CN114810899A - Vehicle damping system capable of quantitatively controlling damping force - Google Patents

Abstract

The invention provides a vehicle damping system capable of quantitatively controlling damping force, which comprises a gear and an installation shaft, wherein the installation shaft penetrates through the gear along the axial direction of the gear. When the pressure sensor detects that the pressure value is smaller than the set pressure value, the damping force is insufficient, the pressure control device can control the fluid spring to increase the elastic force and increase the damping force, and therefore the influence caused by weakening of the elastic force after the fluid spring is used for a long time is reduced. The invention can automatically control the damping force in a quantized way, saves the maintenance cost of the vehicle and reduces the inconvenience caused by the maintenance of the vehicle.

Description

Vehicle damping system that can quantitatively control damping force

technical field

The invention belongs to the technical field of vehicle shock absorption, and in particular relates to a vehicle shock absorption system capable of quantitatively controlling shock absorption strength.

Background technique

In order to improve the comfort of the vehicle during driving or riding and reduce the wear and tear of the vehicle parts due to vibration, the general vehicle is equipped with a shock absorption system. However, after the shock absorption system is used for a long time, the elastic force of the cushioning components will be weakened, resulting in a gradual weakening of the shock absorption capacity. At present, for such a situation, the buffer components can only be corrected or replaced by maintenance means. This obviously increases maintenance costs and also affects the normal use of the vehicle.

On the other hand, when the vehicle is driving or riding, it will encounter a variety of road surfaces that are flat, muddy, uneven and uneven. Different road surfaces have different requirements for vehicle shock absorption. For example, a larger shock absorption force is required for uneven road surfaces, and only a small shock absorption force is required for a flat road surface.

After the current vehicle leaves the factory, its shock absorption strength cannot be adjusted. Different shock absorption strengths cannot be matched according to different road conditions. If the spring is too elastic on a flat road, it will cause the vehicle to shake up and down, which is not conducive to driving or riding safety. If the damping force of the spring is too large and the shock absorption force is insufficient on the uneven road surface, it will cause the vehicle to be bumpy, affect the comfort of the occupants, and speed up the loss of vehicle parts.

SUMMARY OF THE INVENTION

The purpose of the present invention is to provide a vehicle shock absorption system that can quantitatively control the shock absorption force, and aims to solve the problem that the vehicle in the prior art cannot automatically adjust the shock absorption force.

The present invention is implemented in this way, a vehicle damping system capable of quantitatively controlling damping strength, comprising a gear and a mounting shaft, the mounting shaft passing through the gear along the axial direction of the gear, and the vehicle The shock absorption system also includes a frame rail, an upper sliding sleeve, a lower sliding sleeve, a fluid spring, a pressure control device, a support rod and a pressure sensor;

The bottom end of the frame longitudinal rod is fixedly connected with the top end of the upper sliding sleeve, the top end of the support rod is fixedly connected with the bottom end of the lower sliding sleeve, and the bottom end of the support rod is fixedly connected with the bottom end of the lower sliding sleeve. Rotary connection of the installation shaft;

The upper sliding sleeve has a first cavity inside, the bottom end of the first cavity has an opening, the upper sliding sleeve has a second cavity inside, and the top end of the second cavity has an opening, so The bottom end of the upper sliding sleeve and the top end of the lower sliding sleeve are nested with each other to form a guide structure for the upper sliding sleeve to slide up and down;

The pressure control device is used to control the elastic force of the fluid spring to output the required size;

The top end of the fluid spring presses against the top wall of the first cavity, and the bottom end presses against the bottom wall of the second cavity;

The pressure sensor is sandwiched between the top end of the fluid spring and the top wall of the first cavity, or between the bottom end of the fluid spring and the bottom wall of the second cavity ; the pressure sensor is electrically connected to the pressure control device,

The pressure control device controls the pressure of the filling inside the fluid spring according to the signal received by the pressure sensor, and then controls the fluid spring to output a corresponding elastic force.

Further, the fluid spring includes a cylinder and a piston rod, the top of the piston rod abuts against the top wall of the first cavity; the cylinder is fixed on the bottom wall of the second cavity; Alternatively, the bottom end of the piston rod abuts against the bottom wall of the second cavity; the cylinder is fixed on the top wall of the first cavity.

