所示，该悬架与制动集成系统100包括：悬架装置110、制动装置120和助动装置130，该悬架装置110用于调整所述汽车的姿态，该制动装置120用于为该汽车的车轮提供制动力，其中，该悬架装置110和该制动装置120均通过液压控制，该助动装置130用于为该悬架装置110和该制动装置120提供液压。即，本申请实施例提供的悬架与制动集成系统100中，悬架装置110和制动装置120复用同一助动装置130，助动装置130可同时或分别为悬架装置110和制动装置120提供液压以进行液压控制。
因此，本申请实施例提供的悬架与制动集成系统，通过将悬架装置和制动装置复用同一助动装置，可以节省整车助动装置的数量，显著降低成本，并提高助动装置的利用率。并且可以减少液压管路的数量，方便制动系统和悬架系统的布置，节省底盘的空间。同时，将悬架系统和制动系统集成之后，有利于系统的集成控制和车轮综合动力学性能的利用。
可选地，助动装置130包括主控制器131、增压电机132和增压泵总成133，其中， 主控制器131为悬架装置110和制动装置120的集成控制器，用于控制增压电机132驱动增压泵总成133为悬架装置110和制动装置120建压，也用于控制该悬架和制动集成系统中的所有电磁阀部件。
可选地，悬架装置110包括控制阀136，该控制阀136例如可以是三位两通阀。该控制阀136通过悬架液压回路向悬架装置110提供液压，并通过控制悬架液压回路中油液的流向，以控制悬架装置110将汽车调整为不同的姿态，例如，控制阀136通过控制悬架液压回路中油液的流向，以控制悬架装置110在第一调整模式和第二调整模式之间切换。其中，当悬架装置110处于第一调整模式时，其可以提高汽车的车身高度，当悬架装置110处于第二调整模式时，其可以降低汽车的车身高度。
可选地，悬架装置110包括减震器支撑总成111，该减震器支撑总成111包括串联的第一液压腔16和第二液压腔17。控制阀136具体可用于调整第一液压腔16内油液的压力小于第二液压腔17内油液的压力以控制悬架装置110切换至第一调整模式，控制阀136具体还可用于调整第一液压腔16内的压力大于第二液压腔17内的压力以控制悬架装置110切换至第二调整模式。
示例性地，第一液压腔16和第二液压腔17竖直串联，且第一液压腔16位于第二液压腔17的顶部，第一液压腔16内布置有活塞推杆118，悬架装置110可以通过该活塞推杆118调整汽车的姿态。悬架液压回路包括第一液压管路11和第二液压管路12，该第一液压管路11与该第一液压腔16相连，该第二液压管路12与该第二液压腔17相连。控制阀136通过控制悬架液压回路中油液的流向，以调整减震器支撑总成111中第一液压腔16和第二液压腔17内油液的压力，当第一液压腔16内的压力小于第二液压腔17内的压力，悬架装置110切换为第一调整模式，当第一液压腔16内的压力大于第二液压腔17内的压力，悬架装置110切换为第二调整模式。具体例如：助动装置130为悬架装置110提供液压，控制阀136控制第一液压管路11中油液的流向为从第一液压腔16流向第一液压管路11，控制阀136控制第二液压管路12中油液的流向为从第二液压管路12流向第二液压腔17，此时第一液压腔16内的压力减小，第二液压腔17内的压力增大。当第一液压腔16内油液的压力小于第二液压腔17内油液的压力时，在压力差的作用下，活塞推杆118升高，从而提高汽车的高度，此时悬架装置110处于第一调整模式。具体还例如：助动装置130为悬架装置110提供液压，控制阀136控制第一液压管路11中油液的流向为从第一液压管路11流向第一液压腔16，控制阀136控制第二液压管路12中油液的流向为从第二液压腔17流向第二液压管路12，此时第一液压腔16内的压力增大，第二液压腔17内的压力减小，当第一液压腔16内油液的压力大于第二液压腔17内油液的压力时，在压力差的作用下，活塞推杆118下降，从而降低汽车的高度，此时悬架装置110处于第二调整模式。
可选地，悬架和制动集成系统100还包括第三液压管路13和第四液压管路14，助动装置130通过该第三液压管路13向制动装置120提供液压，助动装置130通过该第四液压管路14向悬架装置110提供液压。
