阅读说明：本技术 可变外倾角的非驱动车桥控制方法 (Variable camber angle non-drive axle control method ) 是由 王海鹏 冷俊桦 陈冰玉 朱亚驹 章东源 张振琪 郭伟 周长波 杜培源 杨斐斐 石 于 2020-04-29 设计创作，主要内容包括：本发明公开了一种可变外倾角的非驱动车桥控制方法,用于调节设有外倾角调节机构的车轮总成的外倾角,包括：采集车桥刚度变形量信息；采集车轮总成的外倾角信息；根据所述车桥刚度变形量信息和车轮总成的外倾角信息,控制所述外倾角调节机构的驱动部件执行调节动作,从而驱动所述车轮总成的芯轴进行摆动以调节所述车轮总成的外倾角。该方法用于控制具有附加的外倾角可变功能的非驱动车桥,可根据实际需要对车轮外倾角进行调节,从而达到防止轮胎偏磨、提高车辆稳定性、节省油耗的目的。(The invention discloses a variable camber angle non-drive axle control method, which is used for adjusting the camber angle of a wheel assembly provided with a camber angle adjusting mechanism and comprises the following steps: acquiring rigidity deformation information of an axle; collecting camber angle information of a wheel assembly; and controlling a driving part of the camber angle adjusting mechanism to execute adjusting action according to the rigidity deformation information of the axle and the camber angle information of the wheel assembly, so as to drive a mandrel of the wheel assembly to swing to adjust the camber angle of the wheel assembly. The method is used for controlling the non-driving axle with the additional camber angle variable function, and the camber angle of the wheel can be adjusted according to actual requirements, so that the aims of preventing eccentric wear of the tire, improving the stability of the vehicle and saving oil are fulfilled.)

1. A variable camber non-drive axle control method for adjusting camber of a wheel assembly having a camber adjustment mechanism, comprising:

acquiring rigidity deformation information of an axle;

collecting camber angle information of a wheel assembly;

and controlling a driving part of the camber angle adjusting mechanism to execute adjusting action according to the rigidity deformation information of the axle and the camber angle information of the wheel assembly, so as to drive a mandrel of the wheel assembly to swing to adjust the camber angle of the wheel assembly.

2. The variable camber non-drive axle control method according to claim 1, wherein if an axle rigidity deformation amount becomes large, the camber angle of the wheel assembly is increased; and if the rigidity deformation of the axle is reduced, reducing the camber angle of the wheel assembly.

3. The method of claim 1, wherein determining whether the undriven axle is in a turning state and if so, adjusting the wheel assembly to a negative camber state.

4. The variable camber non-drive axle control method according to claim 3, wherein the negative camber of the wheel assembly is determined based on a turning radius R and an actual turning speed V of the non-drive axle.

5. The variable camber non-drive axle control method according to claim 1, wherein the camber angle adjusting mechanism is configured to include an axle beam, a spindle connected to both ends of the axle beam, and a wheel assembly provided to the spindle, and an upper hinge point and a lower hinge point are provided to the spindle; hinging the end part of the axle beam with a lower hinge point or an upper hinge point of the mandrel to form a rotatable first kinematic pair; and arranging a driving part on the axle beam, hinging one end of the driving part with the axle beam, and hinging the other end of the driving part with an upper hinge point or a lower hinge point of the mandrel to form a rotatable second kinematic pair.

6. The variable camber non-drive axle control method according to claim 5, wherein rotation axes of the first and second kinematic pairs are arranged in parallel and perpendicular to the axle beam in a front-rear direction.

7. The method of claim 6, wherein a mechanical or hydraulic cylinder is used as the driving member, and the fixed end of the cylinder is hinged to the axle beam and the telescopic end of the cylinder is hinged to the upper hinge point of the spindle.

8. The method of claim 7, wherein a bearing is provided on the top or bottom of the axle beam, and the fixed end of the driving member is hinged to the bearing.

9. The variable camber non-drive axle control method according to any one of claims 1 to 8,

acquiring rigidity deformation information of an axle through a first detection element, and arranging the first detection element on the axle beam;

acquiring camber angle information of the wheel assembly through a second detection element, and arranging the second detection element on a mandrel of the wheel assembly;

and transmitting the detection information acquired by the first detection element and the second detection element to a controller, and controlling the driving part to act by the controller according to the detection information so as to drive the mandrel to swing to adjust the camber angle of the wheel assembly.

