Motor vehicle with novel transverse plate spring suspension
阅读说明：本技术 一种带有新式横置板簧悬架的机动车 (Motor vehicle with novel transverse plate spring suspension ) 是由 张良 孙克 郑敏毅 韩帅 汪军 唐伊丽 王康 于 2020-06-03 设计创作，主要内容包括：本发明涉及一种带有新式横置板簧悬架的机动车,包括：行车辅助系统,用于通过若干传感器来采集车辆行驶数据、环境数据以及载重数据中的一个或几个；悬架系统,包括板簧和套设在所述板簧上的至少两个第一调节组件,其特征在于所述悬架系统中还包括至少一个第二调节组件以及悬架调控模块,至少一个所述第一调节组件间与至少一个所述第二调节组件间分别对应有一可调间隔,其中,所述悬架调控模块被配置为：通过双间隔独立调节和/或耦合调节的方式在基于车辆行驶数据、环境数据以及载重数据并结合预储的模式转换判定条件进行分析所确定的至少三个刚度调节模式之间实现模式转换,以适应不同驾况。(The invention relates to a motor vehicle with a novel transverse leaf spring suspension, comprising: the driving auxiliary system is used for acquiring one or more of vehicle driving data, environment data and load data through a plurality of sensors; the suspension system comprises a leaf spring and at least two first adjusting components sleeved on the leaf spring, and is characterized by further comprising at least one second adjusting component and a suspension regulation and control module, wherein an adjustable interval is respectively correspondingly arranged between the at least one first adjusting component and the at least one second adjusting component, and the suspension regulation and control module is configured to: mode conversion is realized among at least three rigidity adjustment modes determined by analysis based on vehicle running data, environment data and load data and combined with prestored mode conversion judgment conditions in a double-interval independent adjustment and/or coupling adjustment mode so as to adapt to different driving conditions.)
1. A motor vehicle with a new transverse leaf spring suspension comprising:
a vehicle driving system (1003) for acquiring one or more of vehicle driving data, environmental data, and load data through a plurality of sensors;
the suspension system comprises a plate spring (5) and at least two first adjusting components (12) sleeved on the plate spring (5),
it is characterized in that
The suspension system further comprises at least one second adjusting component (13) and a suspension regulation module (1002), wherein at least one first adjusting component (12) and at least one second adjusting component (13) correspond to each other with an adjustable interval, and the suspension regulation module (1002) is configured to:
and realizing mode conversion among at least three rigidity adjustment modes determined by analysis based on the vehicle running data, the environment data and the load data and combined with prestored mode conversion judgment conditions in a double-interval independent adjustment and/or coupling adjustment mode so as to adapt to different driving conditions.
2. The motor vehicle of claim 1, wherein the suspension system further comprises one or more of an environment detection unit (1004), a load inertia unit (1006), a vehicle speed detection unit (1007) and a tire detection unit (1008), the one or more units respectively calculate first data, second data, third data and fourth data according to one or more of the acquired vehicle driving data, environment data and load data, and the suspension control module (1002) processes the first data, the second data, the third data and the fourth data to determine at least one stiffness adjustment mode.
3. A motor vehicle according to claim 2, wherein the suspension system further comprises a load detection unit (1005) configured to obtain fifth data regarding a change in load on the motor vehicle, and the load inertia unit (1006) determines the distribution of the load application objects in the vehicle from the fifth data obtained by the load detection unit (1005) within an initialization period after determining the load application objects according to the current vehicle usage type, so as to pre-determine second data regarding a change in load of the leaf spring (5) due to load during vehicle travel based on the distribution of the load application objects and the load application objects in the vehicle.
4. A motor vehicle according to claim 3, wherein each stiffness adjustment mode in the mode transition determination condition corresponds to a different set of driving conditions, and the suspension control module (1002) determines at least one stiffness adjustment mode by processing the first to fourth data to extract the set of driving conditions.
5. The motor vehicle according to claim 4, characterized in that the adjustment ratios of the leaf spring curvature and the free pivoting arm length of the leaf spring to the leaf spring stiffness in the different stiffness adjustment modes are determined by the set of driving conditions for the double-interval independent adjustment and/or the coupled adjustment and are used to adjust the double-interval independent adjustment modes or the coupled adjustment modes.
6. A motor vehicle as claimed in claim 5, characterized in that the second adjusting member (13) abuts against the plate surface of the leaf spring (5) by being connected to at least one first adjusting member (12), the leaf spring (5) being switchable between at least two stiffness adjusting modes by the cooperation of the first adjusting member (12) with the second adjusting member (13).
