阅读说明：本技术 一种板簧悬架系统 (Leaf spring suspension system ) 是由 张良 于 2020-06-03 设计创作，主要内容包括：本发明涉及一种板簧悬架系统,包括板簧和套设在所述板簧上的至少两个第一板簧刚度调节组件,其特征在于,还包括至少一个第二板簧刚度调节组件,第二板簧刚度调节组件包括设于第一板簧刚度调节组件上的至少一个异形滚子,每两个异形滚子间保留有用于连接板簧的第一可调间隔,第一可调间隔可基于两异形滚子间的相对初始位置关系和/或相对转动而适应于至少一种刚度调节模式下的不同板簧曲率变化。(The invention relates to a leaf spring suspension system, which comprises a leaf spring and at least two first leaf spring rigidity adjusting assemblies sleeved on the leaf spring, and is characterized by further comprising at least one second leaf spring rigidity adjusting assembly, wherein the second leaf spring rigidity adjusting assembly comprises at least one special-shaped roller arranged on the first leaf spring rigidity adjusting assembly, a first adjustable interval used for connecting the leaf spring is reserved between every two special-shaped rollers, and the first adjustable interval can adapt to different leaf spring curvature changes in at least one rigidity adjusting mode based on the relative initial position relation and/or relative rotation between the two special-shaped rollers.)

1. A leaf spring suspension system comprises a leaf spring (5) and at least two first leaf spring rigidity adjusting components (12) sleeved on the leaf spring (5),

the leaf spring stiffness adjusting mechanism is characterized by further comprising at least one second leaf spring stiffness adjusting assembly (13), wherein the second leaf spring stiffness adjusting assembly comprises at least one profiled roller (14) arranged on the first leaf spring stiffness adjusting assembly (12), a first adjustable interval for connecting the leaf springs (5) is reserved between every two profiled rollers (14), and the first adjustable interval can adapt to different leaf spring curvature changes in at least one stiffness adjusting mode based on relative initial position relation and/or relative rotation between the two profiled rollers (14).

2. The leaf spring suspension system according to claim 1, characterized in that two profile rollers (14) are arranged on the upper and lower inner walls of the first leaf spring stiffness adjustment assembly (12), the leaf spring (5) being bridged in a cross beam of the subframe in such a way that it penetrates the first adjustable spacing.

3. A leaf spring suspension system according to claim 2, characterized in that by cooperation of the first leaf spring stiffness adjustment assembly (12) and the second leaf spring stiffness adjustment assembly (13) at least one stiffness adjustment mode can be determined, in which the system can univocally regulate the leaf spring curvature change or the leaf spring free-swinging arm length.

4. A leaf spring suspension system according to claim 3 wherein in at least one stiffness adjustment mode, the leaf spring is free to swing arm length as the system monotonically adjusts the curvature of the leaf spring to change;

and/or when the system is used for singly regulating the length of the free swing arm of the leaf spring, the curvature of the leaf spring is not influenced by the length of the free swing arm to change.

5. The leaf spring suspension system of claim 4, wherein in at least one stiffness adjustment mode, the leaf spring is free to swing arm length in synchronism with changes in leaf spring curvature as the system monotonically modulates the leaf spring curvature;

and/or when the system is used for singly regulating the length of the free swing arm of the leaf spring, the curvature of the leaf spring is changed synchronously with the leaf spring.

6. A leaf spring suspension system according to claim 5, characterized in that the profiled roller (14) is a cam-type roller with a curved profile, the system being able to regulate the vertical distance between the adjacent outer walls of two profiled rollers (14) by driving the two profiled rollers (14) in rotation relative to each other, respectively.

7. Leaf spring suspension system according to claim 6, characterized in that the first adjustable spacing is adaptable to different leaf spring curvature changes in at least one stiffness adjustment mode based on the relative initial position relationship and/or relative rotation between the two profiled rollers (14).

8. Leaf spring suspension system according to claim 7, characterized in that the first adjustable spacing between the upper and lower profile rollers (14) can be made to match the current leaf spring thickness by driving at least one profile roller (14) in rotation.

9. The leaf spring suspension system of claim 8, wherein the variable stiffness leaf spring management system further comprises a rear bull gear, a front bull gear, a rear rack, and a front rack, the front bull gear and the rear bull gear being engaged with the front rack and the rear rack, respectively, and driving the front rack and the rear rack to move in opposite directions at the same speed, respectively.

10. A method of controlling a leaf spring suspension system, comprising:

at least two first plate spring rigidity adjusting components (12) are sleeved on the plate spring (5);

at least one special-shaped roller (14) is arranged on the first plate spring rigidity adjusting component (12), and a first adjustable interval for connecting the plate springs (5) is reserved between every two special-shaped rollers (14);

the first adjustable spacing can be adapted to different leaf spring curvature changes in at least one stiffness adjustment mode based on a relative initial positional relationship and/or relative rotation between the two profiled rollers (14).