10. The variable camber non-drive axle control method according to claim 9, wherein a stiffness deformation sensor is employed as the first detection element, and the stiffness deformation sensor is provided in a middle portion of the axle beam; and/or an angle sensor is adopted as the second detection element, and an induction sheet of the angle sensor is arranged at the end part of the mandrel.

Technical Field

The invention relates to the technical field of automobile axles, in particular to a method for controlling a non-driving axle with a variable camber angle of an automobile.

Background

Camber angle control of a non-driven axle of an automobile directly affects the stability, grip and tire wear of the running vehicle.

For a conventional non-driven axle of an automobile, as shown in fig. 1, a spindle end plate 4 ' and a rear axle beam 3 ' are welded structures, and a wheel assembly 1 ' is connected with the spindle end plate 4 ' through a wheel bolt 2 '. Because the mandrel end plate 4 'and the rear axle beam 3' are of a welded structure, the rear axle camber angle can only be realized through welding angles or post machining, and cannot be adjusted on a vehicle, and the adaptability is poor.

For the traditional automobile non-driving axle, if the camber angle does not meet the requirements of users, the camber angle can not meet the requirements of camber angles of different working conditions in the driving process of a vehicle only by redesigning the welding machine machining angle of the rear axle beam 3 'and the end plate 4'.

Disclosure of Invention

The invention aims to provide a variable camber angle non-driving axle control method. The method is used for controlling the non-driving axle with the additional camber angle variable function, and the camber angle of the wheel can be adjusted according to actual requirements.

To achieve the above object, the present invention provides a variable camber non-driven axle control method for adjusting a camber angle of a wheel assembly provided with a camber angle adjusting mechanism, comprising:

acquiring rigidity deformation information of an axle;

collecting camber angle information of a wheel assembly;

and controlling a driving part of the camber angle adjusting mechanism to execute adjusting action according to the rigidity deformation information of the axle and the camber angle information of the wheel assembly, so as to drive a mandrel of the wheel assembly to swing to adjust the camber angle of the wheel assembly.

Further, if the rigidity deformation of the axle is increased, the camber angle of the wheel assembly is increased; and if the rigidity deformation of the axle is reduced, reducing the camber angle of the wheel assembly.

Further, whether the non-driving axle is in a turning state or not is judged, and if the judgment result is yes, the wheel assembly is adjusted to be in a negative camber angle state.

Further, determining the negative camber angle of the wheel assembly according to the turning radius R of the non-driving axle and the real vehicle turning speed V.

Further, the camber angle adjusting mechanism is configured to include an axle beam, a spindle connected to two ends of the axle beam, and a wheel assembly disposed on the spindle, wherein the spindle is provided with an upper hinge point and a lower hinge point; hinging the end part of the axle beam with a lower hinge point or an upper hinge point of the mandrel to form a rotatable first kinematic pair; and arranging a driving part on the axle beam, hinging one end of the driving part with the axle beam, and hinging the other end of the driving part with an upper hinge point or a lower hinge point of the mandrel to form a rotatable second kinematic pair.

Further, the rotational axes of the first and second kinematic pairs are arranged in parallel and perpendicular to the axle beam in the front-rear direction.

Furthermore, a mechanical cylinder or a hydraulic cylinder is adopted as the driving part, the fixed end of the driving part is hinged with the axle beam, and the telescopic end of the driving part is hinged with the upper hinge point of the mandrel.

Furthermore, a supporting seat is arranged at the top or the bottom of the axle beam, and the fixed end of the driving component is hinged with the supporting seat.

Further, the air conditioner is provided with a fan,

acquiring rigidity deformation information of an axle through a first detection element, and arranging the first detection element on the axle beam;

acquiring camber angle information of the wheel assembly through a second detection element, and arranging the second detection element on a mandrel of the wheel assembly;

and transmitting the detection information acquired by the first detection element and the second detection element to a controller, and controlling the driving part to act by the controller according to the detection information so as to drive the mandrel to swing to adjust the camber angle of the wheel assembly.

Further, a rigidity deformation sensor is adopted as the first detection element and is arranged in the middle of the axle beam; and/or an angle sensor is adopted as the second detection element, and an induction sheet of the angle sensor is arranged at the end part of the mandrel.