7. The motor vehicle of claim 6 wherein at least one of the sets of driving conditions includes one or more of first through ninth driving conditions: emergency braking, full load or heavy load, high speed travel, convex hulls, deep pits, pothole sections, one-sided wheel lift off, curves, flat roads.
8. The motor vehicle of claim 7, wherein the stiffness adjustment modes include a first stiffness adjustment mode for changing the stiffness of the leaf spring by independently adjusting the curvature of the leaf spring, a second stiffness adjustment mode for changing the stiffness of the leaf spring by independently adjusting the free-swinging arm length of the leaf spring, and a third stiffness adjustment mode for changing the stiffness of the leaf spring by coupling the adjustment of the curvature of the leaf spring and the free-swinging arm length of the leaf spring.
9. The motor vehicle of claim 8, wherein the second adjustment assembly (13) comprises at least one profiled cylinder (14) connected to the first adjustment assembly (12), the suspension adjustment module (1002) being configured to:
regulating and controlling a first adjustable interval reserved between the two special-shaped cylinders (14) and used for connecting the plate spring (5) based on the relative initial position relation and/or relative rotation between the two special-shaped cylinders (14), so that the first adjustable interval is suitable for different plate spring curvature changes in at least one rigidity adjusting mode;
under the forward and reverse driving of the belt track driving device (15), every two first adjusting assemblies (12) simultaneously move along the longitudinal direction of the belt track driving device (15), so that the second adjustable interval between every two first adjusting assemblies (12) can adapt to the free swinging arm length change of different plate springs in at least one rigidity adjusting mode.
10. The motor vehicle of claim 9, wherein the vehicle driving system (1003) comprises a manual operation module (1001) operated by a user and used for selecting an operation mode of the suspension system, so that the vehicle driving system (1003) can collect control information input by the user through the manual operation module (1001) to determine whether the operation mode of the suspension system is a user manual regulation mode or an automatic regulation mode.
Technical Field
The invention relates to the technical field of vehicle suspension systems, in particular to a motor vehicle with a novel transverse plate spring suspension.
Background
The application of the transverse plate spring on the existing automobile is relatively less than that of the longitudinal plate spring, and the automobile using the transverse plate spring system mostly adopts a hard point fixing structure for the mounting and fixing mode of the transverse plate spring, the rigidity is not adjustable, so that the development of parts in the trial-manufacturing stage of a sample automobile can generate huge development cost, the cost is increased, and the special shape is customized by a plurality of plate springs, so that the development cost of a mold is increased. Meanwhile, the two ends of the plate spring and the swing arm connecting piece are mainly made of rubber, rubber is easy to age, the service life is short, the property is easy to change, and the environment can be polluted.
Disclosure of Invention
Aiming at the problem that the rigidity of the currently universal hard point fixed plate spring is not adjustable in the field, the prior art provides a transverse plate spring mounting structure with adjustable rigidity according to the patent with the publication number of CN 209191623U. However, in such a structure, the curvature of the plate spring and the free swing arm of the plate spring can only be synchronously adjusted, so that the small-amplitude regulation and control can cause large change of the rigidity of the plate spring, the adjustment sensitivity is poor, and the plate spring cannot adapt to different rigidity requirements under different driving conditions; meanwhile, because the independent control of the rigidity and the balance position cannot be realized, when the rigidity of the plate spring is adjusted each time, a larger load must be applied to the plate spring to increase or reduce the curvature of the plate spring, the plate spring is frequently strained, the fatigue life of the plate spring is shortened, and the long-term use of the plate spring is not facilitated.
To this end, the invention proposes a motor vehicle with a novel transverse leaf spring suspension, comprising: the driving auxiliary system is used for acquiring one or more of vehicle driving data, environment data and load data through a plurality of sensors; the suspension system comprises a leaf spring and at least two first adjusting components sleeved on the leaf spring, and is characterized by further comprising at least one second adjusting component and a suspension regulation and control module, wherein an adjustable interval is respectively correspondingly arranged between the at least one first adjusting component and the at least one second adjusting component, and the suspension regulation and control module is configured to: and realizing mode conversion among at least three rigidity adjustment modes determined by analysis based on the vehicle running data, the environment data and the load data and combined with prestored mode conversion judgment conditions in a double-interval independent adjustment and/or coupling adjustment mode so as to adapt to different driving conditions.
