CN117681821A - Collision protection module, chassis traveling system, traveling protection method and vehicle - Google Patents

Abstract

The application relates to the technical field of vehicle engineering and discloses a collision protection module, a chassis running system, a running protection method and a vehicle, wherein the collision protection module comprises a plastic energy absorption assembly, an elastic buffer assembly and a measurement assembly; the plastic energy absorption component is used for being installed on the frame support; the elastic buffer component is arranged at one end of the plastic energy absorption component, which is far away from the frame support, and a controllable fluid medium for adjusting the rigidity of the elastic buffer component is arranged in the elastic buffer component; the measuring assembly is arranged on the plastic energy absorption assembly and used for detecting the plastic deformation of the plastic energy absorption assembly. The collision protection module adopts two-stage buffering energy absorption, converts passive protection into active protection, and can timely feed back warning signals to the outside to remind and/or control the chassis running system to decelerate, stop or brake, so that the whole chassis running system is effectively protected, and larger loss caused by failure of each part in the chassis running system is avoided.

Description

Collision protection module, chassis traveling system, traveling protection method and vehicle

Technical Field

The application relates to the technical field of vehicle engineering, in particular to a collision protection module, a chassis running system, a running protection method and a vehicle.

Background

Special working vehicles such as automobile cranes (especially new energy special vehicles adopting electric drive axles and also suitable for vehicles of common axles) have excessive axle runout when running on uneven roads, impact limiting blocks, frequent damage of the limiting blocks, further rigid impact between a frame and an axle, and damage of precision parts such as the electric drive axles and high-value structures such as the frame and a suspension are caused. The vehicle running system mainly comprises wheels, axles, suspensions, frames and the like, and mainly supports the total weight of the vehicle, can alleviate impact, ensures smooth running of the vehicle and reduces vibration.

As technology advances, the precision of axles has increased, for example, an electric drive axle is an electric drive that integrates an electric motor and a reduction gear. Compared with the traditional fuel power driven axle, the electronic control technology is adopted, a large number of electronic elements are used, and the rotating speed and the torque of wheels can be accurately controlled, so that more accurate vehicle control and drivability are realized. The circuitry and structural layout is also more complex. Moreover, compared with a pure mechanical structure, the combination of the electronic components is more sensitive to collision and impact, and the high-frequency impact of large-amplitude acceleration is extremely easy to cause the damage of the electronic components.

During everyday vehicle travel, the up-and-down runout of the axle is mainly absorbed by shock absorbers in the suspension system (e.g., leaf springs, hydraulic shock absorbers, rubber shock absorbers, etc.). However, when the vehicle is loaded too much or is driven on uneven road, the suspension damper cannot fully absorb the axle bounce energy. If the upward movement stroke of the axle is too large, the shock absorber of the suspension system is excessively compressed, and the suspension shock absorber is invalid (such as bending of a piston rod, rubber rupture and the like), so that in order to avoid the situation, the mechanical axle of the current engineering vehicle adopts passive safety protection against jumping collision. The limiting block is arranged between the frame and the axle (or the suspension), mainly utilizes the buffering and energy absorbing functions to prevent the excessive jumping quantity of the axle from impacting the frame, and also plays a role in limiting to prevent the elastic element in the matched suspension from being damaged due to excessive compression. If the limiting block is not arranged, when the elastic element in the suspension is excessively compressed due to overload and the like, the suspension breaks down and fails, the vehicle is inclined, and the risk of rollover exists.

Therefore, the limiting block is an important part of a suspension system of the automobile, directly determines the upward jump stroke of the suspension, and influences the steering stability and riding comfort of the automobile. If the rigidity of the buffer block is too large, collision noise is large, comfort is reduced in riding, the suspension cannot be protected, and if the rigidity of the buffer block is small, the buffer block is easy to crack when being impacted greatly. The traditional buffer block adopts rubber, and is short in service life, and when the impact force is too big or the number of times is too frequent, vulcanized rubber element in the stopper will take place broken damage, thoroughly loses the cushioning effect, and when the buffer block damaged, the buffer block device is whole to need be changed, otherwise causes the secondary trouble easily, leads to spare parts such as frame, axle, suspension, electronic components to become invalid to lead to the incident to take place.

The most common failure of the rubber limiting block is crushing, and the main reason is that when the vehicle runs, the elastic element in the suspension system is compressed out of limit due to uneven road surface or overload of the vehicle (such working conditions are common for special working vehicles such as an automobile crane) so that the distance between an axle and a frame is reduced, and then collision occurs. At this time, the briquetting (for the iron plate) on the axle will frequently strike spacing rubber piece, and when the impact force is too big or the number of times is too frequent, the vulcanized rubber component in the stopper will take place broken damage, thoroughly loses the cushioning effect. After that, the rigid pressing block on the axle will impact the rigid stopper mounting seat on the frame rigidly, which causes the damage of the axle or the frame, such as the bending of the axle housing, the inclination of the mounting seat, etc., and the damage of the parts fixed on the structure of the axle and the frame will greatly increase the maintenance cost due to the large size and heavy weight of the axle and the frame.

However, the prior art scheme mainly uses passive safety protection, and after the rubber block is broken and broken down and fails, high-value structures such as a frame, an axle and a suspension cannot be effectively protected, and abnormality cannot be timely found, so that larger loss caused by failure of the frame, the axle and the suspension cannot be avoided.