Further, the vehicle damping system further includes a road condition detection device and a processor, both the road condition detection device and the pressure control device are electrically connected to the processor; the road condition detection device is used to collect road condition information in front of the vehicle, Feedback the road condition information to the processor, where a variety of road condition data and damping schemes corresponding to various road conditions are stored in the processor, and the processor compares the received road condition information with its internal road condition data. Matching to obtain real-time road conditions, the processor invokes the damping scheme of the real-time road conditions and sends it to the pressure control device, and the pressure control device controls the fluid spring to output a corresponding elastic force according to the damping scheme.

Further, the road condition detection device includes a visual acquisition module, and the visual acquisition module obtains road condition information by photographing the road surface.

Further, the road condition detection device includes an acceleration sensor, and the acceleration sensor obtains road condition information by sensing an acceleration change generated when the vehicle is currently vibrating.

Further, the processor is provided with a target elastic force value, and when the pressure value detected by the pressure sensor is less than or greater than the target elastic force value, the controller controls the pressure control device to output a corresponding pressure compression value. The coil spring is described to generate the corresponding deformation amount.

Further, the fluid spring is a gas spring, and the pressure control device controls the elastic force output by the gas spring by controlling the air pressure of the gas inside the gas spring.

Further, the fluid spring is a hydraulic spring, and the pressure control device controls the elastic force output by the hydraulic spring by controlling the pressure of the liquid inside the hydraulic spring.

Compared with the prior art, the present invention has the following beneficial effects:

The invention provides a vehicle shock absorption system capable of quantitatively controlling shock absorption force, which is provided with a pressure sensor, a pressure control device and a fluid spring. When the pressure sensor detects that the pressure value is less than the set pressure value, it means that the damping force is insufficient. At this time, the pressure control device can control the fluid spring to increase the elastic force and increase the damping force to reduce the long-term use of the fluid spring. The effect of reduced elasticity. When the pressure sensor detects that the pressure value is greater than the set value, it means that the elastic force of the fluid spring is too large, the damping force is too large, the shock absorption effect cannot be achieved, and the vehicle is prone to vibration. At this time, the pressure control device can control the fluid spring to reduce Small output elasticity, so as to ensure the shock absorption effect. It can be seen that the present invention can automatically quantify and control the shock absorption strength, save the maintenance cost of the vehicle and reduce the inconvenience caused by the maintenance of the vehicle.

Description of drawings

1 is an exploded structural diagram of a vehicle shock absorption system that can quantitatively control shock absorption strength according to Embodiment 1 of the present invention;

Fig. 2 is a schematic diagram when the force of the fluid spring of the vehicle damping system shown in Fig. 1 on the upper sliding sleeve is small;

FIG. 3 is a schematic view of the pressure sensor of the vehicle damping system shown in FIG. 1 being installed on the bottom wall of the lower sliding sleeve;

Fig. 4 is a schematic diagram when the fluid spring of the vehicle damping system shown in Fig. 1 exerts a relatively large force on the upper sliding sleeve;

5 is a schematic diagram when the force of the fluid spring of the vehicle damping system provided in the second embodiment of the present invention on the lower sliding sleeve is small;

6 is a schematic diagram when the fluid spring of the vehicle damping system provided in the second embodiment of the present invention exerts a relatively large force on the lower sliding sleeve.

Detailed ways

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

In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. The indicated orientation or positional relationship is based on the orientation or positional relationship shown in the accompanying drawings, which is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the indicated device or element must have a specific orientation or a specific orientation. construction and operation, and therefore should not be construed as limiting the invention; the terms "first", "second", "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance; furthermore, unless otherwise Clearly stipulated and defined, the terms "installation", "connection" and "connection" should be understood in a broad sense, for example, it may be a fixed connection, a detachable connection, or an integral connection; it may be directly connected, or through The intermediary is indirectly connected, which can be the internal communication of two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood in specific situations.

Example 1:

Please refer to FIG. 1 and FIG. 2 , which shows a vehicle damping system that can quantitatively control the damping force provided by the first embodiment, including a gear 1 , a mounting shaft 2 , a frame longitudinal rod 3 , and an upper sliding sleeve 4 , Lower sliding sleeve 5, fluid spring 6, support rod 7, pressure sensor 8, air pressure control device 9 and processor.

The mounting shaft 2 passes through the gear 1 along the axial direction of the gear, the bottom end of the longitudinal rod 3 of the frame is fixedly connected with the top end of the upper sliding sleeve 4 , and the top end of the support rod 7 is fixed with the bottom end of the lower sliding sleeve 5 The bottom end of the support rod 7 is connected with the installation shaft 2 in rotation.

