WO2023227008A1 - Vehicle damping system capable of quantitatively controlling damping force - Google Patents

Vehicle damping system capable of quantitatively controlling damping force Download PDF

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Publication number
WO2023227008A1
WO2023227008A1 PCT/CN2023/095938 CN2023095938W WO2023227008A1 WO 2023227008 A1 WO2023227008 A1 WO 2023227008A1 CN 2023095938 W CN2023095938 W CN 2023095938W WO 2023227008 A1 WO2023227008 A1 WO 2023227008A1
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WIPO (PCT)
Prior art keywords
cavity
vehicle
pressure
road condition
sliding sleeve
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PCT/CN2023/095938
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French (fr)
Chinese (zh)
Inventor
尹响玲
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深圳市家信信息科技开发有限公司
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Publication of WO2023227008A1 publication Critical patent/WO2023227008A1/en

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F9/00—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium
    • F16F9/02—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium using gas only or vacuum
    • F16F9/0209—Telescopic
    • F16F9/0218—Mono-tubular units
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F9/00—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium
    • F16F9/02—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium using gas only or vacuum
    • F16F9/0209—Telescopic
    • F16F9/0281—Details
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F9/00—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium
    • F16F9/32—Details
    • F16F9/3207—Constructional features
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F9/00—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium
    • F16F9/32—Details
    • F16F9/3207—Constructional features
    • F16F9/3221—Constructional features of piston rods
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F9/00—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium
    • F16F9/32—Details
    • F16F9/3207—Constructional features
    • F16F9/3235—Constructional features of cylinders
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F9/00—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium
    • F16F9/32—Details
    • F16F9/50—Special means providing automatic damping adjustment, i.e. self-adjustment of damping by particular sliding movements of a valve element, other than flexions or displacement of valve discs; Special means providing self-adjustment of spring characteristics
    • F16F9/512—Means responsive to load action, i.e. static load on the damper or dynamic fluid pressure changes in the damper, e.g. due to changes in velocity

Definitions

  • the invention belongs to the technical field of vehicle damping, and in particular relates to a vehicle damping system that can quantitatively control the damping intensity.
  • shock absorption strength cannot be adjusted. Different shock absorption strengths cannot be matched according to different road conditions. If the spring elasticity is too large on a flat road, it will cause the vehicle to shake up and down, which is not conducive to driving or riding safety. If the spring damping force is too large and the shock absorption strength is insufficient on uneven roads, it will cause the vehicle to bump, affect the comfort of the people on the vehicle, and accelerate the wear and tear of vehicle parts.
  • the purpose of the present invention is to provide a vehicle damping system that can quantitatively control the damping intensity, aiming to solve the problem in the prior art that vehicles cannot automatically adjust the damping intensity.
  • a vehicle damping system that can quantitatively control damping intensity includes a gear and a mounting shaft.
  • the mounting shaft is threaded on the gear along the axial direction of the gear.
  • the vehicle The shock absorbing system also includes frame longitudinal bars, upper sliding sleeves, lower sliding sleeves, fluid springs, pressure control devices, support rods and pressure sensors;
  • the bottom end of the frame longitudinal rod is fixedly connected to the top end of the upper sliding sleeve, the top end of the support rod is fixedly connected to the bottom end of the lower sliding sleeve, and the bottom end of the support rod is fixedly connected to the bottom end of the upper sliding sleeve.
  • the upper sliding sleeve has a first cavity inside, the bottom end of the first cavity has an opening, the upper sliding sleeve has a second cavity inside, and the top end of the second cavity has an opening, so The bottom end of the upper sliding sleeve and the top end of the lower sliding sleeve are nested in each other to form a guide structure for the upper sliding sleeve to slide up and down;
  • the pressure control device is used to control the fluid spring to output a required amount of elastic force
  • the top end of the fluid spring presses against the top wall of the first cavity, and its bottom end presses against the bottom wall of the second cavity;
  • the pressure sensor is sandwiched between the top end of the fluid spring and the top wall of the first cavity, or between the bottom end of the fluid spring and the bottom wall of the second cavity. ;
  • the pressure sensor is electrically connected to the pressure control device,
  • the pressure control device controls the pressure of the filling material inside the fluid spring according to the signal it receives from the pressure sensor, and then controls the fluid spring to output a corresponding elastic force.