Disclosure of Invention

An object of the application is to provide a collision protection module, chassis traveling system, travel protection method and vehicle for solve the problem that rubber stopper protection effect is poor among the prior art.

To achieve the above object, in a first aspect, the present application provides a crash protection module, including:

a plastic energy absorbing component;

the elastic buffer component is arranged at one end of the plastic energy absorption component, and a controllable fluid medium for adjusting the rigidity of the elastic buffer component is arranged in the elastic buffer component; and

and the measuring assembly is arranged on the plastic energy absorption assembly and is used for detecting the plastic deformation of the plastic energy absorption assembly.

As a further improvement of the above technical scheme:

in one possible embodiment, the elastic buffer assembly includes:

the fixed seat is connected with the plastic energy absorption assembly; and

the elastic bag shell is arranged on one side, far away from the plastic energy absorption assembly, of the fixing seat, controllable fluid medium is arranged in the elastic bag shell, and a filling valve is arranged on the elastic bag shell.

In one possible embodiment, the controllable fluid medium is an elastic cement, magnetorheological fluid or gas with magnetic powder added.

In one possible embodiment, the plastic energy absorbing assembly comprises:

a plastic energy absorbing body; and

the mounting plate is arranged at one end of the plastic energy absorption body, which is close to the elastic buffering component, and is connected with the elastic buffering component;

the measuring assembly is arranged at one end, far away from the elastic buffering assembly, of the plastic energy absorption body, and the measuring assembly is used for measuring the distance from the mounting plate to the datum plane.

In one possible embodiment, the plastic energy absorbing body has a cross-sectional shape that is circular or polygonal.

In order to achieve the above object, according to a second aspect, the present application provides a chassis running system, including a frame, on which an axle, a suspension subsystem and a frame support are disposed, the frame support being located above the axle, and on which a collision protection module provided according to the above first aspect is disposed;

and one end of the plastic energy absorption assembly, which is far away from the elastic buffer assembly, is connected with the frame support.

To achieve the above object, in a third aspect, the present application provides a chassis running system running protection method applied to the chassis running system provided according to the above second aspect, the method including:

s100: according to the driving working condition, calculating the impact energy born by the axle;

s200: judging the running working condition according to the impact energy and the load condition, and correspondingly adjusting the suspension rigidity of the suspension subsystem and the rigidity of the elastic buffer assembly to protect the running working condition;

s300: and under the condition that the measuring assembly detects that the plastic deformation of the plastic energy absorbing assembly is larger than a first preset value, sending out a warning signal to remind and/or control the chassis running system to decelerate, park or brake.

As a further improvement of the above technical scheme:

in one possible implementation, the step S200 includes:

s210: dividing the driving working condition into three dangerous grades of low risk, medium risk and high risk under the condition that the load condition is larger than a preset value;

s220: in the event that the risk level is at low risk, the current suspension stiffness of the suspension subsystem and the stiffness of the elastic cushioning assembly are not adjusted;

s230: in case the risk level is at medium risk, raising the suspension stiffness of the suspension subsystem by m1% each time until the risk level turns to low risk;

s240: under the condition that the risk level is at high risk, lifting the suspension rigidity of the suspension subsystem by m2% each time, lifting the rigidity of the elastic buffer assembly by n% at the same time, keeping running for a period of t1, and judging whether the collision acceleration and the pulse frequency of the axle are larger than a second preset value;

s250: and executing the step S300 under the condition that the collision acceleration of the axle and the pulse frequency are larger than the second preset value, otherwise repeating the step S210.

In a possible implementation manner, the step S220 further includes:

s221: the current suspension rigidity and the rigidity of the collision protection module are stored, and the operation is continued for a period of time t 2;

s222: and (5) adjusting the suspension rigidity and the collision protection module rigidity to rated values and continuously running, and repeating the step (S100).

To achieve the above object, in a fourth aspect, the present application provides a vehicle including the chassis running system provided according to the above second aspect.

Compared with the prior art, the beneficial effect of this application:

the application provides a collision protection module, chassis traveling system, driving protection method and vehicle, wherein, collision protection module absorbs the collision from the axle through elastic buffer assembly to the rigidity of elastic buffer assembly is adjusted to controllable fluid medium in the accessible built-in elastic buffer assembly, in order to adapt different operational environment, changes passive protection into initiative protection.

In addition, when the collision impact of the axle leads to the failure of the elastic buffer component, the plastic energy absorption component absorbs redundant impact capacity, so that rigid impact is avoided, and meanwhile, plastic deformation is caused by the impact. Therefore, the plastic deformation of the plastic energy absorption assembly is detected through the measuring assembly, and when the plastic deformation of the plastic energy absorption assembly exceeds a first preset value, the whole collision protection module is damaged. The system is applied to a chassis running system, and can timely feed back warning signals to the outside to remind and/or control the chassis running system to decelerate, stop or brake, so that the whole chassis running system is effectively protected, and larger loss caused by failure of each part in the chassis running system is avoided.

Additional features and advantages of the present application will be set forth in the detailed description which follows.