可选地，第四液压管路14布置有第一旁通阀134，该第一旁通阀134用于控制第四液压管路14的通断。当汽车需要调整车身高度的时候，主控制器131控制第一旁通阀134打开，否则主控制器131控制第一旁通阀134关闭。第三液压管路13布置有第二旁通阀 135，该第二旁通阀135用于控制第三液压管路13的通断。当汽车需要制动的时候，主控制器131控制第二旁通阀135打开，否则主控制器131控制第二旁通阀135关闭。
因此，本申请实施例提供的悬架与制动集成系统，通过在制动与悬架液压供给回路设置有旁通电磁阀来控制两条支路液压油的通断，可以实时控制高压油源流向不同回路，实现悬架装置和制动装置的集成。
需要说明的，第三液压管路13和第四液压管路14可以是两条独立的液压管路，也可以是一条液压管路的两条分支管路，本申请对此不作限定。
可选地，助动装置130还包括分流阀(图中未画出)，该分流阀用于控制第三液压管路13和第四液压管路14中油液的流通量和/或流通比例。
因此，本申请实施例提供的悬架和制动集成系统中，一个助动装置通过分流阀向悬架装置和制动装置供应相同流量的液压，或按一定比例向悬架装置和制动装置供应液压，从而可以实现利用一个助动装置同时为悬架装置和制动装置供应液压。
可选地，悬架装置110还包括流量阀，该流量阀设置在悬架液压回路上以进行阻尼调节。因此，在一些情况下，如车辆在行驶过程中，当路面不平整或由于惯性作用等原因使得车身发生颠簸的时候，通过对车辆进行阻尼控制，从而衰减路面的冲击。
示例性地，该流量阀包括第一流量阀113和第二流量阀115，该第一流量阀113设置在第一液压管路11上，该第二流量阀115设置在第二液压管路12上。悬架装置110还包括第一单向阀112和第二单向阀114，该第一单向阀112设置在第一液压管路11上，该第一单向阀112和第一流量阀113并联连接，第一单向阀112被配置为允许油液从所述第一液压管路11向所述第一液压腔16的方向流动的同时阻止油液在相反的方向流动；该第二单向阀114设置在第二液压管路12上，该第二单向阀114和第二流量阀115并联连接，第二单向阀114被配置为允许油液从第二液压管路12向第二液压腔17的方向流动的同时阻止油液在相反的方向流动。可选地，悬架装置110还包括第一蓄能器116和第二蓄能器117。
具体而言，第二流量阀115通过控制从第二液压腔17向第二液压管路12方向流动的油液的流量，以进行悬架装置110压缩过程的阻尼调节；第一流量阀113通过控制从第一液压腔16向第一液压管路11方向流动的油液的流量，以进行悬架装置110复原过程的阻尼调节。需要说明的是，悬架装置111的压缩过程指的是：由于车身发生震动，减震器支撑总成111中的活塞推杆118下降的过程；悬架装置111的复原过程指的是：由于车身发生震动，减震器支撑总成111中的活塞推杆118上升的过程，或悬架装置110在压缩过程之后，活塞推杆118恢复到原位的过程。
可选地，在悬架装置110压缩过程，第二蓄能器117用于快速调节第二液压腔17内油液的压力；在悬架装置110复原过程，第一蓄能器116用于快速调节第一液压腔16内油液的压力。
因此，本申请实施例提供的悬架与制动集成系统，通过在悬架液压回路设置流量阀以进行阻尼的主动调节，集成了悬架的举升调节系统和阻尼调节系统，使得整个主动悬架具有举升、降低和连续阻尼三种调节模式，从而可增加系统的灵活性，同时提高工作效率。
可选地，制动装置120还包括ABS比例阀122，该ABS比例阀122设置在第三液压管路13上，该ABS比例阀122用于制动装置120进行增压调节。
可选地，制动装置120还包括减压阀123和第五液压管路18，该第五液压管路15连接制动盘121，该减压阀123设置在第五液压管路18上，该减压阀123用于制动装置120进行减压调节。
示例性地，在制动装置120建压过程，即施加制动过程，主控制器131控制ABS比例阀122开启、减压阀123关闭；在制动装置120保压过程，即保持制动过程，主控制器131控制ABS比例阀122和减压阀123关闭；在制动装置120减压过程，即关闭制动过程，主控制器131控制ABS比例阀122关闭、减压阀123开启。