  • the fluid spring includes a cylinder and a piston rod, the top end of the piston rod abuts the top wall of the first cavity; the cylinder is fixed on the bottom wall of the second cavity; Alternatively, the bottom end of the piston rod abuts the bottom wall of the second cavity; the cylinder is fixed on the top wall of the first cavity.
  • the vehicle shock absorbing system also includes a road condition detection device and a processor.
  • the road condition detection device and the pressure control device are both electrically connected to the processor; the road condition detection device is used to collect road condition information in front of the vehicle, and feeds the road condition information back to the processor, which stores a variety of road condition data and shock absorption solutions corresponding to various road conditions.
  • the processor combines the received road condition information with its internal road condition data. After matching, real-time road conditions are obtained.
  • the processor calls the damping scheme of the real-time road conditions and sends it to the pressure control device.
  • the pressure control device controls the fluid spring to output a corresponding elastic force according to the damping scheme.
  • the road condition detection device includes a visual acquisition module, which obtains road condition information by photographing the road surface.
  • the road condition detection device includes an acceleration sensor, which obtains road condition information by sensing changes in acceleration generated when the vehicle currently vibrates.
  • the processor is provided with a target elastic force value.
  • the controller controls the pressure control device to output the corresponding pressure compression value.
  • the coil spring is used to produce the corresponding deformation amount.
  • the fluid spring is a gas spring
  • the pressure control device controls the elastic force output by the gas spring by controlling the air pressure of the gas inside the gas spring.
  • the fluid spring is a hydraulic spring
  • the pressure control device controls the elastic force output by the hydraulic spring by controlling the pressure of the liquid inside the hydraulic spring.
  • the invention provides a vehicle damping system that can quantitatively control the damping intensity and is provided with a pressure sensor, a pressure control device and a fluid spring.
  • the pressure sensor detects that the pressure value is less than the set pressure value, it indicates that the shock absorption strength is insufficient.
  • the pressure control device can control the fluid spring to increase the elastic force and increase the shock absorption strength to reduce the risk of damage due to long-term use of the fluid spring. The impact of reduced elasticity.
  • the pressure control device can control the fluid spring damper. Small output elastic force to ensure shock absorption effect. It can be seen that the present invention can automatically and quantitatively control the damping intensity, saving vehicle maintenance costs and reducing inconvenience caused by vehicle maintenance.
  • Figure 1 is an exploded structural diagram of a vehicle damping system that can quantitatively control damping intensity provided in Embodiment 1 of the present invention
  • Figure 2 is a schematic diagram of the fluid spring of the vehicle damping system shown in Figure 1 when the force acting on the upper sliding sleeve is small;
  • Figure 3 is a schematic diagram of the pressure sensor of the vehicle damping system shown in Figure 1 installed on the bottom wall of the lower sliding sleeve;
  • Figure 4 is a schematic diagram of the fluid spring of the vehicle damping system shown in Figure 1 when the force exerted on the upper sliding sleeve is relatively large;
  • Figure 5 is a schematic diagram of the vehicle shock absorbing system provided in Embodiment 2 of the present invention when the fluid spring exerts a small force on the lower sliding sleeve;
  • FIG. 6 is a schematic diagram of the vehicle shock absorbing system provided in Embodiment 2 of the present invention when the fluid spring exerts a large force on the lower sliding sleeve.
  • connection should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a direct connection, or it can be connected through Intermediaries are indirectly connected, which can be internal connections between two components.
  • connection can be understood in a case-by-case basis.