Technical Field

The invention relates to the technical field of vehicle suspension systems, in particular to a leaf spring suspension system.

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.

A novel transverse plate spring mounting structure proposed by patent document with publication number CN209191623U in the prior art belongs to the technical field of transverse plate spring mounting structures, and comprises a swing arm and a plate spring framework, wherein the two sides of the plate spring framework are respectively and rotatably connected with the swing arm, the plate spring framework is positioned above a plate spring body, the two sides of the plate spring body are respectively and fixedly connected with a plate spring end adapter block, a lifting lug is arranged between the swing arm and the plate spring end adapter block and the swing arm, the plate spring end head switching block is respectively rotatably connected with the lifting lugs, a plate spring rigidity adjusting hole is formed in the plate spring framework, a plate spring rigidity adjusting block is connected to the plate spring rigidity adjusting hole through bolts, the plate spring locking block is connected with the plate spring rigidity adjusting block through bolts, the plate spring body is pressed between the plate spring locking block and the plate spring rigidity adjusting block, and the plate spring framework and the plate spring body are fixedly connected through bolts penetrating through the central rigidity adjusting hole and the plate spring rigidity adjusting screw mounting hole; the support plate spring has the advantages of adjustable rigidity, low cost, high reliability and easiness in disassembly and assembly.

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, wherein the transverse plate spring mounting structure mainly drives the pulley seats on two sides to move towards two sides, and the pulleys gradually press the plate spring to be attached to an upper cross beam, so that the curvature of the plate spring and the free swing arm of the plate spring can be reduced simultaneously, and the rigidity is improved. 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.

Patent document CN110549806A in the prior art proposes an automotive transverse leaf spring suspension system with continuously adjustable stiffness, which includes a pair of upper brackets, a pair of lower brackets and a transverse leaf spring; the horizontal plate spring is provided with a rigidity continuous adjusting mechanism; the rigidity continuous adjusting mechanism comprises a pair of variable damping shock absorbers, a driving motor, a transmission mechanism and a pair of pulley mechanisms; the transmission mechanism comprises a bidirectional screw rod and a pair of gears; the screw threads on the two sides of the bidirectional screw are opposite in rotating direction; the pulley mechanism comprises an upper guide pulley, a lower guide pulley and a pulley seat; the upper guide pulley and the lower guide pulley are in an up-and-down clamping shape to the upper bracket beam and the transverse plate spring; when the device works, the driving motor drives the pair of pulley mechanisms to do constant-speed same-direction or reverse-direction linear movement through the transmission mechanism, so that the bending deformation degree of the transverse plate spring is adjusted, and the rigidity adjustment of the transverse plate spring is realized.

The automotive transverse leaf spring suspension system proposed in the prior art can only adjust the left and right pulley mechanisms synchronously, the adjusting capability is limited, and when the rigidity of the system is adjusted, the leaf spring between the left and right pulley mechanisms is forced to bend to a large degree of deformation. The rigidity adjusting technical scheme that the special-shaped roller group is adopted as the second plate spring rigidity adjusting component and is combined with the other plate spring rigidity adjusting component is not involved.

Furthermore, on the one hand, due to the differences in understanding to the person skilled in the art; on the other hand, since the inventor has studied a lot of documents and patents when making the present invention, but the space is not limited to the details and contents listed in the above, however, the present invention is by no means free of the features of the prior art, but the present invention has been provided with all the features of the prior art, and the applicant reserves the right to increase the related prior art in the background.

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, wherein the transverse plate spring mounting structure mainly drives the pulley seats on two sides to move towards two sides, and the pulleys gradually press the plate spring to be attached to an upper cross beam, so that the curvature of the plate spring and the free swing arm of the plate spring can be reduced simultaneously, and the rigidity is improved. 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.

In view of the above, the present invention provides a stiffness-adjustable suspension of a transverse leaf spring that realizes at least three stiffness adjustment modes by the cooperation of at least two leaf spring stiffness adjustment assemblies, the optimal rigidity adjusting mode which best accords with the current vehicle speed and the road condition to be faced can be determined by detecting and analyzing the road condition change, the load inertia change, the vehicle running speed and the wheel grounding condition of the current vehicle in multiple aspects through the rigidity adjusting mode analyzing module, so that the first leaf spring rigidity adjusting component and the second leaf spring rigidity adjusting component are matched with each other, the rigidity and the balance position can be independently controlled, the curvature of the plate spring and the free swing arm of the plate spring can be synchronously or asynchronously adjusted, the impact resistance and the flexible dynamic characteristic are good, and the device can adapt to the continuously 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.