Drawings

The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this specification, illustrate only some embodiments of the application and are therefore not to be considered limiting of its scope, for the purpose of providing additional related drawings from which the invention may be practiced by those of ordinary skill in the art without the exercise of inventive faculty. In the drawings:

fig. 1 is a schematic perspective view of a crash protection module according to an embodiment of the present disclosure;

FIG. 2 illustrates a cross-sectional view of the crash protection module shown in FIG. 1 along an axial direction;

FIG. 3 is a schematic view showing the structure of an elastic buffer assembly in the crash protection module shown in FIG. 2;

FIG. 4 is a schematic diagram showing the assembly of the plastic energy absorbing assembly and the measurement assembly of the crash protection module of FIG. 2;

FIG. 5 illustrates a load versus travel curve using a conventional rubber stopper structure;

FIG. 6 illustrates a load versus travel graph for the crash protection module provided herein;

fig. 7 is a schematic perspective view of another crash protection module according to an embodiment of the present disclosure;

FIG. 8 is a schematic diagram illustrating an assembly structure of another plastic energy absorbing assembly and a measurement assembly in a crash protection module according to an embodiment of the present disclosure;

fig. 9 shows a flow chart of a chassis running system running protection method provided in an embodiment of the present application;

fig. 10 shows a control logic diagram of a chassis running system running protection method according to an embodiment of the present application.

Reference numerals illustrate:

100. a collision protection module; 110. an elastic buffer assembly; 111. a fixing seat; 112. an elastic bladder shell; 113. a controllable fluid medium; 114. a filling valve; 120. a plastic energy absorbing component; 121. a plastic energy absorbing body; 122. a mounting plate; 123. rib plates; 130. a measurement assembly;

200. and a frame support.

Detailed Description

The following describes in detail the implementation of the embodiments of the present application with reference to the accompanying drawings. It should be understood that the detailed description is presented herein by way of illustration and explanation of the present application examples, and is not intended to limit the present application examples.

It should be noted that, in the case of no conflict, the embodiments and features in the embodiments may be combined with each other.

In the embodiments of the present application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings are merely for convenience in describing the present application and simplifying the description, and do not indicate or imply that the device or element being referred to must have a specific orientation, be configured and operated in a specific orientation, and therefore should not be construed as limiting the present application.

Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include one or more such feature. In the description of the present application, the meaning of "a plurality" is two or more, unless explicitly defined otherwise.

In this application, unless specifically stated and limited otherwise, the terms "mounted," "connected," "secured," and the like are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communicated with the inside of two elements or the interaction relationship of the two elements. The specific meaning of the terms in this application will be understood by those of ordinary skill in the art as the case may be.

The present application will be described in detail below with reference to the attached drawings in conjunction with exemplary embodiments.

Example 1

Referring to fig. 1 and 2, the present embodiment provides a crash protection module 100, which can be applied to a vehicle, and particularly to an engineering vehicle.

The crash protection module 100 includes a plastic energy absorbing assembly 120, an elastic cushioning assembly 110, and a measurement assembly 130. Wherein plastic energy absorbing assembly 120 is adapted to be mounted to frame support 200. The elastic buffer assembly 110 is disposed at an end of the plastic energy absorbing assembly 120 away from the frame support 200, and the elastic buffer assembly 110 is embedded with a controllable fluid medium 113 for adjusting the rigidity of the elastic buffer assembly 110. The measurement assembly 130 is disposed on the plastic energy absorbing assembly 120, and the measurement assembly 130 is used for detecting the plastic deformation of the plastic energy absorbing assembly 120.

It will be appreciated that adjusting the stiffness of the spring and damper assembly 110 via the controllable fluid medium 113 enables the spring and damper assembly 110 to absorb different impact energies from the vehicle frame for active protection.

Referring to fig. 3, the elastic buffer assembly 110 includes a fixing base 111 and an elastic bladder 112. The anchor 111 is coupled to the plastic energy absorbing assembly 120. The elastic capsule shell 112 is disposed at one side of the fixing seat 111 away from the plastic energy absorbing component 120, the controllable fluid medium 113 is disposed in the elastic capsule shell 112, and the filling valve 114 is disposed on the elastic capsule shell 112.

In this embodiment, the fixing base 111 and the plastic energy absorbing component 120 are detachably connected by a screw, so that the plastic energy absorbing component can be replaced and maintained later. Of course, in some embodiments, the fixing base 111 and the plastic energy absorbing component 120 may be welded, so that the connection is more firm.

Alternatively, the elastic bladder 112 may be made of a polymer material, such as rubber, kevlar, etc. So that the elastic capsule 112 has high tensile strength, is not easy to break, and has deformability when being stressed.

Further, the controllable fluid medium 113 filled in the elastic capsule 112 is elastic cement, magnetorheological fluid or gas added with magnetic powder, etc. It is to be understood that the foregoing is illustrative only and is not to be construed as limiting the scope of the present application.

The elastic daub and the magnetorheological fluid added with the magnetic powder are usually prepared by adding the magnetic powder into the elastic fluid, and controlling the viscosity of the whole buffer medium by current through the magnetorheological characteristic, so that the medium becomes viscous and is not easy to flow and deform when the current is large. When the current is small, the medium becomes thin, and flow deformation is liable to occur, so that the rigidity of the buffer portion is changed. I.e. the stiffness adjustment of the elastic cushioning element 110 is achieved using the magneto-rheological principle.