According to the camber angle variable non-driven axle control method, the driving part of the camber angle adjusting mechanism is controlled to execute adjusting action by acquiring the rigidity deformation information of the axle and the camber angle information of the wheel assembly, so that the mandrel can swing under the driving of the driving part, and the purpose of adjusting the camber angle of the wheel is achieved. The camber angle adjusting device can be used for teaching chassis development in the early stage of an automobile, can also be used for conveniently and effectively controlling the camber angle of the automobile to change along with the automobile, can increase a positive camber angle when the automobile load is increased, prevents tire eccentric wear, can be adjusted to a negative camber angle under the automobile turning working condition, improves the stability of the automobile and the like, and can be widely applied to various automobile vehicles with variable requirements on the camber angle of a non-driving axle.

Drawings

FIG. 1 is a schematic illustration of a typical non-driven axle;

FIG. 2 is a schematic structural diagram of a camber angle adjustment mechanism according to an embodiment of the present invention;

FIG. 3 is an enlarged view of a portion of FIG. 2;

FIG. 4 is a control schematic of the variable camber non-drive axle control method illustrated in FIG. 2;

fig. 5 is a stiffness deformation diagram of an axle beam.

In fig. 1:

wheel assembly 1 'wheel bolt 2' rear axle beam 3 'mandrel end plate 4'

In fig. 2 to 5:

1. axle beam 2, mandrel 3, wheel assembly 4, mechanical cylinder 5, wheel nut 6, end plate 7, supporting seat 8, telescopic rod 9, sealing cover 10, rigidity deformation sensor 11, angle sensor 12, connecting bolt 13 and connecting nut

Detailed Description

In order that those skilled in the art will better understand the disclosure, the invention will be described in further detail with reference to the accompanying drawings and specific embodiments.

In this specification, terms such as "upper, lower, front, and rear" are established based on positional relationships shown in the drawings, and the corresponding positional relationships may vary depending on the drawings, and therefore, the terms are not to be construed as absolutely limiting the scope of protection; moreover, relational terms such as "first" and "second," and the like, may be used solely to distinguish one element from another element having the same name, without necessarily requiring or implying any actual such relationship or order between such elements.

Referring to fig. 2 and fig. 3, fig. 2 is a schematic structural diagram of a camber angle adjustment mechanism according to an embodiment of the present invention; fig. 3 is a partially enlarged view of fig. 2.

As shown in the drawings, in one embodiment, the camber angle adjusting mechanism of the variable camber non-drive axle is mainly composed of an axle beam 1, a spindle 2, a wheel assembly 3, a mechanical cylinder 4 and the like, and is structurally and substantially in a bilateral symmetry relationship, wherein the axle beam 1 is a rear axle beam.

The wheel assembly 3 is rotatably installed on the mandrel 2 through a wheel nut 5, the mandrel 2 and the wheel assembly 3 on the left side and the right side are respectively located at two ends of the axle beam 1, the wheel assembly 3 is connected with two ends of the axle beam 1 through the mandrel 2, a lower connecting portion extending downwards is arranged at the inner end of the mandrel 2, a connecting hole penetrating through the lower connecting portion from front to back is formed in the lower connecting portion, a lower hinge point is formed, an upper connecting portion extending upwards is further arranged at the inner end of the mandrel 2, and a connecting hole penetrating through the upper connecting portion from front to back is formed in the upper connecting portion, so that the upper hinge point is formed.

The cross section of the axle beam 1 is substantially rectangular, the inside of the axle beam can be of a hollow structure, the two ends of the axle beam are respectively provided with an end plate 6, the end plate at each end is respectively provided with an outwards-facing hinging seat, the lower connecting part of the mandrel 2 extends into the hinging seat, and the hinging seat and the lower connecting part are hinged through a group of connecting bolts and connecting nuts which penetrate through the hinging seat and the lower connecting part from front to back to form a rotatable first kinematic pair.

The upper part of the axle beam 1 is provided with a symmetrical supporting seat 7 and a mechanical cylinder 4, taking the supporting seat 7 and the mechanical cylinder 4 on the right side as an example, the supporting seat 7 is welded at a position close to the middle of the top of the axle beam 1, the tail end of a telescopic rod 8 of the mechanical cylinder 4 is provided with a U-shaped articulated joint, an upper connecting part of the mandrel 2 extends into the articulated joint, the two parts are articulated with a connecting nut through another group of connecting bolts penetrating the articulated joint and the upper connecting part from front to back to form a rotatable second kinematic pair, and the fixed end of the mechanical cylinder 4 is articulated with the supporting seat 7 through another group of connecting bolts 12 and connecting nuts 13 to form a third kinematic pair.