  • Figures 1 and 2 illustrates a vehicle damping system that can quantitatively control the damping intensity provided in the first embodiment, including a gear 1, a mounting shaft 2, a frame longitudinal rod 3, and an upper sliding sleeve 4 , lower sliding sleeve 5, fluid spring 6, support rod 7, pressure sensor 8, air pressure control device 9 and processor.
  • the installation shaft 2 is passed through the gear 1 along the axial direction of the gear.
  • the bottom end of the frame longitudinal rod 3 is fixedly connected to the top end of the upper sliding sleeve 4.
  • the top end of the support rod 7 is fixed to the bottom end of the lower sliding sleeve 5. connection, the bottom end of the support rod 7 is rotationally connected to the installation shaft 2.
  • the upper sliding sleeve 4 has a first cavity 40 inside, and the bottom end of the first cavity 40 has an opening.
  • the lower sliding sleeve 5 has a second cavity 50 inside, and the top of the second cavity 50 has an opening.
  • the upper sliding sleeve The bottom end of the barrel 4 and the top end of the lower sliding sleeve 5 are nested in each other to form a guide structure for the upper sliding sleeve 4 to slide up and down.
  • the fluid spring 6 includes a cylinder 61 and a piston rod 62.
  • the top of the piston rod 62 abuts the top wall of the first cavity 40; the cylinder 61 is fixed on the bottom wall of the second cavity 50.
  • the fluid spring 6 is a gas spring, and the pressure control device 9 controls the pressure of the piston rod 62 against the top wall of the first cavity 40 by controlling the air pressure inside the cylinder 61 .
  • the fluid spring 6 can also be a hydraulic spring, and the pressure control device 9 controls the elastic force output by the hydraulic spring by controlling the liquid pressure inside the hydraulic spring cylinder.
  • the pressure sensor 8 is sandwiched between the top end of the piston rod 62 of the fluid spring 6 and the top wall of the first cavity. Alternatively, as shown in Figure 3, the pressure sensor 8 can also be sandwiched between the cylinder 61 of the fluid spring 6. between the bottom end and the bottom wall of the second cavity 50 .
  • the pressure sensor 8 is electrically connected to the pressure control device 9 .
  • the pressure control device 9 controls the pressure of the filling (gas or liquid) inside the cylinder 61 according to the signal it receives from the pressure sensor 8, and then controls the fluid spring 6 to output the corresponding elastic force (that is, the piston rod 62 presses against the upper sliding sleeve The pressure on the top wall of the first cavity 40 of the cylinder 4).
  • the pressure control device 9 can control the fluid spring 6 to increase the elastic force (as shown in Figure 4), that is, the filler exerts pressure on the piston rod.
  • the force of 62 increases, the piston rod 62 extends upward, the upper sliding sleeve 4 and the lower sliding sleeve 5 have a longer sliding stroke, and the shock absorption strength increases, thereby reducing the long-term use of the fluid spring 6 The impact of weakened back elasticity.
  • the pressure control device 9 can The fluid spring 6 is controlled to reduce the output elastic force, that is, the force of the filler on the piston rod 61 is reduced, and the force of the piston rod 61 on the top wall of the upper sliding sleeve 4 is reduced, thereby ensuring the shock absorption effect.
  • this embodiment can automatically and quantitatively control the shock absorption intensity, saving vehicle maintenance costs and reducing the inconvenience caused by vehicle maintenance.
  • the vehicle shock absorbing system of this embodiment also includes a road condition detection device and a processor.
  • the road condition detection device is a visual acquisition module, and the visual acquisition module obtains road condition information by photographing the road surface.
  • the road condition detection device may also use an acceleration sensor.
  • the acceleration sensor obtains road condition information by sensing acceleration changes caused by the current vibration of the vehicle. For example, when the acceleration change is large, the road surface is uneven, and when the acceleration change is small, the road surface is relatively flat, that is, the greater the acceleration change, the more uneven the road surface is.