The elastic clay material is a synthetic material with high viscosity, flowable and unvulcanized organosilicon compound as a matrix, has high stability in the temperature range of-80 ℃ to 250 ℃, is odorless and nontoxic, and has no pollution to the environment and personnel. The elastic capsule shell 112 can be restored and returned by utilizing the characteristic of high elasticity of the elastic capsule shell without restoring springs between a solid state and a liquid state; while its good flowability gives the elastomeric bladder 112 a high capacity, low resistance capability. The flow viscosity of the elastic daub material can be adjusted according to the actual use requirement, and the movement viscosity of the elastic daub material is tens or even hundreds times higher than that of common hydraulic oil, so that the sealing problem of the elastic daub material is simpler than that of a hydraulic buffer. Furthermore, the elastic daub can withstand thousands of impacts, the motion is continuous without gaps, the small displacement is characterized by small damping, and the large displacement is characterized by large damping, so that the comfort level is low due to the fact that excessive rigidity can not occur under the low-grade impact working condition, and meanwhile, the sufficient damping is ensured to absorb the impact energy when the large displacement impact occurs. The elastic cement material is filled into the inner cavity of the elastic capsule 112 through the filling valve 114, and the valve body of the filling valve 114 has one-way trafficability, so that the fluid filled into the elastic capsule 112 cannot flow and leak reversely, and therefore the fluid moves in the fluid during the compression deformation along with the common compression deformation of the elastic capsule 112, and impact energy is converted into heat energy to be dissipated. After the external force is unloaded, the fluid can automatically recover to the original state, and the elastic buffer part can bear the next axle impact and is repeatedly started. The daub fluid material has better energy consumption capability than rubber and is not easy to age. In addition, the fluid form has isotropy, and compared with the anisotropism of a pure rubber block structural member, the fluid form has higher adaptability to the external force direction, and the overall service life reliability can be improved.

In some embodiments, the stiffness of the elastomeric bladder 112 may also be adjusted by inflating a gas into the interior cavity of the elastomeric bladder 112, by controlling the pressure of the gas within the elastomeric bladder 112.

Referring to fig. 2, 3 and 4, the plastic energy absorbing assembly 120 includes a plastic energy absorbing body 121 and a mounting plate 122. One end of the plastic energy absorbing body 121 far away from the elastic buffer assembly 110 is used for being connected with the frame support 200, and the mounting plate 122 is arranged at one end of the plastic energy absorbing body 121 near the elastic buffer assembly 110, wherein the mounting plate 122 is connected with the fixing seat 111 of the elastic buffer assembly 110. The measuring assembly 130 is disposed at an end of the plastic energy absorbing body 121 away from the elastic buffer assembly 110, that is, the measuring assembly 130 is disposed near the frame support 200, and the measuring assembly 130 is used for measuring a distance from the mounting plate 122 to the reference surface. The position where the measuring component 130 is installed can be defined as a reference plane, so that the magnitude of the plastic deformation of the plastic energy absorbing body 121 can be determined by the distance difference detected by the measuring component 130.

It will be appreciated that the plastic energy absorbing body 121 will deform plastically (axially) after a certain impact. Therefore, in this embodiment, the measuring component 130 is disposed at the end of the plastic energy absorbing body 121 near the frame support 200, so as to avoid damage during impact. In this embodiment, when the plastic deformation of the plastic energy absorbing body 121 is detected by the measuring component 130 and the plastic deformation is greater than the first preset value, it is indicated that the elastic energy absorbing component located at the front end has failed or is damaged, so that the warning signal can be fed back by the measuring component 130.

In some embodiments, optionally, the plastic energy absorbing body 121 is designed as a crushable structure, such as crush tube, honeycomb structure, etc., the cross section of the plastic energy absorbing body 121 is circular or polygonal, etc., and rib plates 123 may be added (see fig. 8). The embodiment illustrated in fig. 1 is a circular configuration, but is not the only configuration. The matrix material can be metal or composite material. The plastic energy absorbing body 121 and the frame support 200 can be mounted by adopting a threaded connection or a bolt connection and the like. When the external force reaches the triggering force Fa, the plastic energy absorbing unit starts progressive orderly telescoping and crushing deformation, and the impact energy is converted into plastic deformation energy of the material. The plastic energy absorbing body 121 is stable in deformation process, stable in load and controllable in deformation, so that the plastic energy absorbing body has stable energy absorbing performance. And the bearing capacity is designed generally, and the corresponding structural scheme can be adopted according to different working conditions, so that the device has the characteristic of convenient adjustment. And the light-weight material is generally adopted for manufacturing, and the process can be drawing and pressing, so that the light-weight plastic has the characteristics of light weight and stable structure.

After the mounting plate 122 is compressed to a preset position, the distance between the mounting plate 122 and the reference surface where the measuring assembly 130 is located becomes smaller, when the distance detected by the measuring assembly 130 is smaller than a first preset value, it is indicated that the impact force breaks down the elastic buffer assembly 110, the whole collision protection module 100 loses the energy dissipation capacity, the frame and the metal parts such as an axle are about to rigidly collide, meanwhile, the measuring assembly 130 can send an early warning signal to the cab of the vehicle to prompt a driver to take measures to stop running and maintain the vehicle. Alternatively, the measurement assembly 130 may take the form of a proximity switch, a laser rangefinder, a strain gauge, or the like.