The motor vehicle with the novel transverse leaf spring suspension can realize at least three rigidity adjusting modes by matching at least two leaf spring rigidity adjusting components in a double-interval independent adjusting and/or coupling adjusting mode. The optimal rigidity adjusting mode which best meets the current speed and the road condition to be faced is determined by detecting and analyzing road condition changes, load inertia changes, vehicle running speed and wheel grounding conditions of the current vehicle in multiple aspects through a suspension regulation and control module. The suspension under the mutual cooperation between the first adjusting component and the second adjusting component can realize the independent control of rigidity and balance position. Because the curvature of the plate spring and the free swing arm of the plate spring can be synchronously or asynchronously adjusted, the plate spring has good impact resistance and flexible dynamic characteristics, and can adapt to the constantly changing speed and road conditions during actual running. Meanwhile, the rigidity and the balance position can be independently controlled, so that the position of a supporting point of the plate spring can be only adjusted when the rigidity of the plate spring is adjusted every time, the plate spring does not need to be stressed to change the curvature, namely, the problem that the fatigue life of the plate spring is reduced due to frequent adjustment of the rigidity of the plate spring is avoided to the minimum degree, the long-term use of the plate spring is facilitated, and the maintenance cost is reduced.
According to a preferred embodiment, the suspension system further comprises one or more of an environment detection unit, a load inertia unit, a vehicle speed detection unit and a tire detection unit, wherein the one or more units respectively calculate first data, second data, third data and fourth data according to one or more of the acquired vehicle running data, environment data and load data, and the suspension regulation and control module processes the first data, the second data, the environment data and the load data and determines at least one stiffness regulation mode.
In the actual driving process of the vehicle, the speed and the driving road condition are constantly changed, the vehicle is required to have driving safety and riding comfort, and the rigidity regulation and control mode of the vehicle suspension auxiliary system plays a crucial role in the performance of the suspension and directly influences the operation stability, riding comfort and driving safety of the vehicle. In contrast, in a conventional automotive transverse leaf spring suspension support system proposed in patent document No. CN110549806A, when a sensor detects that the sprung mass changes due to a difference in the number of passengers, a suspension support system controller adjusts the stiffness of the suspension support system accordingly based on load data collected by a pressure sensor. The scheme can only adjust proper suspension rigidity according to static load, cannot adapt to the continuously-changed vehicle speed and road conditions during actual driving, the spring load mass continuously changes during the driving process, the suspension auxiliary system can only adjust with hysteresis, the adjusting frequency is high, the leaf spring is frequently strained, the fatigue life of the leaf spring is shortened, and the long-term use of the leaf spring is not facilitated. Therefore, the motor vehicle with the novel transverse plate spring suspension is also provided with a suspension regulation and control module on the regulation and control structure of the plate spring rigidity regulation component, and the suspension regulation and control module can determine the optimal rigidity regulation mode which best accords with the current vehicle speed and the road condition to be faced by detecting and analyzing the road condition change, the load inertia change, the vehicle driving speed and the wheel grounding condition of the current vehicle in multiple aspects, so that the suspension under the mutual matching between the first regulation component and the second regulation component has good impact resistance and flexible dynamic characteristics, and is suitable for the vehicle speed and the road condition which are constantly changed during actual driving. The suspension regulation and control module analyzes the front road condition, so that the problem of hysteresis regulation in the prior art does not exist, and in a running state with high rigidity regulation frequency requirement, the rigidity regulation mode is automatically switched to a mode of independently regulating the free swing arm length of the leaf spring, frequent strain of the leaf spring is not needed, and the fatigue life of the leaf spring can be effectively prolonged.
According to a preferred embodiment, the suspension system further comprises a load change detection unit configured to acquire fifth data regarding a change in load on the motor vehicle, wherein the load inertia change detection unit determines the distribution of the load application object in the vehicle from the fifth data acquired by the load change detection unit within an initialization period after determining the load application object according to the current vehicle usage type, so as to pre-determine second data related to a change in load of the leaf spring due to load during vehicle traveling based on the distribution of the load application object and the load application object in the vehicle.