  • the road condition detection device feeds back the road condition information to the processor.
  • the processor stores a variety of road condition data and shock absorption solutions corresponding to various road conditions.
  • the processor matches the received road condition information with its internal road condition data to obtain real-time According to the road conditions, the processor calls the shock absorption plan of the real-time road conditions and sends it to the pressure control device.
  • the pressure control device controls the fluid spring 6 to output the corresponding elastic force according to the shock absorption plan.
  • the best damping solution can be automatically selected according to different road conditions. It can avoid problems such as vehicle bumps caused by a mismatch between shock absorption strength and road conditions, affecting the comfort of people on board and accelerating the wear and tear of vehicle parts.
  • Embodiment 2 is a diagrammatic representation of Embodiment 1:
  • the top end of the piston rod 62 in this embodiment abuts the bottom wall of the second cavity 50 of the lower sliding sleeve 5; the cylinder 61 is fixed on the top wall of the first cavity 40 of the upper sliding sleeve 4.
  • the vehicle damping system of this embodiment has the technical effects of the vehicle damping system of Embodiment 1, which will not be described again here.
  • the vehicle damping system of the present invention that can quantitatively control the damping intensity can be applied to bicycles, motor vehicles, cargo trolleys, toy cars and other types of vehicles.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

A vehicle damping system capable of quantitatively controlling a damping force comprises a gear (1) and a mounting shaft (2). The mounting shaft (2) penetrates the gear (1) in an axial direction of the gear (1). The vehicle damping system further comprises a frame longitudinal rod (3), an upper sliding sleeve (4), a lower sliding sleeve (5), a fluid spring (6), a pressure control device (9), a support rod (7) and a pressure sensor (8). When a pressure value detected by the pressure sensor (8) is less than a set pressure value, the damping force is insufficient, and in this case, the pressure control device (9) can control the fluid spring (6) to increase an elastic force and increase the damping force, so as to reduce effects caused by weakening of the elastic force after the fluid spring (6) is used for a long time. The vehicle damping system can automatically control the damping force quantitatively, so as to save on the maintenance cost of a vehicle and reduce inconvenience caused by vehicle maintenance.

Description

可量化控制减震力度的车辆减震***Vehicle damping system that can quantitatively control damping intensity 技术领域Technical field
 本发明属于车辆减震技术领域，尤其涉及一种可量化控制减震力度的车辆减震***。The invention belongs to the technical field of vehicle damping, and in particular relates to a vehicle damping system that can quantitatively control the damping intensity.
背景技术Background technique
 为了提高车辆行驶或骑行过程中的舒适度，减少因震动对车辆零件的磨损，一般的车辆都配置有减震***。然而，减震***经过长时间使用后，由于起缓冲作用的部件的弹力会减弱，从而导致减震能力也逐渐减弱。目前对于此类情况，只好通过维修手段来矫正或更换缓冲部件。这显然会增加维修成本，并且也影响车辆的正常使用。In order to improve the comfort during vehicle driving or riding and reduce the wear and tear on vehicle parts due to vibration, most vehicles are equipped with a shock absorption system. However, after long-term use of the shock-absorbing system, the elasticity of the buffering components will weaken, resulting in a gradual weakening of the shock-absorbing capability. At present, for such situations, the only way to correct or replace the buffer parts is through maintenance methods. This will obviously increase maintenance costs and also affect the normal use of the vehicle.
 另一方面，车辆在行驶或骑行过程中，会遇到平坦、泥泞、凸凹不平等多种路面。对于不同的路面，对车辆减震要求不同。比如，对于凸凹不平的路面则需要较大的减震力度，而对于平坦的路面，则只需要很小的减震力度。On the other hand, vehicles will encounter a variety of uneven road surfaces including flat, muddy, and uneven surfaces while driving or riding. Different road surfaces have different shock absorption requirements for vehicles. For example, for uneven road surfaces, a greater shock absorption force is required, while for flat roads, only a small shock absorption force is required.