因此，本申请实施例提供的悬架与制动集成系统，在制动液压回路中保留了ABS比例阀和减压阀实施调节油缸的压力，使得该集成系统可以实时进行制动力调节。
图2是本申请实施例提供的悬架系统110举升过程(第一调整模式)的油液流动路径示意图。如图2所示，主控制器131根据监测结果或系统需求，确定将悬架装置110切换至第一调整模式。具体地，主控制器131控制增压电机132驱动增压泵总成133建压，同时控制第一旁通阀134打开、第二旁通阀135关闭，高压油液从增压泵总成133出口流出，经第四液压管路14流至控制阀136，主控制器131控制控制阀136的出口和入口，使得高压油液从控制阀136经第二液压管路12流向悬架支撑总成111的第二液压腔17，第一液压腔16内的油液经第一液压管路11流向控制阀136，并经第五液压管路15流向储油缸137。此时，第二液压腔17内压力增大，第一液压腔16内压力减小，活塞推杆118在压力差的作用下上升。
图3是本申请实施例提供的悬架系统110降低过程(第二调整模式)的油液流动路径示意图。如图3所示，主控制器131根据监测结果或系统需求，确定将悬架装置110切换至第二调整模式。具体地，主控制器131控制增压电机132驱动增压泵总成133建压，同时控制第一旁通阀134打开、第二旁通阀135关闭，高压油液从增压泵总成133出口流出，经第四液压管路14流至控制阀136，主控制器131控制控制阀136的出口和入口，使得高压油液从控制阀136经第一液压管路11流向悬架支撑总成111的第一液压腔16，第二液压腔17内的油液经第二液压管路12流向控制阀136，并经第五液压管路15流向储油缸137。此时，第一液压腔16内压力增大，第二液压腔17内压力减小，活塞推杆118在压力差的作用下下降。
图4示出了本申请实施例提供的悬架装置110在压缩过程进行阻尼调节的油液流动路径示意图。如图4所示，主控制器131根据监测结果或系统需求，确定通过悬架装置110对车辆进行阻尼调节。例如，在车辆正常行驶过程中，车辆的高度一般固定不变，需要对车辆进行阻尼控制以衰减路面冲击。示例性地，主控制器131控制增压泵总成133不要建压，并关闭第一旁通阀134和第二旁通阀135，当控制阀136为三位两通阀时，控制控制阀136位于中间。图4为活塞推杆118上升过程进行阻尼调节的油液流动路径示意图。此时，第二液压腔17内的油液经第二液压管路12流向控制阀136，并经过控制阀136和第一液压管路11流向第一液压腔16，此时，由于第二单向阀114仅允许油液从第二液压管路12流向第二液压腔17，因此第二液压管路12内的油液必须经过第二流量阀115，主控制器131通过该第二流量阀115控制整个悬架液压回路内的阻尼大小，同时蓄能器117用以快速调整第一液压腔16和第二液压腔17内的油液压力。
类似地，当活塞推杆118下降，第一液压腔16内的油液经第一液压管路11流向控制 阀136，并经过控制阀136和第二液压管路12流向第二液压腔17(图4中未示出)，此时，由于第一单向阀114仅允许油液从第一液压管路11流向第一液压腔16，因此第一液压管路11内的油液必须经过第一流量阀114，主控制器131通过该第一流量阀114控制整个悬架液压回路内的阻尼大小，同时蓄能器116用以快速调整第一液压腔16和第二液压腔17内的油液压力。
应理解，悬架装置110在举升或降低过程(第一调整模式或第二调整模式)，也可以同步进行阻尼调节以衰减举升或降低过程中的路面冲击。
图5示出了本申请实施例提供的制动装置建压及阻尼调节过程的油液流动路径示意图。如图5所示，主控制器131根据监测结果或系统需求，确定通过制动装置120为车轮施加制动力，同时通过悬架装置110进行阻尼调节。例如，驾驶员发出制动指令，主控制器131控制制动装置120进行制动，同时，车辆正常行驶时，车辆的高度一般固定不变，而在车辆进行制动的过程，车身会产生俯仰，为了减小车身在制动过程的俯仰，通过对车辆进行阻尼控制，以抵消制动过程的轴荷转移。示例性地，主控制器131控制增压电机132驱动增压泵总成133建压，同时控制第一旁通阀134关闭、第二旁通阀135打开，高压油液从增压泵总成133出口流出，经第三液压管路13流至制动盘121。在制动建压过程中，主控制器131控制ABS比例阀122打开，减压阀123关闭；在制动保压过程中，主控制器131控制ABS比例阀122关闭，减压阀123关闭；在制动减压过程中，主控制器131控制ABS比例阀122关闭，减压阀123打开。