Referring to fig. 5 and 6, fig. 5 is a load-travel curve of a conventional rubber stopper structure. Because the bearing capacity of the rubber limiting block structural member needs to be guaranteed, the molecular density of the rubber limiting block structural member needs to be improved, the deformation space is limited, so that the impact energy dissipated in the single compression-recovery deformation process is low (namely the area enclosed between two curves), and the redundant impact energy is conducted to the upper part of the vehicle, so that the vehicle body is often caused to vibrate, and the comfort is seriously affected. In addition, the traditional rubber stopper structure only has one-level energy absorption, and when the rubber stopper structure is damaged and fails under the action of instant overload impact force, the rubber stopper structure thoroughly loses energy consumption capacity, and the frame and the metal piece on the axle are impacted rigidly, so that the damage of the parts can be caused. Furthermore, without a reminder, the extent of damage flexes depending on when the driver finds the fault.

Fig. 6 is a load-travel graph of the crash protection module 100 provided by the present application, which has the characteristic of two-stage energy absorption, the first stage is the elastic buffer component 110, the second stage is the plastic energy absorption component 120, and a gradient exists between the triggering force of the plastic energy absorption component 120 and the maximum designed bearing force of the elastic buffer component 110, so that the plastic energy absorption part is prevented from being triggered frequently, the replacement frequency is reduced, and the service life is prolonged. In the figure, the area enclosed between the rising curve and the return curve of the elastic clay is larger, namely, the energy dissipation is more, the buffering efficiency is higher, the impact energy transmitted to the upper vehicle is less, and the comfort is more beneficial. In the initial stage, when the impact load is smaller than the trigger force, the plastic energy absorption section is equivalent to a rigid body. When the impact load is large and exceeds the trigger force, the plastic energy absorbing body 121 starts to deform and absorb energy. And along with the crushing stroke reaching the set first preset value, the measuring component 130 sends out a signal to be transmitted to the cab console to prompt the driver to fail, so that the driver is prompted to take the speed reduction and parking maintenance measures, the rigid collision between the frame and the axle can be avoided, the safety of high-value parts is protected, and the loss degree is reduced.

Please refer to fig. 7 and 8, which are another structural form of the present application, wherein the main difference is that the middle energy absorbing portion is a hexagonal crushing tube structure, the crushing force is larger, and the structure is only schematic and suitable for heavy vehicles.

Compared to the prior art, the crash protection module 100 provided in this embodiment absorbs the crash from the axle through the elastic buffer assembly 110, and the rigidity of the elastic buffer assembly 110 can be adjusted by the controllable fluid medium 113 in the built-in elastic buffer assembly 110 to adapt to different working environments, so as to convert the passive protection into the active protection.

In addition, it should be noted that when the upward jumping amount of the axle is large, the elastic energy absorbing component may not fully absorb the impact energy, and even directly cause the damage of the elastic energy absorbing component, for example, the elastic energy absorbing component is fully crashed, bumped and flown, and if the impact energy at this time cannot be effectively dissipated, the rigid impact between the frame and the axle may be caused, and a series of faults such as axle bending, frame deformation, suspension shock absorber breaking may occur. Thus, when the impact of the axle causes the failure of the elastic cushioning assembly 110, the plastic energy absorbing assembly 120 absorbs the excess impact energy, avoiding rigid impacts, while causing plastic deformation due to the impact. In this way, the present embodiment further detects the plastic deformation of the plastic energy absorbing component 120 through the measuring component 130, and when the plastic deformation of the plastic energy absorbing component 120 exceeds the first preset value, it indicates that the entire crash protection module 100 has been damaged. The warning device is applied to a chassis running system of a vehicle, and can timely feed back warning signals to the outside (such as a cab) to remind and/or control the chassis running system to decelerate, stop or brake, so that the whole chassis running system is effectively protected, and larger loss caused by failure of parts in the chassis running system is avoided.

Example two

Referring to fig. 1 to 8, the present embodiment provides a chassis walking system, which can be applied to a vehicle. The chassis running system comprises a vehicle frame, an axle arranged on the vehicle frame, a suspension subsystem and a vehicle frame support 200, wherein the vehicle frame support 200 is arranged above the vehicle axle, namely, the vehicle frame support 200 faces the vehicle axle, and the vehicle frame support 200 is provided with the collision protection module 100 provided in the first embodiment. Wherein, the plastic energy absorbing component 120 is connected with the frame support (00) at one end far away from the elastic buffer component 110.

Referring to fig. 9 and fig. 10 together, the present embodiment also provides a running protection method for a chassis running system, which is applied to the chassis running system provided above. The running protection method of the chassis running system comprises the following steps:

s100: and calculating the impact energy received by the axle according to the driving working condition.

S200: and judging the running condition according to the impact energy and the load condition, and protecting by correspondingly adjusting the suspension rigidity of the suspension subsystem and the rigidity of the elastic buffer assembly 110.