 目前的车辆出厂后，其减震力度不能调节。不能根据不同的路况匹配不同的减震力度。如果在平坦的路面，弹簧弹性过大，会导致车辆上下晃动，不利于行驶或骑行安全。如果在凸凹不平的路面，弹簧阻尼力过大，减震力度不足，则会导致车辆颠簸，影响车上人员的舒适度，并且会加快车辆零件的损耗速度。After the current vehicle leaves the factory, its shock absorption strength cannot be adjusted. Different shock absorption strengths cannot be matched according to different road conditions. If the spring elasticity is too large on a flat road, it will cause the vehicle to shake up and down, which is not conducive to driving or riding safety. If the spring damping force is too large and the shock absorption strength is insufficient on uneven roads, it will cause the vehicle to bump, affect the comfort of the people on the vehicle, and accelerate the wear and tear of vehicle parts.
发明内容Contents of the invention
 本发明的目的在于提供一种可量化控制减震力度的车辆减震***，旨在解决现有技术中的车辆不能自动调节减震力度的问题。The purpose of the present invention is to provide a vehicle damping system that can quantitatively control the damping intensity, aiming to solve the problem in the prior art that vehicles cannot automatically adjust the damping intensity.
 本发明是这样实现的，一种可量化控制减震力度的车辆减震***，包括齿轮以及安装轴，所述安装轴沿所述齿轮的轴向方向穿设于所述齿轮上，所述车辆减震***还包括车架纵杆、上滑动套筒、下滑动套筒、流体式弹簧、压力控制装置、支撑杆以及压力传感器；The present invention is implemented in this way. A vehicle damping system that can quantitatively control damping intensity includes a gear and a mounting shaft. The mounting shaft is threaded on the gear along the axial direction of the gear. The vehicle The shock absorbing system also includes frame longitudinal bars, upper sliding sleeves, lower sliding sleeves, fluid springs, pressure control devices, support rods and pressure sensors;
所述车架纵杆的底端与所述上滑动套筒的顶端固定连接，所述支撑杆的顶端与所述下滑动套筒的底端固定连接，所述支撑杆的底端与所述安装轴转动连接；The bottom end of the frame longitudinal rod is fixedly connected to the top end of the upper sliding sleeve, the top end of the support rod is fixedly connected to the bottom end of the lower sliding sleeve, and the bottom end of the support rod is fixedly connected to the bottom end of the upper sliding sleeve. Install shaft rotation connection;
所述上滑动套筒内部具有第一腔体，所述第一腔体的底端具有开口，所述上滑动套筒内部具有第二腔体，所述第二腔体的顶端具有开口，所述上滑动套筒的底端与所述下滑动套筒的顶端相互嵌套，构成供所述上滑动套筒上下滑动的导向结构；The upper sliding sleeve has a first cavity inside, the bottom end of the first cavity has an opening, the upper sliding sleeve has a second cavity inside, and the top end of the second cavity has an opening, so The bottom end of the upper sliding sleeve and the top end of the lower sliding sleeve are nested in each other to form a guide structure for the upper sliding sleeve to slide up and down;
所述压力控制装置用于控制所述流体式弹簧输出所需大小的弹力；The pressure control device is used to control the fluid spring to output a required amount of elastic force;
所述流体式弹簧的顶端顶压所述第一腔体的顶壁，其底端顶压所述第二腔体的底壁；The top end of the fluid spring presses against the top wall of the first cavity, and its bottom end presses against the bottom wall of the second cavity;
所述压力传感器夹置于所述流体式弹簧的顶端与第一腔体的顶壁之间，或者，夹置于所述流体式弹簧的底端与所述第二腔体的底壁之间；所述压力传感器与所述压力控制装置电连接，The pressure sensor is sandwiched between the top end of the fluid spring and the top wall of the first cavity, or between the bottom end of the fluid spring and the bottom wall of the second cavity. ;The pressure sensor is electrically connected to the pressure control device,
所述压力控制装置根据其接收到的所述压力传感器的信号，控制所述流体式弹簧内部填充物的压力，进而控制所述流体式弹簧输出相应的弹力。The pressure control device controls the pressure of the filling material inside the fluid spring according to the signal it receives from the pressure sensor, and then controls the fluid spring to output a corresponding elastic force.