The invention provides a rigidity-adjustable suspension of a transverse plate spring, which comprises a plate spring and at least two first plate spring rigidity adjusting assemblies sleeved on the plate spring, and is characterized by also comprising at least one second plate spring rigidity adjusting assembly, wherein the second plate spring rigidity adjusting assembly is connected with at least one first plate spring rigidity adjusting assembly and is abutted against the plate surface of the plate spring, the plate spring can be switched among at least three rigidity adjusting modes through the matching of the first plate spring rigidity adjusting assembly and the second plate spring rigidity adjusting assembly, and the plate spring curvature of the plate spring in different rigidity adjusting modes and the free swinging arm length of the plate spring can be adjusted independently or in a mutually coupled mode.

Through the cooperation of the first plate spring rigidity adjusting assembly and the second plate spring rigidity adjusting assembly, the driving working conditions of different plate spring rigidity adjustment needs can be switched among at least three rigidity adjusting modes, namely the plate spring rigidity is changed by independently adjusting the curvature of the plate spring, the plate spring rigidity is changed by independently adjusting the free swinging arm length of the plate spring, and the plate spring rigidity is changed by coupling the plate spring curvature and the free swinging arm length of the plate spring. Under the arrangement, the rigidity-adjustable suspension provided by the invention can realize independent control of rigidity and balance position, can select the curvature of the plate spring and the free swing arm of the plate spring to be synchronously or asynchronously adjusted, and has good impact resistance and flexible dynamic characteristics. Especially, under the rigidity adjusting mode that the two modes are asynchronous adjustment, the adjusting amplitude is equivalent to the adjusting amplitude between the rigidity of the plate spring, the adjusting sensitivity is excellent, and the rigidity adjusting device can be well suitable for different rigidity requirements under different driving working conditions. In addition, because the realization of the rigidity and the balance position can be independently controlled, when the rigidity of the plate spring is adjusted each time, the position of the fulcrum of the plate spring can be only adjusted, and the plate spring does not need to be stressed to change the curvature, namely, the problem of the reduction of the fatigue life of the plate spring caused by the 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 second leaf spring stiffness adjustment assembly comprises at least one profiled roller provided on the first leaf spring stiffness adjustment assembly, a first adjustable spacing for connecting the leaf springs being reserved between each two profiled rollers, the first adjustable spacing being adaptable to different leaf spring curvature changes in at least one stiffness adjustment mode based on a relative initial position relationship and/or relative rotation between the two profiled rollers.

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 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 single. In contrast, the rigidity-adjustable suspension provided by the invention adopts the special-shaped roller group as the second plate spring rigidity adjusting component. Cam-type profiled rollers are important fittings of valve train systems in the art, which are typically applied individually to reciprocating linear or oscillating mechanisms. In the invention, however, every two rollers are combined into a group to form the special-shaped roller 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 components, the rigidity-adjustable suspension provided by the invention 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, the stiffness-adjustable suspension further comprises a rail drive mechanism, the first leaf spring stiffness adjusting assemblies are assembled on the rail drive mechanism, and under the forward and reverse driving of the rail drive mechanism, every two first leaf spring stiffness adjusting assemblies simultaneously move along the longitudinal direction of the rail drive mechanism, so that the second adjustable interval between every two first leaf spring stiffness adjusting assemblies can adapt to the freely-swinging arm length change of different leaf springs in at least one stiffness adjusting mode.

In the present application, the guide rail driving mechanism adopts a rack and pinion type transmission structure, and is different from a transverse leaf spring suspension system of an automobile, which is generally adopted in the prior art and proposed in patent document with publication number CN110549806A, in the existing scheme, a lead screw transmission is generally adopted to realize position adjustment of a pulley seat, however, the lead screw transmission will cause transmission clearance to become large under long-term use, return stroke precision to become 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 stiffness-adjustable suspension further comprises a stiffness adjustment mode analysis module connected to the vehicle driving system, wherein the vehicle driving system can acquire one or more of vehicle driving data, environment data and load data through a plurality of sensors, the stiffness adjustment mode analysis module comprises one or more of a road condition change detection unit, a load inertia change detection unit, a vehicle driving rate detection unit and a wheel contact detection unit, and the stiffness adjustment mode analysis module analyzes based on the vehicle driving data, the environment data and the load data and in combination with a prestored mode conversion determination condition to determine at least one stiffness adjustment 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 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 system proposed in patent document CN110549806A, when a sensor detects that the sprung mass changes due to a difference in the number of passengers, a suspension system controller adjusts the stiffness of the suspension system accordingly based on load data acquired 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 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 rigidity-adjustable suspension is provided with a rigidity adjusting mode analysis module on the adjustable structure of the plate spring rigidity adjusting component, and the optimal rigidity adjusting mode which best meets the current vehicle speed and the road condition to be faced can be determined by detecting and analyzing the road condition change, load inertia change, vehicle driving speed and wheel grounding condition of the current vehicle in many aspects, so that the suspension under the mutual matching of the first plate spring rigidity adjusting component and the second plate spring rigidity adjusting component has good impact resistance and flexible dynamic characteristics, and is suitable for the vehicle speed and road condition which are constantly changed during actual driving. The rigidity adjusting mode analysis module analyzes the front road condition, so that the problem of hysteretic adjustment in the prior art does not exist, and in a driving state with high rigidity adjusting frequency requirement, the rigidity adjusting mode is automatically switched to a mode of independently adjusting the free swinging arm length of the plate spring without frequent strain of the plate spring, so that the fatigue life of the plate spring can be effectively prolonged.