S300: in the event that the measurement assembly 130 detects that the plastic deformation amount of the plastic energy absorbing assembly 120 is greater than the first preset value, an alarm signal is sent to remind and/or control the chassis running system to slow down, stop or brake.

Specifically, the suspension subsystem has three major modules: the device comprises an acquisition module, a judging module and an executing module. The system comprises a suspension subsystem, a detection module, a detection sensor, a control module and a control module, wherein the detection sensor is arranged on the suspension subsystem and used for collecting axle load, a jumping stroke and jumping acceleration. The judging module can set different working conditions and collision energy level judging standards for different vehicles. Taking a large-tonnage automobile crane as an example, the running conditions specified by the operation manual are as follows in table 1:

TABLE 1 Driving Condition data

Sequence number	Running mode	Weight of whole vehicle	Speed limit
				1	H mode	72 ton	≤80km/h
2	C mode	95 ton	≤60km/h
				3	P-mode	105 tons	≤40km/h
4	G mode	120 ton	≤8km/h

The driving condition can be determined through axle load detection and the like.

Then, the impact energy of the axle can be calculated by combining the weight parameter, the acceleration and the like of the axle, and the available jumping travel of the axle can be obtained by combining the axle load and the suspension stiffness. And then, by comparing the position of the limiting system with the position of the limiting system, whether the jumping collision occurs or not can be judged. In order to ensure safety, a degradation coefficient is given to jumping collision impact energy according to different driving conditions (mainly considering different driving conditions, different weights carried by a vehicle and heavy load conditions, after a certain part of a driving system fails due to the same collision energy, secondary loss is often larger, possibly associated loss is caused), and the introduction of the degradation coefficient is also one of the characteristics of the control algorithm. As shown in table 2 below:

TABLE 2 impact energy degradation coefficient corresponding to running conditions

Sequence number	Running mode	Impact energy degradation coefficient k takes on value
			1	H mode	1.0
2	C mode	1.2
			3	P-mode	1.35
4	G mode	1.5

The impact energy level is then divided into three levels according to whether a jumping collision occurs or not and the expected compression rate of the impact energy to the collision protection module 100, as shown in table 3 below, for each risk level, the following two items are satisfied simultaneously:

TABLE 3 classifying dangerous classes into three classes based on impact energy

Of course, it should be noted that the above parameters are merely examples, and may be adjusted according to circumstances.

The execution module: according to the formulated control strategy, different control methods are adopted for the three risk levels, specifically, the step S200 includes:

s210: and under the condition that the load condition is larger than a preset value, dividing the driving working condition into three dangerous grades of low risk, medium risk and high risk.

S220: in the event that the hazard level is at low risk, the suspension stiffness of the current suspension subsystem, as well as the stiffness of the elastic cushioning assembly 110, are not adjusted.

S230: in case the risk level is at medium risk, the suspension stiffness of the suspension subsystem is raised m1% each time until the risk level is turned to low risk.

It should be noted that, in the case of medium risk, the risk level is reduced, and the suspension stiffness is adjusted to reduce the compression amount of the suspension under the static load, thereby increasing the jumping stroke and reducing the impact probability to the elastic buffer assembly 110. The adjusting method is that the risk level is detected once, if the risk level is at the middle risk, the suspension rigidity m1 percent is improved (m 1 is a positive number), the jumping travel of the axle piece is further reduced until the impact energy risk level is reduced to the low risk, the control is withdrawn from the low risk path, and the detection is re-entered.

S240: under the condition that the dangerous level is at high risk, the suspension rigidity of the suspension subsystem is increased by m2% each time, meanwhile, the rigidity of the elastic buffer assembly 110 is increased by n%, the operation time t1 is kept, and whether the collision acceleration and the pulse frequency of the axle are larger than a second preset value or not is judged.

S250: if the collision acceleration and the pulse frequency of the axle are greater than the second preset value, step S300 is executed, otherwise, step S210 is repeated.

It should be noted that high risk is an important point of the control strategy. At this risk, there is a high frequency, high amplitude jumping collision between the axle and the elastomeric damper assembly 110, with a significant risk of damage to the structural members on the axle and suspension subsystem. The system linkage such as suspension, a limiting mechanism, braking and the like is mainly adopted, the risk level is reduced, and the high-frequency large-amplitude jumping collision working condition is eliminated. Therefore, each time the suspension stiffness is increased by m2% (m 2 is a positive number), the stiffness of the elastic buffer assembly 110 at the front end of the crash protection module 100 is increased by n% (because the crash protection module 100 has a two-stage energy absorbing structure, and a design gradient exists between the maximum buffering force and the triggering value of the plastic deformation force (see fig. 6 in detail), so that the maximum buffering force has an adjustment space, and the adjustment of the stiffness can be realized, and the increase of the buffering force can gradually approach the plastic triggering force. And simultaneously detecting whether the pulse acceleration and amplitude exceeds a third preset value (the third preset value is obtained by detecting the pulse acceleration and amplitude according to a vibration impact destructive test of a precision electronic component on a structural member such as an axle and the like and dividing the value by a safety factor). For the case that the third preset value is exceeded, it is required to detect whether the measurement component 130 on the plastic energy absorbing component 120 is triggered, if triggered, it indicates that the elastic buffer component 110 has been broken down, the plastic energy absorbing component 120 has been permanently crushed and deformed, the whole crash protection module 100 will fail, the axle will impact rigidly with the frame, and in order to avoid causing greater loss, a braking system is adopted to link, and the vehicle speed is limited. In this way, the vehicle can run normally only if the alarm device is recalibrated by replacing the entire damaged crash protection module 100.