The rotation axes of the first kinematic pair, the second kinematic pair and the third kinematic pair are parallel and perpendicular to the axle beam 1 along the front-back direction, the central line of the mandrel 2 is parallel to the central line of the axle beam 1 and is higher than the top surface of the axle beam 1, the mechanical cylinder 4 has an outward oblique angle relative to the axle beam 1, and during the action of extending or retracting the telescopic rod 8 outwards, the mechanical cylinder 4 has a slight swinging amplitude in the up-down direction by taking the supporting seat as a fulcrum.

The cylinder body of telescopic link 8 and mechanical jar 4 is airtight cooperation, the cylinder body tip of mechanical jar 4 is equipped with sealed lid 9, in order to prevent that lubricating oil from flowing, there are two lubricating oil maintenance hydraulic fluid ports mechanical jar 4 both ends, the motor is after receiving the vehicle control unit instruction, can control the rotation of lead screw in the mechanical jar 4, the lead screw drives telescopic link 8 and is straight reciprocating motion, it is the rotary motion pair between telescopic link 8 and the dabber 2, and then can realize the angular variation of dabber 2, thereby drive 3 certain angles of swing of wheel assembly, it is variable to realize the rear axle inclination.

In order to avoid the adverse effect of the offset on the vehicle passing performance, the structure of the axle beam 1 may be changed accordingly, for example, the axle beam 1 is designed into a door-shaped structure, so that the middle of the axle beam 1 is higher and only two ends are lower. Therefore, the axle beam 1 can be hinged with the lower hinge point of the mandrel 2, and meanwhile, the axle beam 1 is guaranteed to have enough ground clearance.

As a possible variant, the mechanical cylinder 4 may be located below the axle beam 1, one end of the cylinder body is hinged to the bearing at the bottom of the axle beam 1, the telescopic rod 8 is hinged to the lower hinge point of the spindle 2, and the end of the axle beam 1 is hinged to the upper hinge point of the spindle 2, which is equivalent to that, based on the above-mentioned embodiment, after rotating the whole non-driven axle 180 degrees around the centerline of the axle beam 1, another non-driven axle is obtained, and the position of the axle beam 1 of this non-driven axle is higher than the centerline of the wheel assembly 3, and is shifted upwards by a certain distance, so as to have better trafficability.

In the camber angle adjusting mechanism, as the mechanical cylinder 4 is positioned below the axle beam 1, the risk of damage exists during the running process of the vehicle, in order to prevent the condition, the mechanical cylinder 4 can also be arranged inside the axle beam 1 in a hidden mode, one end of the mechanical cylinder is hinged with the inside of the axle beam 1, and the telescopic rod 8 obliquely penetrates through the axle beam 1 and is hinged with the lower hinge point of the mandrel 2, so that the aim of the invention can be achieved.

In other embodiments, if the mechanical cylinder 4 cannot be disposed in the space above or below the axle beam 1, the mechanical cylinder 4 may be disposed at the front side or the rear side of the axle beam 1, and then the end of the telescopic rod 8 of the mechanical cylinder 4 is hinged to the upper hinge point of the spindle 2 through a transmission part, which may be in a right-angle shape or a zigzag shape, so as to change the transmission direction of the force, and thus the telescopic rod 8 of the receiving and releasing cylinder 4 can drive the spindle 2 to swing.

Of course, instead of using the mechanical cylinder 6 to control the angle change, a hydraulic cylinder may be used to control the angle change, or the mechanical cylinder 6 may be disposed substantially horizontally, or the telescopic rod 8 of the mechanical cylinder 6 may be hinged to the upper hinge point of the mandrel 2 through a universal structure, such as a ball or a universal joint, etc. This is not illustrated here, since many implementations are possible.

Referring to fig. 4 and 5, fig. 4 is a control schematic diagram of the variable camber non-driven axle control method shown in fig. 2; fig. 5 is a stiffness deformation diagram of an axle beam.

In the driving process of the automobile, the axle beam 1 can be slightly deformed in rigidity under the influence of a load, so that the camber angle is reduced, and the abrasion of tires is accelerated.