 进一步的，所述流体式弹簧包括缸体以及活塞杆，所述活塞杆的顶端抵顶所述第一腔体的顶壁；所述缸体固定在所述第二腔体的底壁上；或者，所述活塞杆的底端抵顶所述第二腔体的底壁；所述缸体固定在所述第一腔体的顶壁上。Further, the fluid spring includes a cylinder and a piston rod, the top end of the piston rod abuts the top wall of the first cavity; the cylinder is fixed on the bottom wall of the second cavity; Alternatively, the bottom end of the piston rod abuts the bottom wall of the second cavity; the cylinder is fixed on the top wall of the first cavity.
 进一步的，所述车辆减震***还包括路况检测装置以及处理器，所述路况检测装置以及压力控制装置均与所述处理器电连接；所述路况检测装置用于采集车辆前方的路况信息，并将路况信息反馈给所述处理器，所述处理器内存储有多种路况数据以及与各种路况分别对应的减震方案，所述处理器将接收到的路况信息与其内部的路况数据进行匹配，得到实时路况，所述处理器调用所述实时路况的减震方案发送至所述压力控制装置，所述压力控制装置根据所述减震方案控制所述流体式弹簧输出相应大小的弹力。Further, the vehicle shock absorbing system also includes a road condition detection device and a processor. The road condition detection device and the pressure control device are both electrically connected to the processor; the road condition detection device is used to collect road condition information in front of the vehicle, and feeds the road condition information back to the processor, which stores a variety of road condition data and shock absorption solutions corresponding to various road conditions. The processor combines the received road condition information with its internal road condition data. After matching, real-time road conditions are obtained. The processor calls the damping scheme of the real-time road conditions and sends it to the pressure control device. The pressure control device controls the fluid spring to output a corresponding elastic force according to the damping scheme.
 进一步的，所述路况检测装置包括视觉采集模块，所述视觉采集模块通过拍摄路面得到路况信息。Further, the road condition detection device includes a visual acquisition module, which obtains road condition information by photographing the road surface.
 进一步的，所述路况检测装置包括加速度传感器，所述加速度传感器通过感应车辆当前震动时产生的加速度变化，得到路况信息。Further, the road condition detection device includes an acceleration sensor, which obtains road condition information by sensing changes in acceleration generated when the vehicle currently vibrates.
 进一步的，所述处理器内设有目标弹力值，当所述压力传感器检测到的压力值小于或大于所述目标弹力值时，所述控制器控制所述压力控制装置输出相应的压力压缩所述螺旋弹簧，使其产生相应的形变量。Further, the processor is provided with a target elastic force value. When the pressure value detected by the pressure sensor is less than or greater than the target elastic force value, the controller controls the pressure control device to output the corresponding pressure compression value. The coil spring is used to produce the corresponding deformation amount.
 进一步的，所述流体式弹簧为气弹簧，所述压力控制装置通过控制气弹簧内部的气体的气压，控制气弹簧输出的弹力大小。Further, the fluid spring is a gas spring, and the pressure control device controls the elastic force output by the gas spring by controlling the air pressure of the gas inside the gas spring.
 进一步的，所述流体式弹簧为液压弹簧，所述压力控制装置通过控制液压弹簧内部液体的压力，控制液压弹簧输出的弹力大小。Further, the fluid spring is a hydraulic spring, and the pressure control device controls the elastic force output by the hydraulic spring by controlling the pressure of the liquid inside the hydraulic spring.