The upper sliding sleeve 4 has a first cavity 40 inside, the bottom end of the first cavity 40 has an opening, the lower sliding sleeve 5 has a second cavity 50 inside, the top of the second cavity 50 has an opening, and the upper sliding sleeve The bottom end of the cylinder 4 and the top end of the lower sliding sleeve 5 are nested with each other, forming a guide structure for the upper sliding sleeve 4 to slide up and down.

The fluid spring 6 includes a cylinder 61 and a piston rod 62 , the top of the piston rod 62 abuts against the top wall of the first cavity 40 ; the cylinder 61 is fixed on the bottom wall of the second cavity 50 . The fluid spring 6 is a gas spring, and the pressure control device 9 controls the pressure of the piston rod 62 against the top wall of the first cavity 40 by controlling the air pressure inside the cylinder block 61 .

In other embodiments, the fluid spring 6 may also use a hydraulic spring, and the pressure control device 9 controls the magnitude of the elastic force output by the hydraulic spring by controlling the liquid pressure inside the hydraulic spring cylinder.

The pressure sensor 8 is sandwiched between the top end of the piston rod 62 of the fluid type spring 6 and the top wall of the first cavity, or, as shown in FIG. 3 , the pressure sensor 8 can also be sandwiched between the cylinder 61 of the fluid type spring 6 between the bottom end and the bottom wall of the second cavity 50 . The pressure sensor 8 is electrically connected to the pressure control device 9 .

The pressure control device 9 controls the pressure of the filling (gas or liquid) inside the cylinder 61 according to the signal received by the pressure sensor 8, and then controls the fluid spring 6 to output the corresponding elastic force (that is, the piston rod 62 pushes against the sliding sleeve). pressure on the top wall of the first cavity 40 of the cartridge 4).

When the pressure sensor 8 detects that the pressure value is less than the set pressure value, it means that the damping force is insufficient. At this time, the pressure control device 9 can control the fluid spring 6 to increase the elastic force (as shown in FIG. 4 ), that is, the filler has an impact on the piston rod The force of 62 increases, the piston rod 62 extends upward, and the upper sliding sleeve 4 and the lower sliding sleeve 5 have a longer sliding stroke. First, the damping force increases, which can reduce the long-term use of the fluid spring 6. The effect of reduced recoil.

On the contrary, when the pressure sensor 8 detects that the pressure value is greater than the set value, it means that the elastic force of the fluid spring 6 is too large, the damping force is too large, the shock absorption effect cannot be achieved, and the vehicle is prone to vibration. At this time, the pressure control device 9 can The control fluid spring 6 reduces the output elastic force, that is, the force of the filler on the piston rod 61 is reduced, and the force of the piston rod 61 on the top wall of the upper sliding sleeve 4 is reduced, thereby ensuring the shock absorption effect.

It can be seen that this embodiment can automatically quantify and control the shock absorption strength, save the maintenance cost of the vehicle and reduce the inconvenience caused by the maintenance of the vehicle.

Further, the vehicle shock absorption system of this embodiment further includes a road condition detection device and a processor. In this embodiment, the road condition detection device is a visual acquisition module, and the visual acquisition module obtains road condition information by photographing the road surface. In other embodiments, the road condition detection device may also use an acceleration sensor, and the acceleration sensor obtains road condition information by sensing the acceleration change generated when the vehicle is currently vibrating. For example, when the acceleration change is large, the road surface is uneven, and when the acceleration change is small, the road surface is relatively flat, that is, the larger the acceleration change is, the more uneven the road surface is.

The road condition detection device feeds back road condition information to the processor. The processor stores various road condition data and shock absorption schemes corresponding to various road conditions. The processor matches the received road condition information with its internal road condition data to obtain real-time data. For road conditions, the processor invokes the damping scheme of real-time road conditions and sends it to the pressure control device, and the pressure control device controls the fluid spring 6 to output corresponding elastic force according to the damping scheme.

In this embodiment, by setting the road condition detection device in the vehicle damping system, the optimal damping scheme can be automatically selected according to different road conditions. It can avoid the problem that the shock absorption strength does not match the road conditions, which will cause the vehicle to be bumpy, affect the comfort of the occupants in the vehicle, and accelerate the loss of vehicle parts.