Wherein in the present embodiment, the stiffness of the suspension subsystem may be achieved by hydro-pneumatic suspension or air suspension.

Further, the step S220 further includes:

s221: the current suspension rigidity and the rigidity of the collision protection module 100 are stored, and the operation is continued for a period of time t 2;

s222: the suspension stiffness and the stiffness of the crash protection module 100 are adjusted to rated values and continuously run, and the above-described step S100 is repeated.

It should be noted that, the low risk does not take measures, that is, the rigidity of the suspension and elastic buffer assembly 110 is not adjusted to raise the rigidity, and the current rigidity state is kept for operation, but considering that the current rigidity may not be the rated state, the large rigidity often corresponds to low comfort, and is in the state for a long time, which is unfavorable for the health of the passengers. According to statistics, a road section with a poor road condition can be driven away from the road section about the common driving time t2, so that after the original rigidity is kept for the driving time t2, the road section can be driven for a long time by adopting the rated rigidity, and the comfort and the safety are both realized. The next detection cycle is started.

Further, the embodiment also provides a vehicle, which comprises the chassis running system.

In order to more clearly demonstrate the technical effects of the present application, the following analysis and comparison are performed with respect to the prior patent schemes, and the following are specific:

(1) Referring to patent number CN200820111750.6, publication date is 2009, 04 and 15, a stopper applied in a rear suspension system of an automobile is provided. The scheme provides a stopper applied to an automobile rear suspension system, the stopper comprises a stopper rubber part and a hollow structure, and both sides of the hollow structure of the stopper are provided with bowl-shaped structures with gradually outwards enlarged diameters. By adopting the scheme, the riding comfort of the automobile can be greatly improved, the impact generated during the running of the automobile can be effectively buffered, and the cracking of the automobile body bracket caused by frequent impact can be avoided.

(2) Referring to patent number CN201320129625.9, the publication date is 2013, 09 and 11, and a rubber limiting block for an automobile suspension is provided. The metal base plate and rubber block combination structure comprises a metal base plate and rubber block combination, wherein a plurality of layers of metal base plate and rubber block combinations are overlapped. In the running process of the automobile, any rubber block is damaged or falls off, and other parts can be combined again to play roles of limiting, buffering and the like. The plurality of metal bottom plates are embedded in the rubber body, so that the rigidity of the rubber limiting block can be effectively improved. The through holes in the upper and lower directions in the middle of the middle metal supporting piece and the rubber body greatly improve the heat dissipation capacity of the rubber limiting block, so that the anti-aging capacity of the rubber piece is improved, the fatigue life of the rubber limiting block is finally prolonged, and the rubber limiting block is simple in structure and quite practical.

(3) Referring to patent number CN201520668900.3, the publication date is 2015, 12 months and 23 days, and the novel limiting block for the axle comprises an outer layer damping body, an inner layer damping body and a base plate; the outer layer shock absorber is sleeved outside the inner layer shock absorber; the outer layer shock absorber is higher than the inner layer shock absorber, and the elastic strength of the outer layer shock absorber is far lower than that of the inner layer shock absorber. This axle stopper simple structure, and set up inside and outside two-stage shock attenuation design, the vibration that outer shock absorber produced through less elastic strength can attenuate the vehicle effectively, simultaneously when the dynamic disturbance degree is great, the vibrations scope of the big elastic strength restriction axle of inlayer shock absorber accessible to it is great in the condition that the load is great or road conditions are relatively poor to have solved among the prior art, the impact force that the axle was jumped up is very big, in the moment of axle and stopper contact, will be bigger through the stopper transmission to the force on stopper support and the frame girder, thereby cause the technical problem that stopper support and connecting bolt damaged easily.

(4) CN 202310075254.9-a vehicle suspension vibration damping control method system and product, CN 200980143528.1-a vehicle vibration damping control device and a vehicle equipped with the vibration damping control device, etc. are all aimed at the improvement developed for reducing vibration and improving the comfort of passengers on the vehicle when the vehicle jolts, but not from the view of the safety of structural members such as axles, suspensions, etc., the comfort of passengers is opposite to the safety of structural members of the vehicle, the better the comfort is, the softer the vibration damping device is required (i.e. the rigidity of the suspension system is required to be reduced), at this time, the safety protection of the vibration damping system to the axle is weakest, the axle jolts very easily to break down the soft suspension system, and the rigid impact occurs with the vehicle frame. And the performance of a single system is adjusted, and multi-system linkage operation does not occur.