The load inertia unit is associated with the load application objects in current vehicles, of the type of use mainly small and medium passenger cars and medium and small transport vehicles, i.e. the load application objects may be passengers, solid form objects and liquid form objects. For different load applying objects, the inertia of the objects, namely the ability of keeping a static state under the action of external force, is different, and the inertia of the load applying objects in the vehicle seriously influences the load condition of the suspension. Therefore, the load applying object in the vehicle is pre-collected to pre-judge the influence condition of the inertia size on the suspension load, so that the rigidity adjusting requirement can better fit the actual running condition, the load inertia change is combined with other multiple influence factors, the operation process of mode conversion judgment can be rapidly processed and completed through the driving condition extracting mode, and the system is high in response speed and reliability.
According to a preferred embodiment, each stiffness adjustment mode in the mode transition determination condition corresponds to a different set of driving conditions, and the suspension control module determines at least one stiffness adjustment mode by processing the first to fourth data to extract the set of driving conditions. By means of driving condition extraction and mode conversion judgment, a traditional method of a single rigidity adjusting mode is abandoned, and on the basis that the driving condition description set can be quickly established and matched with the driving condition set, the motor vehicle with the novel transverse leaf spring suspension provided with the multiple rigidity adjusting modes and having high response speed and high reliability is realized.
According to a preferred embodiment, the adjustment ratio of the curvature of the leaf spring and the free-pivoting arm length of the leaf spring to the stiffness of the leaf spring in the different stiffness adjustment modes is determined by the set of driving conditions of the double-interval independent adjustment and/or the coupled adjustment and is used for adjusting the double-interval independent adjustment mode or the mutually coupled adjustment mode.
According to a preferred embodiment, the second adjusting member is in contact with the plate surface of the leaf spring by being connected to at least one first adjusting member, and the leaf spring can be switched between at least two stiffness adjusting modes by the cooperation of the first adjusting member and the second adjusting member. Preferably, the second adjustment assembly comprises at least one profiled cylinder provided on the first adjustment assembly. A first adjustable interval for connecting the plate spring is reserved between every two special-shaped columns. The first adjustable spacing can be adapted to different leaf spring curvature changes in at least one stiffness adjustment mode based on relative initial positional relationships and/or relative rotation between the two profiled cylinders.
The conventional light automobile usually adopts few leaf springs, the few leaf springs are formed by overlapping a plurality of steel plates which are thin at two ends and thick in the middle and have the same width and the same length, and the few leaf springs are characterized in that the steel plates become thinner gradually from the center to the two ends along the length direction, and for the few leaf springs which are widely applied, the automobile transverse leaf spring suspension auxiliary system with continuously adjusted rigidity, which is proposed by the patent document with the publication number of CN110549806A in the prior art, can really achieve the purpose of adjusting the rigidity of the leaf spring, but the clamping space of the pulley seat is fixed, so that the application of the pulley seat is only limited to a single leaf spring with uniform thickness of the steel plates, the pulley seat cannot be practically applied to the few leaf springs which are widely applied, and the application object is. In this respect, the motor vehicle with the novel transverse leaf spring suspension proposed by the invention uses a profiled cylinder group as the second adjusting element. Cam-type profiled cylinders are important fittings of valve train systems in the art, which are typically applied individually to reciprocating linear or oscillating mechanisms. However, in the invention, the special-shaped column bodies are combined into a group two by two to form a special-shaped column body group. The novel characteristic of adjustable interval formed after two-by-two combination is utilized, the rigidity adjustment of a single plate spring with consistent thickness and a few plate springs with variable thickness can be simultaneously met, and the rigidity adjustment device is combined with another plate spring rigidity adjustment component and is not limited to a traditional single rigidity adjustment mode. Under the combined action of the two types of leaf spring rigidity adjusting assemblies, the motor vehicle with the novel transverse leaf spring suspension has at least three rigidity adjusting modes. The conversion among the rigidity adjusting modes promotes the adjusting sensitivity of the rigidity of the plate spring, and the fatigue life of the plate spring can be protected to the maximum extent while the plate spring is well adapted to different rigidity requirements under different driving working conditions.
According to a preferred embodiment, at least one of said sets of driving conditions comprises one or several of the first to ninth driving conditions: emergency braking, full load or heavy load, high speed travel, convex hulls, deep pits, pothole sections, one-sided wheel lift off, curves, flat roads.