 本发明与现有技术相比，有益效果在于：Compared with the existing technology, the beneficial effects of this invention are:
本发明提供了一种可量化控制减震力度的车辆减震***，设有压力传感器、压力控制装置以及流体式弹簧。当压力传感器检测到压力值小于设定的压力值时，表示减震力度不足，此时压力控制装置可控制流体式弹簧增加弹力，增大减震力度，以削减由于流体式弹簧长时间使用后弹力减弱所带来的影响。当压力传感器检测到压力值大于设定值时，表示流体式弹簧弹力过大，阻尼力过大，起不到减震效果，车辆容易产生震动，此时，压力控制装置可控制流体式弹簧减小输出的弹力，从而保证减震效果。可见，本发明能自动量化控制减震力度，节省了车辆的维护成本以及减少了因车辆维护所带来的不便。The invention provides a vehicle damping system that can quantitatively control the damping intensity and is provided with a pressure sensor, a pressure control device and a fluid spring. When the pressure sensor detects that the pressure value is less than the set pressure value, it indicates that the shock absorption strength is insufficient. At this time, the pressure control device can control the fluid spring to increase the elastic force and increase the shock absorption strength to reduce the risk of damage due to long-term use of the fluid spring. The impact of reduced elasticity. When the pressure sensor detects that the pressure value is greater than the set value, it means that the elastic force of the fluid spring is too large and the damping force is too large to achieve the shock absorption effect. The vehicle is prone to vibration. At this time, the pressure control device can control the fluid spring damper. Small output elastic force to ensure shock absorption effect. It can be seen that the present invention can automatically and quantitatively control the damping intensity, saving vehicle maintenance costs and reducing inconvenience caused by vehicle maintenance.
附图说明Description of the drawings
 图1是本发明实施例一提供的一种可量化控制减震力度的车辆减震***的分解结构图；Figure 1 is an exploded structural diagram of a vehicle damping system that can quantitatively control damping intensity provided in Embodiment 1 of the present invention;
图2是图1所示车辆减震***的流体式弹簧对上滑动套筒的作用力较小时的示意图；Figure 2 is a schematic diagram of the fluid spring of the vehicle damping system shown in Figure 1 when the force acting on the upper sliding sleeve is small;
图3是图1所示车辆减震***的压力传感器安装在下滑动套筒的底壁上的示意图；Figure 3 is a schematic diagram of the pressure sensor of the vehicle damping system shown in Figure 1 installed on the bottom wall of the lower sliding sleeve;
图4是图1所示车辆减震***的流体式弹簧对上滑动套筒的作用力较大时的示意图；Figure 4 is a schematic diagram of the fluid spring of the vehicle damping system shown in Figure 1 when the force exerted on the upper sliding sleeve is relatively large;
图5是本发明实施例二提供的车辆减震***的流体式弹簧对下滑动套筒的作用力较小时的示意图；Figure 5 is a schematic diagram of the vehicle shock absorbing system provided in Embodiment 2 of the present invention when the fluid spring exerts a small force on the lower sliding sleeve;
图6是本发明实施例二提供的车辆减震***的流体式弹簧对下滑动套筒的作用力较大时的示意图。6 is a schematic diagram of the vehicle shock absorbing system provided in Embodiment 2 of the present invention when the fluid spring exerts a large force on the lower sliding sleeve.
   具体实施方式 Detailed ways
为了使本发明的目的、技术方案及优点更加清楚明白，以下结合附图及实施例，对本发明进行进一步详细说明。应当理解，此处所描述的具体实施例仅仅用以解释本发明，并不用于限定本发明。In order to make the purpose, technical solutions and advantages of the present invention more clear, the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described here are only used to explain the present invention and are not intended to limit the present invention.