According to a preferred embodiment, one or more of the road condition change detection unit, the load inertia change detection unit, the vehicle driving rate detection unit and the wheel contact detection unit 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 stiffness adjustment mode analysis module processes the first data, the second data, the environment data and the load data and then determines at least one stiffness adjustment mode.

According to a preferred embodiment, the stiffness-adjustable suspension further comprises a load change detection unit for acquiring fifth data, the load inertia change detection unit is used for determining a load application object according to the current vehicle usage type, determining the distribution condition of the load application object in the vehicle according to the fifth data acquired by the load change detection unit in an initialization time period, and pre-judging second data based on the distribution condition of the load application object and the load application object in the vehicle, wherein the second data is related to the load change of the leaf spring caused by load during the vehicle driving process.

The load inertia change detection unit is related to a load application object in the current vehicle, wherein the vehicle is mainly used in small and medium-sized cars and medium-sized and small-sized transport vehicles, namely the load application object can be passengers, solid-state objects and liquid-state 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 a characteristic extraction mode, and the system is high in response speed and reliability.

According to a preferred embodiment, each stiffness adjustment mode in the mode conversion determination condition corresponds to a different feature set, and the stiffness adjustment mode analysis module determines at least one stiffness adjustment mode by processing the first to fourth data to extract the feature set. Through the modes of feature extraction and mode conversion judgment, the traditional method of a single rigidity adjusting mode is abandoned, and on the basis that the establishment of a feature description set and the matching of the feature set can be completed quickly, the suspension system with multiple rigidity adjusting modes is realized, and the suspension system is high in response speed and reliability.

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 characteristic set in such a way that they are adjusted independently of one another or are adjusted in a coupled manner to one another.

The invention also provides a rigidity regulating method of the rigidity-adjustable suspension based on the transverse plate spring, which is characterized by comprising the following steps of: adjusting and controlling a first adjustable interval reserved between the two special-shaped rollers and used for connecting the leaf spring based on the relative initial position relation and/or the relative rotation between the two special-shaped rollers, 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 guide rail driving mechanism, every two first plate spring rigidity adjusting assemblies simultaneously move along the longitudinal direction of the guide rail driving mechanism, so that a second adjustable interval between every two first plate spring rigidity adjusting assemblies can adapt to the change of the free swinging arm length of different plate springs under at least one rigidity adjusting mode; the first plate spring rigidity adjusting assembly is matched with the second plate spring rigidity adjusting assembly, the plate spring can be switched among at least three rigidity adjusting modes, and the plate spring curvature and the free swinging arm length of the plate spring in different rigidity adjusting modes are adjusted independently or in mutual coupling 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.

The invention also provides a suspension experiment building platform with adjustable rigidity, which comprises a large frame, a small frame and a plate spring, wherein the plate spring stretches across the small frame, and the suspension experiment building platform is characterized in that a simulation bearing table and a driving mechanism are respectively erected on the upper and lower bearing end faces of the small frame, and at least one plate spring rigidity adjusting assembly for sleeving and connecting the plate spring is assembled on the driving mechanism, wherein the small frame is driven to controllably slide along the large frame body, so that when the load parameters applied to the plate spring by the simulation bearing table are changed, the adjustable gap between at least two plate spring rigidity adjusting assemblies can be changed through forward and reverse driving of the driving mechanism, and the adaptive adjustment of the plate spring rigidity is achieved.

When a rigidity adjusting experiment is carried out, the weight and the arrangement position of an object on the simulation bearing platform are changed, and the size and the load distribution of the load applied to the plate spring can be adjusted and controlled; the small frame is controlled to slide up and down along the large frame body, so that the load applied by the simulation bearing table to the plate spring can be converted between static load and alternating load, and the performance of the plate spring can be simulated and analyzed; through the forward and reverse driving of different driving mechanisms, the adjustable gaps among the plurality of plate spring rigidity adjusting assemblies can be changed, the adjustable gaps directly influence the plate spring curvature of the plate spring and the free swinging arm length of the plate spring, and therefore the rigidity of the plate spring can be adjusted in the test in an adaptive manner, and the optimization solution scheme under different driving conditions can be researched.

Drawings

FIG. 1 is a simplified overall structure diagram of a suspension experiment building platform provided by the invention;

FIG. 2 is a simplified modular connection diagram of the adjustable stiffness suspension provided by the present invention;

FIG. 3 is a simplified overall schematic diagram of the leaf spring stiffness adjustment assembly provided by the present invention; and

fig. 4 is a simplified overall structural schematic diagram of the second leaf spring stiffness adjusting assembly in embodiment 1 provided by the present invention.