According to a preferred embodiment, the stiffness adjustment modes include a first stiffness adjustment mode for changing the stiffness of the leaf spring by independently adjusting the curvature of the leaf spring, a second stiffness adjustment mode for changing the stiffness of the leaf spring by independently adjusting the free-swingable arm length of the leaf spring, and a third stiffness adjustment mode for changing the stiffness of the leaf spring by coupling adjustment of the curvature of the leaf spring and the free-swingable arm length of the leaf spring. Preferably, the suspension system further comprises a belt track drive apparatus. The first adjustment assembly is mounted on the belt track drive apparatus. Under the forward and reverse driving of the belt rail driving device, every two first adjusting assemblies simultaneously move along the longitudinal direction of the belt rail driving device. The second adjustable interval between every two first adjusting components can be adapted to the length change of the freely-swinging arm of different plate springs in at least one rigidity adjusting mode.
In the present application, a rack and pinion type transmission structure is adopted in the belt track driving device, and unlike the automobile transverse leaf spring suspension auxiliary system generally adopted in the prior art and proposed in patent document with publication number CN110549806A, the prior art generally adopts a lead screw transmission to realize the position adjustment of the pulley seat, however, the lead screw transmission will cause the transmission gap to become large under long-term use, the return precision is poor, and reliable and accurate adjustment cannot be realized. On the other hand, the driving mechanism has the advantages that the structure of the driving mechanism and the relative position relation between the driving mechanism and the plate spring are optimized, and the rack, the plate spring rigidity adjusting component and the plate spring in the driving mechanism are basically positioned on the same working plane, so that the whole structure of the driving mechanism is compact, the gravity center position is lower, the occupied space of the driving mechanism can be reduced, and the driving stability of a vehicle can be improved.
According to a preferred embodiment, the second adjustment assembly comprises at least one profiled cylinder connected to the first adjustment assembly, the suspension conditioning module being configured to: regulating and controlling a first adjustable interval reserved between the two special-shaped columns and used for connecting the leaf spring based on the relative initial position relation and/or relative rotation between the two special-shaped columns, so that the first adjustable interval is suitable for different leaf spring curvature changes in at least one rigidity adjusting mode; under the forward and reverse driving of the belt rail driving device, every two first adjusting assemblies simultaneously move along the longitudinal direction of the belt rail driving device, so that the second adjustable interval between every two first adjusting assemblies can adapt to the free-swinging arm length change of different plate springs under at least one rigidity adjusting mode.
The rigidity of the plate spring during no-load/full-load is respectively corresponding to the front axle load during no-load/full-load, the difference of the smoothness of the vehicle during no-load and full-load is small, and the smoothness of the empty and full load is good. The elastic element/leaf spring of the independent suspension is hidden in the cross beam of the auxiliary frame, so that the structure is compact, and the occupied space is reduced. The elastic element used by the independent suspension is simple in structure, mature in process, easy to manufacture and low in production cost. The independent suspension is simple in overall structure, convenient to maintain and repair and low in maintenance cost. The problem of current commercial car rear suspension one side single elastic element, the ride comfort when no-load and full load differs too much is solved. The problem that the load capacity of the conventional independent suspension is small is solved, and the requirement of a large-axle load commercial vehicle can be met.
According to a preferred embodiment, the driving assistance system comprises a hand operation module, which is operated by a user and is used for selecting an operation mode of the suspension system, so that the driving assistance system can collect control information input by the user through the hand operation module to determine whether the operation mode of the suspension system is a user manual regulation mode or an automatic regulation mode. What the rigidity mode of motor vehicle adjusted directly influences is that user's driving experience feels and comfort level, consequently through setting up hand operation module in this application, can make the maneuverability of motor vehicle strengthen, can satisfy multi-user's actual use demand by a bigger degree. And the intelligent suspension system which is more suitable for the current driving habits of the user and has higher intelligent degree is further realized through intelligent learning of historical operation of the user.
Drawings
FIG. 1 is a simplified modular connection diagram of a motor vehicle having a novel transverse leaf spring suspension provided in accordance with the present invention;
FIG. 2 is a simplified overall structural schematic of the adjustment assembly provided by the present invention;
FIG. 3 is a simplified overall schematic of a test system provided by the present invention; and
fig. 4 is a simplified overall structural schematic diagram of a second adjusting assembly in embodiment 2 provided by the present invention.
List of reference numerals
1: a first rotating part 2: a second rotating part 3: a first driving member
4
7: a first transmission shaft 8: a fourth rotating part 9: a second transmission shaft
10, a second driving part 11, a limiting
13
23, a
111 welding block 112, guide rail slide block 113, rotary column
114, a rotating
1003
1006, load
Detailed Description
The present invention will be described in detail with reference to the accompanying drawings.
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