Embodiment 2:

Please refer to FIG. 5 and FIG. 6 , this embodiment provides another vehicle shock absorption system that can quantitatively control shock absorption strength. The difference between this embodiment and Embodiment 1 is:

In this embodiment, the top end of the piston rod 62 abuts against the bottom wall of the second cavity 50 of the lower sliding sleeve 5 ; the cylinder 61 is fixed on the top wall of the first cavity 40 of the upper sliding sleeve 4 .

Likewise, the vehicle damping system of this embodiment has the technical effects of the vehicle damping system of the first embodiment, and details are not described herein again.

The vehicle damping system capable of quantitatively controlling the damping force of the present invention can be applied to bicycles, motor vehicles, trolleys, toy cars and other types of vehicles.

The above descriptions are only preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent replacements and improvements made within the spirit and principles of the present invention shall be included in the protection of the present invention. within the range.

Claims (8)

1. A vehicle shock absorption system capable of quantitatively controlling shock absorption strength, comprising a gear and a mounting shaft, the mounting shaft passing through the gear along the axial direction of the gear, characterized in that the vehicle damping The shock system also includes a frame rail, an upper sliding sleeve, a lower sliding sleeve, a fluid spring, a pressure control device, a support rod and a pressure sensor; The bottom end of the frame longitudinal rod is fixedly connected with the top end of the upper sliding sleeve, the top end of the support rod is fixedly connected with the bottom end of the lower sliding sleeve, and the bottom end of the support rod is fixedly connected with the bottom end of the lower sliding sleeve. Rotary connection of the installation shaft; The upper sliding sleeve has a first cavity inside, the bottom end of the first cavity has an opening, the upper sliding sleeve has a second cavity inside, and the top end of the second cavity has an opening, so The bottom end of the upper sliding sleeve and the top end of the lower sliding sleeve are nested with each other to form a guide structure for the upper sliding sleeve to slide up and down; The pressure control device is used to control the elastic force of the fluid spring to output the required size; The top end of the fluid spring presses against the top wall of the first cavity, and the bottom end presses against the bottom wall of the second cavity; The pressure sensor is sandwiched between the top end of the fluid spring and the top wall of the first cavity, or between the bottom end of the fluid spring and the bottom wall of the second cavity ; the pressure sensor is electrically connected to the pressure control device, The pressure control device controls the pressure of the filling inside the fluid spring according to the signal received by the pressure sensor, and then controls the fluid spring to output a corresponding elastic force. 2 . The vehicle damping system according to claim 1 , wherein the fluid spring comprises a cylinder body and a piston rod, and the top end of the piston rod abuts against the top wall of the first cavity; the The cylinder is fixed on the bottom wall of the second cavity; or, the bottom end of the piston rod abuts against the bottom wall of the second cavity; the cylinder is fixed on the top of the first cavity on the wall. 3. The vehicle damping system according to claim 1 or 2, wherein the vehicle damping system further comprises a road condition detection device and a processor, the road condition detection device and the pressure control device are both connected with the processor The road condition detection device is used for collecting road condition information, and feeding back the road condition information to the processor, and the processor stores various road condition data and shock absorption schemes corresponding to various road conditions, so The processor matches the received road condition information with its internal road condition data to obtain real-time road conditions. The damping scheme controls the fluid spring to output a corresponding amount of elastic force. 4 . The vehicle shock absorption system according to claim 3 , wherein the road condition detection device comprises a visual acquisition module, and the visual acquisition module obtains road condition information by photographing the road surface. 5 . 5 . The vehicle shock absorption system according to claim 3 , wherein the road condition detection device comprises an acceleration sensor, and the acceleration sensor obtains road condition information by sensing an acceleration change generated when the vehicle is currently vibrating. 6 . 6. The vehicle shock absorption system according to any one of claims 3 to 5, wherein a target elastic force value is set in the processor, and when the pressure value detected by the pressure sensor is less than or greater than the When the target spring force value is reached, the controller controls the pressure control device to output a corresponding pressure to compress the coil spring to generate a corresponding deformation amount. 7 . The vehicle shock absorption system according to claim 6 , wherein the fluid spring is a gas spring, and the pressure control device controls the elastic force output by the gas spring by controlling the air pressure of the gas inside the gas spring. 8 . 8 . The vehicle shock absorption system according to claim 6 , wherein the fluid spring is a hydraulic spring, and the pressure control device controls the elastic force output by the hydraulic spring by controlling the pressure of the liquid inside the hydraulic spring. 9 .

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