According to the invention, in the driving process of an automobile, the rigidity deformation of the axle beam 1 is acquired by the rigidity deformation sensor 10, information is transmitted to the vehicle control unit, the vehicle control unit issues an instruction to the motor integrated mechanism according to the rigidity deformation information of the rear axle, further the stroke change of the mechanical cylinder 4 and the telescopic rod 8 is controlled, the angle is fed back to the vehicle control unit by the angle sensor 11, and the real-time angle control is accurate.

The rigidity deformation sensor 10 is installed in the middle of the axle beam 1, particularly the front side surface, the rear side surface or the bottom surface of the axle beam 1, so as to more accurately acquire the rigidity deformation of the axle beam 1, a strain gauge of the rigidity deformation sensor 10 can sense the bending deformation of the axle beam 1 and transmit a sensed and acquired signal to a vehicle control unit, the bending deformation of the rear axle beam is influenced by the load change of the rear axle of the vehicle, different load weights can cause different bending deformations of the rear axle beam, as can be seen from fig. 5, the bending deformation degree of the rear axle beam is gradually increased along with the continuous increase of the load of the rear axle of the vehicle, at different measuring points, the deformation degrees of the measuring points 1 and 7 at two ends are relatively small, and the deformation degree of the measuring point 4 in the middle is relatively large; the angle sensor 11 is installed on the mandrel 2, the sensing sheet of the angle sensor is positioned at the end part of the mandrel 2, camber angle information of the wheel assembly 3 can be collected, and a rope pitch line in the figure represents a signal transmission lead of the rigidity deformation sensor 10 and the angle sensor 11.

The vehicle control unit is used for receiving detection information acquired by the rigidity deformation sensor 10 and the angle sensor 11, and controlling the mechanical cylinder 6 to perform stretching action according to the detection information, so that the spindle 2 is driven to swing around a lower hinge point to adjust the camber angle of the wheel assembly 3.

The specific working process is as follows:

the vehicle control unit receives the deformation signal transmitted by the rigidity deformation sensor 10, judges the rigidity deformation of the axle beam 1 caused by different loads, and transmits the signal of compensating the camber angle to the engine and motor integrated mechanism.

After receiving the signal of the vehicle control unit, the engine and motor integration mechanism starts to work, transmits power to the axle actuating mechanism, namely the mechanical cylinder 6, and realizes the angle change of the camber angle by controlling the angle change of the mandrel 2 through the telescopic rod 8

The change of the angle of the mandrel 2 causes the change of the signal of the angle sensor 11 to be fed back to the whole vehicle controller, so that the aim of accurately controlling the camber angle is fulfilled.

When the vehicle turns, the vehicle control unit can give a control command to the engine and motor integrated mechanism according to the change of the steering angle, and outputs power to the axle executing mechanism for camber angle control, so that the ground holding force and the stability are improved.

The specific control strategy is as follows:

if the rigidity deformation of the axle is increased, adjusting camber angles of the two wheels simultaneously, and increasing the camber angle of the wheel assembly; and if the rigidity deformation of the axle is reduced, adjusting the camber angles of the two wheels simultaneously, and reducing the camber angle of the wheel assembly. That is, as the load increases, the camber angle of the wheel increases, which not only prevents the tire from eccentric wear, but also reduces the fuel consumption.

And judging whether the non-driving axle is in a turning state, if so, adjusting camber angles of the two wheels simultaneously, and adjusting the two tires to negative camber angles inclined towards the inside of the vehicle, namely adjusting the two tires to be in a splayed state, wherein the magnitude of the negative camber angle is determined by the turning radius R and the turning speed V of the real vehicle, and the adjusting amplitudes of the two tires need to be consistent so as to keep the whole vehicle stable.

The non-driving axle control method can realize mechanical and electric control combination, control the change of the camber angle of the axle, provide a strategy to adjust the camber angle in real time according to the change condition of the rigidity of the real rear axle, prevent the tire from eccentric wear, improve the stability of the vehicle, acquire signals through the angle sensor and accurately control the angle.

The variable camber non-drive axle control method provided by the present invention is described in detail above. The principles and embodiments of the present invention are explained herein using specific examples, which are presented only to assist in understanding the core concepts of the present invention. It should be noted that, for those skilled in the art, it is possible to make various improvements and modifications to the present invention without departing from the principle of the present invention, and those improvements and modifications also fall within the scope of the claims of the present invention.