List of reference numerals

1: the rear gearwheel 2: front big gear

3: rear rack 4: vehicle body

5: the plate spring 6: driven pinion

7: connecting shaft 8: driving pinion

9: a motor shaft 10: front rack

11: lock member 12: first leaf spring rigidity adjustment assembly

13: second leaf spring rigidity adjusting assembly 14: special-shaped roller

15: rail drive mechanism 16: rigidity adjustment mode analysis module

17: vehicle driving system 18: road condition change detection unit

19: load change detection unit 20: load inertia change detection unit

21: vehicle travel rate detection unit 22: wheel grounding detection unit

23: the large frame 24: small frame

25: simulation bearing platform 111: welding block

112: the guide rail slide block 113: roller

114: roller shaft

Detailed Description

The present invention will be described in detail with reference to the accompanying drawings.

Example 1

Fig. 1 is a simplified overall structural schematic diagram of a suspension experiment building platform provided by the invention.

The suspension experiment building platform comprises a large frame 23, a small frame 24 and a plate spring 5. The small frame 24 is controllably slidably connected inside the large frame 23. The leaf spring 5 spans the small frame 24. The upper and lower bearing end faces of the small frame 24 are respectively provided with a simulation bearing platform 25 and a driving mechanism.

As shown in fig. 1, the driving mechanism includes a rear large gear 1, a front large gear 2, a rear rack 3, a motor shaft 9, a driving pinion 8, a driven pinion 6, a connecting shaft 7, and a front rack 10. The pinion gear 8 and the rear gearwheel 1 rotate coaxially via a motor shaft 9. The driven pinion 6 and the front bull gear 2 rotate coaxially through a connecting shaft 7. The drive pinion 8 is in direct meshing contact with the driven pinion 6. The front big gear 2 and the rear big gear 1 are respectively meshed with the front rack 10 and the rear rack 3, and drive the front rack and the rear rack to move at the same speed in opposite directions, so that the driving effect is achieved.

The lower bearing end face also comprises a locking mechanism. The locking mechanism comprises a motor shaft 9 and a locking member 11. The lock member 11 slides on the rail of the vehicle body 4. Locking member 11 includes a weld block 111, a rail shoe 112, a roller 113, and a roller shaft 114. The motor shaft 9 is connected with the motor. The motor has self-locking function. The welding block 111 is welded to the rear rack 3 and to the rail slider 112, so that the rear rack 3 moves together with the locking member 11.

In this locking mechanism, the rail slider 112 slides on the vehicle body 4 while bearing the weight of the vehicle body 4, and therefore a lubricant is applied to the surface of the rail portion of the vehicle body 4. Compared with the existing large-axle-load commercial vehicle, the suspension experiment building platform provided by the invention has the advantages that the equivalent mean value is reduced by 5-12 dB, and the smoothness is good. Because the bearing mass is relatively large, the guide rail sliding block 112 and the roller 113 are made of alloy steel materials integrally.

The roller 113 is fixed to the rail slider 112 by a roller shaft 114. When the vehicle body mass is loaded, the roller 113 and the leaf spring 5 are in direct contact. The roller shaft 114 and the welding block 111 are made of Q235 structural steel, and the weldability, strength and plasticity are good, so that the roller 113 and the plate spring 5 can be in closer contact. When the lock member 11 moves on the vehicle body 4, since the roller 113 and the plate spring 5 are rolling friction, the friction force is tangential to the roller 113, so that the friction force is not so large. The suspension experiment building platform provided by the invention perfectly combines an independent suspension, a plate spring 5 suspension and the like together, and replaces the traditional components such as heavy and complex I-shaped beams and the like with the transverse plate spring 5, so that the structure is simple, the cost is low, and the practical value is huge.

When the device is used, the plurality of sensors sense the change of the bearing weight of the vehicle body and feed the change back to the controller. The controller controls the motor to rotate forwards, reversely or stop rotating. The motor shaft 9 drives the rear gear 1 and the driving pinion 8 to move. Through the transmission of the intermediate torque, the front rack 10 and the rear rack 3 move in the same speed and opposite directions finally, and the purpose of controlling the movement of the locking piece 11 is achieved. When the locking piece 11 reaches the target position, the motor is self-locked. The roller 113 of the locking member 11 locks the plate spring 5. The locking member 11, which is positioned near the center of the leaf spring 5, provides a softer suspension. The location of the blocking member 11 near the edge of the leaf spring 5 provides a stiffer suspension.

Under the structural arrangement of the suspension experiment building platform provided by the invention, the problem that the smoothness difference between the no-load state and the full-load state of a single elastic element at one side of the rear suspension of the conventional commercial vehicle is overlarge 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.

The rigidity of the plate spring 5 in no-load/full-load is respectively corresponding to the front axle load in no-load/full-load, the difference of the smoothness of the vehicle in no-load and full-load is small, and the smoothness of the no-load and full-load is good. The elastic element/plate spring 5 of the independent suspension is concealed 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.