与此同时，主控制器131控制控制器136位于中间位置，并通过控制第一流量阀113和第二流量阀115进行阻尼的适时调整。具体调整过程与4所示的阻尼调节过程相似，本申请再次不再赘述。
图6示出了本申请实施例提供的悬架装置举升和制动装置建压同时进行时的油液流动路径示意图。如图6所示，主控制器131根据监测结果或系统需求，确定通过悬架装置110调整汽车姿态，并通过制动装置120为车轮施加制动力。示例性地，主控制器131控制增压电机132驱动增压泵总成133建压，同时控制第一旁通阀134和第二旁通阀135打开，高压油液从增压泵总成133出口流出，分别通过第四液压管道14和第三液压管道13流向悬架装置110和制动装置120。悬架装置110调整汽车姿态的过程与图2和图3所示的流程类似，制动装置120进行制动的过程与图5所示的流程类似，本申请在此不再赘述。
应理解，悬架装置110举升(或降低)及制动装置120建压过程，可以还阻尼调节以衰减举升(或降低)过程或制动过程中的路面冲击。
因此，本申请实施例提供的悬架和液压集成系统，通过让悬架系统和制动系统复用同一助动系统，可以节省整车助动装置的数量，显著降低成本。同时，将悬架系统和制动系统集成之后，可以减少液压管路的数量，方便制动系统和悬架系统的布置，节省底盘的空间，且该集成系统可以只设置一个控制器，有益于车辆垂向、纵向和横向集成一体化控制，提升车辆的动力学性能。
图7示出了本申请实施例提供的一种汽车中悬架和制动集成系统布置方案示意图。在图7所示的方案中，该汽车的四个车轮分别采用4个助动装置总成，该4个助动装置总成分别控制4个角总成的悬架和制动系统。
因此，本申请实施例提供的悬架和制动集成系统布置方案中，为每一个车轮的悬架和 制动系统布置了一个助动装置，并且每一个助动装置还可以作为其他车轮的悬架和制动系统的备份助动装置，因此可以保证较高的安全性。
图8示出了本申请实施例提供的另一种汽车中悬架和制动集成系统布置方案示意图。在图8所示的方案中，采用两个助动装置来实现四个角总成的悬架制动一体化控制。例如，左前轮和右前轮的悬架和制动集成系统共用同一助动装置，左后轮和右后轮的悬架和制动集成系统共用同一助动装置。
因此，本申请实施例提供的悬架和制动集成系统布置方案中，每两个车轮的悬架和制动系统共用一个助动装置，并且该两个助动装置还可以互为备份，节省了助动装置的数量，提高了助动装置的利用率，还保证了足够的安全性。
图9示出了本申请实施例提供的再一种汽车中悬架和制动集成系统布置方案示意图。在图9所示的方案中，四个角采用一个总的助动器进行增压，即所有车轮的悬架和制动集成系统采用同一助动装置。
因此，本申请实施例提供的悬架和制动集成系统布置方案中，布置一套助动装置为所有车轮的悬架和制动集成系统提供动力，可以有效节省空间，提高助动装置的利用率。
图10示出了本申请实施例提供的悬架与制动集成控制方法流程图。如图10所示，通过本申请实施例提供的悬架和制动集成系统进行车身姿态的调节和制动控制，首先要进行自检和整车状态监测，判断车辆的运行状态，对悬架装置和制动装置进行功能自检。
然后对制动过程和高度调节功能的使用进行判断，检查系统是否需要制动建压和悬架高度调节。当系统需要高度调节时，主控制器131控制第一旁通阀134开启；当系统需要进行制动时，主控制器131控制第二旁通阀135开启；当系统既需要高度调节，又需要进行制动时，主控制器131控制第一旁通阀134和第二旁通阀135开启。