To sum up, the above disclosed prior patent schemes and the present application are greatly different, and the above schemes are focused on the performance improvement of the passive safety protection piece-rubber buffer block element, mainly improving the fatigue life of the rubber limiting block, avoiding the premature breaking failure, or taking the comfort of passengers as the premise, and not considering the safety of the vehicle. However, according to the information actually fed back by engineering, in the prior art, the rubber buffer block is inevitably broken, especially under heavy load or severe driving working conditions, and the rubber is aged due to erosion such as time lapse and rainwater, so that the rubber is broken instantly under the action of instant huge impact force. Moreover, unlike passenger vehicles, heavy duty work vehicles tend to have heavy duty components with very expensive travel systems and few occupants, and thus comfort should be considered as well as safety, and in some cases, ride comfort may even be a safety hazard to the vehicle in a short period of time. Therefore, the present application can provide more three-dimensional and effective protection for high-value frames, axles (especially for expensive electric drive axles), suspensions, and the like, in the presence of a jumping collision risk.

The foregoing details of the optional implementation manner of the embodiment of the present application have been described in detail with reference to the accompanying drawings, but the embodiment of the present application is not limited to the specific details of the foregoing implementation manner, and various simple modifications may be made to the technical solution of the embodiment of the present application within the scope of the technical concept of the embodiment of the present application, and these simple modifications all belong to the protection scope of the embodiment of the present application.

In addition, the specific features described in the foregoing embodiments may be combined in any suitable manner, and in order to avoid unnecessary repetition, various possible combinations are not described in detail in this application.

Moreover, any combination of the various embodiments of the present application may be made, so long as it does not deviate from the idea of the embodiment of the present application, and it should also be regarded as the disclosure of the embodiment of the present application.

Claims (10)

1. A crash protection module, comprising:

a plastic energy absorbing assembly (120);

the elastic buffer component (110) is arranged at one end of the plastic energy absorption component (120), and a controllable fluid medium (113) for adjusting the rigidity of the elastic buffer component (110) is arranged in the elastic buffer component (110); and

and the measuring assembly (130) is arranged on the plastic energy absorption assembly (120) and is used for detecting the plastic deformation of the plastic energy absorption assembly (120).

2. The crash protection module according to claim 1, wherein the elastic buffer assembly (110) comprises:

a fixing seat (111) connected with the plastic energy absorption component (120); and

the elastic capsule shell (112) is arranged on one side, far away from the plastic energy absorption assembly (120), of the fixing seat (111), the controllable fluid medium (113) is arranged in the elastic capsule shell (112), and the filling valve (114) is arranged on the elastic capsule shell (112).

3. The crash protection module according to claim 1 or 2, characterized in that the controllable fluid medium (113) is an elastic cement, magnetorheological fluid or gas with magnetic powder added.

4. The crash protection module according to claim 1, wherein the plastic energy absorber assembly (120) comprises:

a plastic energy absorbing body (121); and

the mounting plate (122) is arranged at one end of the plastic energy absorption body (121) close to the elastic buffer assembly (110) and is connected with the elastic buffer assembly (110);

the measuring assembly (130) is arranged at one end, far away from the elastic buffer assembly (110), of the plastic energy absorption body (121), and the measuring assembly (130) is used for measuring the distance from the mounting plate (122) to the reference surface.

5. The crash protection module according to claim 4, characterized in that the cross-section of the plastic energy absorbing body (121) is circular or polygonal in shape.

6. A chassis walking system, characterized by comprising a frame, wherein an axle, a suspension subsystem and a frame support (200) are arranged on the frame, the frame support (200) is positioned above the axle, and the collision protection module according to any one of claims 1-5 is arranged on the frame support (200);

wherein, the plastic energy absorbing component (120) is connected with the frame support (200) at one end far away from the elastic buffer component (110).

7. A chassis running system travel protection method applied to the chassis running system according to claim 6, the method comprising:

s100: according to the driving working condition, calculating the impact energy born by the axle;

s200: judging a running condition according to the impact energy and the load condition, and correspondingly adjusting the suspension rigidity of the suspension subsystem and the rigidity of the elastic buffer assembly (110) to protect the running condition;

s300: and when the measuring component (130) detects that the plastic deformation of the plastic energy absorbing component (120) is larger than a first preset value, sending out a warning signal to remind and/or control the chassis running system to decelerate, park or brake.

8. The chassis walking system running protection method according to claim 7, wherein the step S200 comprises:

s210: dividing the driving working condition into three dangerous grades of low risk, medium risk and high risk under the condition that the load condition is larger than a preset value;

s220: in case the risk level is at low risk, the current suspension stiffness of the suspension subsystem and the stiffness of the elastic damping assembly (110) are not adjusted;

s230: in case the risk level is at medium risk, raising the suspension stiffness of the suspension subsystem by m1% each time until the risk level turns to low risk;

s240: under the condition that the risk level is at high risk, lifting the suspension rigidity of the suspension subsystem by m2% each time, lifting the rigidity of the elastic buffer assembly (110) by n% simultaneously, keeping running for a period of t1, and judging whether the collision acceleration and the pulse frequency of the axle are larger than a second preset value or not;

s250: and executing the step S300 under the condition that the collision acceleration of the axle and the pulse frequency are larger than the second preset value, otherwise repeating the step S210.

9. The chassis walking system running protection method of claim 7, wherein the step S220 further comprises:

s221: the current suspension rigidity and the rigidity of the collision protection module (100) are stored, and the operation is continued for a period of time t 2;

s222: and (3) adjusting the suspension rigidity and the rigidity of the collision protection module (100) to rated values and continuously running, and repeating the step (100).

10. A vehicle comprising the chassis running system according to claim 6.