In addition, under the structural arrangement of the suspension experiment building platform provided by the invention, the plate body of the plate spring 5 sequentially traverses at least one plate spring rigidity adjusting assembly (namely a locking mechanism and a driving mechanism), and the two ends of the plate spring are stabilized through two supporting tables. When a rigidity adjustment experiment is carried out, the weight and the arrangement position of an object on the simulation bearing table 25 are changed, and the size and the distribution of the load applied to the plate spring 5 can be adjusted and controlled; the small frame 24 is controlled to slide up and down along the frame body of the large frame 23, so that the load applied to the plate spring 5 by the simulation bearing platform 25 can be converted between static load and alternating load, and the performance of the plate spring 5 can be simulated and analyzed; through the forward and reverse driving of different driving mechanisms, the adjustable gaps among the plate spring rigidity adjusting assemblies can be changed, the adjustable gaps directly influence the plate spring curvature of the plate spring 5 and the free swinging arm length of the plate spring, and therefore the rigidity of the plate spring 5 can be adjusted in an adaptive manner in the test, and the optimization solution is more suitable for being used under different driving conditions.

Example 2

The embodiment provides a rigidity-adjustable suspension with a transverse plate spring. This embodiment may be a further improvement and/or a supplement to embodiment 1, and repeated contents are not described again. The preferred embodiments of the present invention are described in whole and/or in part in the context of other embodiments, which can supplement the present embodiment, without resulting in conflict or inconsistency.

The stiffness-adjustable suspension includes two first leaf spring stiffness adjustment assemblies 12 and two second leaf spring stiffness adjustment assemblies 13. Each first leaf spring stiffness adjusting assembly 12 is equipped with one second leaf spring stiffness adjusting assembly 13. The first leaf spring stiffness adjustment assembly 12 (i.e. the locking member 11) is of a frame-like construction. The second leaf spring stiffness adjusting assembly 13 is constituted by two profile rollers 14 (i.e., rollers 113). When assembled, the two profile rollers 14 are disposed on the upper and lower inner walls of the first plate spring rigidity adjusting assembly 12. A first adjustable interval is reserved between the two special-shaped rollers 14, and the plate spring 5 penetrates through the first adjustable interval and is erected in a cross beam of the auxiliary frame.

By the cooperation of the first leaf spring stiffness adjustment assembly 12 and the second leaf spring stiffness adjustment assembly 13, three stiffness adjustment modes can be determined. The curvature of the leaf spring 5 and the free-swinging arm length of the leaf spring in different stiffness adjustment modes are adjusted independently of each other or are adjusted in a mutually coupled manner. The two are adjusted independently, namely, in a rigidity adjusting mode, the curvature of the plate spring is adjusted and controlled singly/the plate spring can swing freely for a long time, and the length of the arm which can swing freely/the curvature of the plate spring is not influenced but not changed; that is, the curvature change of the plate spring can be singly regulated or the arm length of the plate spring can be freely swung. The mutual coupling adjustment of the two is that in a rigidity adjusting mode, the curvature of the plate spring/the length of the free swinging arm of the plate spring can be adjusted and controlled singly, and the change of the free swinging arm length of the plate spring/the curvature of the plate spring can be synchronously influenced.

Through the cooperation of the first plate spring rigidity adjusting component 12 and the second plate spring rigidity adjusting component 13, the driving working conditions of different requirements for adjusting the rigidity of the plate spring can be switched among at least three rigidity adjusting modes, namely the mode that the rigidity of the plate spring is changed by independently adjusting the curvature of the plate spring, the mode that the rigidity of the plate spring is changed by independently adjusting the length of the free swinging arm of the plate spring, and the mode that the rigidity of the plate spring is changed by coupling the curvature of the plate spring and the length of the free swinging arm of the plate spring. Under the arrangement, the rigidity-adjustable suspension provided by the invention can realize independent control of rigidity and balance position, can select the curvature of the plate spring and the free swing arm of the plate spring to be synchronously adjusted or asynchronously adjusted, and particularly under a rigidity adjusting mode that the curvature of the plate spring and the free swing arm of the plate spring are asynchronously adjusted, the adjusting range is equivalent to the adjusting range of the rigidity of the plate spring, the adjusting sensitivity is excellent, and the rigidity-adjustable suspension can better adapt to different rigidity requirements under different driving conditions. In addition, because the realization of the rigidity and the balance position can be independently controlled, when the rigidity of the plate spring is adjusted each time, the position of the fulcrum of the plate spring can be only adjusted, and the plate spring 5 does not need to be pressed to change the curvature, namely, the problem of reduction of the fatigue life of the plate spring 5 caused by frequent adjustment of the rigidity of the plate spring is avoided to the minimum degree, the long-term use of the plate spring 5 is facilitated, and the maintenance cost is reduced.