进一步地，主控制器131控制增压电机132驱动增压泵总成133建压，并同时监控悬架装置110和制动装置120的压力是否达到目标值。当悬架装置110的压力未达到目标值，调整悬架比例阀的开度(图中未画出)以进一步对压力进行调节；当悬架装置110的压力达到了目标值，则控制悬架装置110保持目标压力。例如，可以通过第一流量阀113或第二流量阀115对悬架压力进行微调，以使悬架装置110的压力能够保持在目标压力的允许误差范围内。类似地，当制动装置120的压力未达到目标值，调整ABS比例阀122的开度以进一步对压力进行调节；当制动装置120的压力达到目标值，则控制制动装置120保持目标压力。例如，可以通过控制ABS比例阀122和减压阀123进行制动回路的压力进行微调，以使制动装置120的压力能够保持在目标压力的允许范围内。
调节完各自压力之后，进行根据目标制动压力或者车身目标高速信息进行增压电机的进一步控制，直至完成目标指令。

Claims (12)

  1. 一种汽车中悬架和制动集成系统，其特征在于，包括：
    悬架装置(110)用于调整所述汽车的姿态，由液压控制；
    制动装置(120)用于为所述汽车的车轮提供制动力，由液压控制；
    助动装置(130)用于为所述悬架装置(110)和所述制动装置(120)提供液压。
  2. 根据权利要求1所述的系统，其特征在于，所述系统还包括控制阀(136)，所述控制阀(136)通过悬架液压回路向所述悬架装置(110)提供液压。
  3. 根据权利要求2所述的系统，其特征在于，所述控制阀(136)用于调节所述悬架液压回路中油液的流向，以控制所述悬架装置(110)在第一调整模式和第二调整模式之间进行切换。
  4. 根据权利要求3所述的系统，其特征在于，所述悬架装置(110)具体用于，在所述第一调整模式时提高所述汽车的车身高度，在所述第二调整模式时降低所述汽车的车身高度。
  5. 根据权利要求3或4所述的系统，其特征在于，所述悬架装置(110)包括减震器支撑总成(111)，所述减震器支撑总成(111)包括第一液压腔(16)和第二液压腔(17)；
    所述控制阀(136)具体用于调整所述第一液压腔(16)内油液的压力小于所述第二液压腔(17)内油液的压力以控制所述悬架装置(110)切换至所述第一调整模式，
    以及调整所述第一液压腔(16)内的压力大于所述第二液压腔(17)内的压力以控制所述悬架装置(110)切换至所述第二调整模式。
  6. 根据权利要求2至5中任一项所述的系统，其特征在于，所述控制阀(136)为三位两通阀。
  7. 根据权利要求1至6中任一项所述的系统，其特征在于，所述系统还包括第三液压管路(13)和第四液压管路(14)，所述助动装置(130)通过所述第三液压管路(13)向所述制动装置(120)提供液压，所述助动装置(130)通过所述第四液压管路(14)向所述悬架装置(110)提供液压。
  8. 根据权利要求7所述的系统，其特征在于，所述助动装置(130)还包括分流阀，所述分流阀用于控制所述第三液压管路(13)和所述第四液压管路(14)中油液的流通量和/或流通比例。
  9. 根据权利要求7或8所述的系统，其特征在于，所述系统还包括第一旁通阀(134)和第二旁通阀(135)，所述第一旁通阀(134)设置在所述第四液压管路(14)上，以控制所述第四液压管路(14)的通断，所述第二旁通阀(135)设置在所述第三液压管路(13)上，以控制所述第三液压管路(13)的通断。
  10. 根据权利要求1至9中任一项所述的系统，其特征在于，所述悬架装置(110)还包括流量阀，所述流量阀设置在所述悬架液压回路上，所述流量阀用于进行阻尼调节。
  11. 一种助动装置，其特征在于，包括：
    用于为悬架装置(110)和制动装置(120)提供液压；
    其中，所述悬架装置(110)用于调整汽车的姿态，由液压控制；
    所述制动装置(120)用于为所述汽车的车轮提供制动力，由液压控制。
  12. 一种汽车，其特征在于，包括：如权利要求1至10中任一项所述的系统。
PCT/CN2020/141686 2020-12-30 2020-12-30 悬架和制动集成系统 WO2022141264A1 (zh)

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