A first adjustable distance for connecting the leaf spring 5 remains between every two contour rollers 14 of the second leaf spring stiffness adjusting arrangement 13. The profiled roller 14 may be a cam-type roller having a curved profile. Since the two profile rollers 14 are disposed opposite to each other on the inner walls of the upper and lower sides of the first plate spring stiffness adjusting assembly 12, the two profile rollers 14 are driven to rotate relatively, respectively, and the vertical distance (i.e., the first adjustable interval) between the adjacent outer walls of the two profile rollers 14 can be adjusted. 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 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 5 with uniform thickness of the steel plate, the pulley seat cannot be practically applied to the few leaf springs which are widely applied, and the application object is single. In this regard, the stiffness-adjustable suspension proposed by the present invention employs the modified roller 14 group as the second plate spring stiffness adjusting assembly 13. Cam-type profiled rollers 14 are important fittings of valve train systems in the art, and are typically applied individually to reciprocating linear or oscillating mechanisms. However, in the present invention, the irregular rollers 14 are formed by grouping two rollers by two. The novel characteristic of adjustable interval formed after two-by-two combination is utilized, the rigidity adjustment of a single plate spring 5 with consistent thickness and a few leaf 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 components, the rigidity-adjustable suspension provided by the invention 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 5 can be protected to the maximum extent while the plate spring is well adapted to different rigidity requirements under different driving working conditions.

The first adjustable spacing can be adapted to different leaf spring curvature changes in at least one stiffness adjustment mode based on the relative initial positional relationship and/or relative rotation between the contoured rollers 14. The relative rotation between the two special-shaped rollers 14 mainly means that the two special-shaped rollers 14 are independently driven to rotate respectively when the rigidity of the plate spring is adjusted. The relative initial position relationship between the two irregular rollers 14 means that at least one irregular roller 14 is driven to rotate in order to make the first adjustable interval between the upper and lower irregular rollers 14 match the current plate spring thickness, and the relative posture between the two irregular rollers 14, which may be the same or different, is the relative initial position. This enables the second stiffness adjustment assembly to be adapted to different leaf springs 5 of different thicknesses, in particular to stiffness adjustment of few leaf springs of varying thickness.

The stiffness adjustable suspension further includes a rail drive mechanism 15 (i.e., a drive mechanism for adjusting the first leaf spring stiffness adjustment assembly 12). The first leaf spring rigidity adjusting assembly 12 is fitted to the rail drive mechanism 15 (i.e., a lock mechanism). Under the forward and reverse driving of the guide rail driving mechanism 15, the two first leaf spring stiffness adjusting assemblies 12 can simultaneously move along the longitudinal direction of the guide rail driving mechanism 15, and the second adjustable interval between the two first leaf spring stiffness adjusting assemblies 12 is changed. The change of the second adjustable interval, i.e. the displacement of the position of the upper pivot of the leaf spring 5, allows the free-swinging arm length of the leaf spring defined between the leaf spring 5 and the support table to be increased or decreased. The length of the arm can be freely swung by different plate springs in at least one rigidity adjusting mode.

The guide rail drive mechanism 15 is of a rack and pinion type transmission structure in the present application. Unlike the conventional transverse leaf spring suspension system for automobiles, which is generally adopted in the prior art and proposed in patent document No. CN110549806A, the conventional solution generally adopts screw transmission to adjust the position of the pulley seat, but the screw transmission will cause transmission gap to become large and return accuracy to be poor under long-term use, and reliable and accurate adjustment cannot be achieved. On the other hand, the driving mechanism adopts the gear and rack transmission driving mechanism with the transmission precision of 0.1mm, on one hand, the gear and rack transmission has more excellent transmission precision and working reliability than that of the lead screw transmission, and on the other hand, the driving mechanism has the advantages that the rack, the plate spring rigidity adjusting assembly and the plate spring 5 are basically positioned on the same working plane by optimizing the structure of the driving mechanism and the relative position relation between the driving mechanism and the plate spring 5, 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 the vehicle can be improved.

The stiffness tunable suspension further includes a stiffness tuning pattern analysis module 16 coupled to a vehicle steering system 17. The vehicle driving system 17 may collect vehicle driving data, environmental data, and load data through a number of sensors. The stiffness adjustment mode analysis module 16 includes a road condition change detection unit 18, a load change detection unit 19, a load inertia change detection unit 20, a vehicle running rate detection unit 21, and a wheel contact detection unit 22. The stiffness adjustment mode analysis module 16 is configured to perform comprehensive processing on at least one data obtained by processing of the plurality of units, and perform mode conversion determination, so as to determine at least one stiffness adjustment mode.

The stiffness tunable suspension further comprises a load change detection unit 19 for acquiring fifth data. The load change detection unit 19 is configured to calculate a current load size and a current load distribution of the vehicle according to measurement values acquired by a plurality of sensors installed on the vehicle when the vehicle starts (or is considered as an initialization time period). In the initialization period, the load inertia variation detecting unit 20 determines the distribution of the load applying objects in the vehicle from the fifth data acquired by the load variation detecting unit 19.

The load inertia change detection unit 20 is configured to determine a load application object according to a current vehicle usage type. The vehicle is used in a small sedan, a medium sedan and a medium small transport vehicle, for example, it can be determined that a load application object in the vehicle is a passenger or a solid object, and the load application object is in a static state under the action of an external force and has small inertia. For a small and medium-sized transport vehicle, the transport items can be manually recorded or photographed and recorded by a driver, and the transport items can be solid objects with small inertia and can be liquid objects with large inertia. The load inertia change detection unit 20 is connected to the cloud server, and when the name of the liquid transportation object is entered, a viscosity parameter (for example, a reynolds number) that represents viscosity of the liquid transportation object under current environmental data (for example, temperature) may be queried and retrieved from the cloud server (a smaller reynolds number means a more significant viscous force influence, and a larger reynolds number means a more significant inertial influence).

The load inertia change detection unit 20 obtains second data by predicting the load application object and the distribution of the load application object in the vehicle. The second data is related to the load change of the leaf spring 5 due to the load during the running of the vehicle. In the running process of the vehicle, the weight, distribution and inertia of the load application object in the vehicle have great influence on the load condition of the vehicle, and the load and inertia change detection unit 20 can establish the prediction association relationship between the independent variable parameters and the dependent variable parameters under different driving conditions according to historical vehicle data and the like in the cloud server. The independent variable parameters include the weight, distribution, inertia, and the like of the load application object in the vehicle. The dependent variable parameter is the vehicle load condition (load size and/or load distribution).

The road condition change detecting unit 18 is configured to calculate the first data in real time according to one or more of the acquired vehicle driving data and the environmental data. The vehicle running speed detection unit 21 is configured to calculate third data in real time according to the acquired vehicle running data. The wheel-contact detecting unit 22 is configured to calculate fourth data in real time according to the acquired vehicle driving data. The first data, the third data and the fourth data are all related to driving conditions.

The stiffness adjustment mode analysis module 16 processes the first data, the third data and the fourth data related to the driving condition based on the prediction association relationship, and can quickly retrieve and obtain the corresponding prediction second data in the prediction association relationship. The stiffness adjustment mode analysis module 16 processes the first to fourth data based on a plurality of features in the mode conversion determination condition, and obtains a feature set after the processing. Each stiffness adjustment mode in the mode conversion determination condition corresponds to a different feature set, so that the stiffness adjustment mode analysis module 16 can determine at least one stiffness adjustment mode.

The plurality of features include first to ninth features of emergency braking, full or heavy load, high speed travel, convex hulls, deep pits, pothole sections, one-sided wheel lift, curves, and flat roads. The stiffness adjustment mode includes first to third modes: the rigidity of the plate spring is changed by independently adjusting the curvature of the plate spring, the rigidity of the plate spring is changed by independently adjusting the length of the arm which can freely swing the plate spring, and the rigidity of the plate spring is changed by coupling and adjusting the curvature of the plate spring and the length of the arm which can freely swing the plate spring. In the invention, a certain parameter is independently regulated to change the rigidity of the plate spring, but only one parameter can be changed while other parameters are kept unchanged, and the change of the rigidity of the plate spring is only caused by the change of the certain parameter. Therefore, especially for the few leaf springs with varying thickness, when the two first leaf spring stiffness adjusting assemblies 12 need to be driven to move towards or away from each other in the second mode, the second leaf spring stiffness adjusting assembly 13 is driven to rotate according to the pre-obtained plate body parameters of the few leaf springs, so that the first adjustable gap between the second leaf spring stiffness adjusting assemblies 13 can be adapted to different plate body thicknesses of the few leaf springs.

The mode transition determination condition may be set to a first feature set including the first feature and the eighth feature, which corresponds to the third mode. A second feature set comprising the seventh feature and the fourth feature, a third feature set comprising the seventh feature and the fifth feature, and a fourth feature set comprising the second feature, the third feature, and the sixth feature, all correspond to the first mode. A fifth feature set comprising only the ninth feature, corresponding to the second mode. The stiffness adjustment mode is actively switched when the second leaf spring stiffness adjustment assembly 13 has reached its adjustable limit for the curvature of the leaf spring, or when the first leaf spring stiffness adjustment assembly 12 has reached its adjustable limit for the free swinging arm length of the leaf spring.

The specific weight 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 different stiffness adjustment modes is determined by the characteristic set.

It should be noted that the above-mentioned embodiments are exemplary, and that those skilled in the art, having benefit of the present disclosure, may devise various arrangements that are within the scope of the present disclosure and that fall within the scope of the invention. It should be understood by those skilled in the art that the present specification and figures are illustrative only and are not limiting upon the claims. The scope of the invention is defined by the claims and their equivalents.