 在本发明的描述中，需要说明的是，术语“中心”、“上”、“下”、“左”、“右”、“竖直”、“水平”、“内”、“外”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本发明和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本发明的限制；术语“第一”、“第二”、“第三”仅用于描述目的，而不能理解为指示或暗示相对重要性；此外，除非另有明确的规定和限定，术语“安装”、“相连”、“连接”应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或一体地连接；可以是直接相连，也可以通过中间媒介间接相连，可以是两个部件内部的连通。对于本领域的普通技术人员而言，可以具体情况理解上述术语在本发明中的具体含义。In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. The indicated orientation or positional relationship is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present invention and simplifying the description. It does not indicate or imply that the device or element referred to must have a specific orientation or a specific orientation. construction and operation, and therefore cannot be construed as limitations of the present invention; the terms "first", "second" and "third" are used for descriptive purposes only and cannot be construed as indicating or implying relative importance; in addition, unless otherwise stated For clear provisions and limitations, the terms "installation", "connection" and "connection" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a direct connection, or it can be connected through Intermediaries are indirectly connected, which can be internal connections between two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood on a case-by-case basis.
 实施例一：Example 1:
请参看图1及图2，示出了本实施例一提供的一种可量化控制减震力度的车辆减震***，包括齿轮1、安装轴2、车架纵杆3、上滑动套筒4、下滑动套筒5、流体式弹簧6、支撑杆7、压力传感器8、气压控制装置9以及处理器。Please refer to Figures 1 and 2, which illustrates a vehicle damping system that can quantitatively control the damping intensity provided in the first embodiment, including a gear 1, a mounting shaft 2, a frame longitudinal rod 3, and an upper sliding sleeve 4 , lower sliding sleeve 5, fluid spring 6, support rod 7, pressure sensor 8, air pressure control device 9 and processor.
 安装轴2沿齿轮的轴向方向穿设于齿轮1上，车架纵杆3的底端与上滑动套筒4的顶端固定连接，支撑杆7的顶端与下滑动套筒5的底端固定连接，支撑杆7的底端与安装轴2转动连接。The installation shaft 2 is passed through the gear 1 along the axial direction of the gear. The bottom end of the frame longitudinal rod 3 is fixedly connected to the top end of the upper sliding sleeve 4. The top end of the support rod 7 is fixed to the bottom end of the lower sliding sleeve 5. connection, the bottom end of the support rod 7 is rotationally connected to the installation shaft 2.
 上滑动套筒4内部具有第一腔体40，第一腔体40的底端具有开口，下滑动套筒5内部具有第二腔体50，第二腔体50的顶端具有开口，上滑动套筒4的底端与下滑动套筒5的顶端相互嵌套，构成供上滑动套筒4上、下滑动的导向结构。The upper sliding sleeve 4 has a first cavity 40 inside, and the bottom end of the first cavity 40 has an opening. The lower sliding sleeve 5 has a second cavity 50 inside, and the top of the second cavity 50 has an opening. The upper sliding sleeve The bottom end of the barrel 4 and the top end of the lower sliding sleeve 5 are nested in each other to form a guide structure for the upper sliding sleeve 4 to slide up and down.
 流体式弹簧6包括缸体61以及活塞杆62，活塞杆62的顶端抵顶第一腔体40的顶壁；缸体61固定在第二腔体50的底壁上。流体式弹簧6为气弹簧，压力控制装置9通过控制气缸体61内部的气压，控制活塞杆62抵顶第一腔体40顶壁的压力大小。The fluid spring 6 includes a cylinder 61 and a piston rod 62. The top of the piston rod 62 abuts the top wall of the first cavity 40; the cylinder 61 is fixed on the bottom wall of the second cavity 50. The fluid spring 6 is a gas spring, and the pressure control device 9 controls the pressure of the piston rod 62 against the top wall of the first cavity 40 by controlling the air pressure inside the cylinder 61 .
 在其他实施方式中，流体式弹簧6也可以采用液压弹簧，压力控制装置9通过控制液压弹簧缸体内部的液体压力，控制液压弹簧输出的弹力大小。In other embodiments, the fluid spring 6 can also be a hydraulic spring, and the pressure control device 9 controls the elastic force output by the hydraulic spring by controlling the liquid pressure inside the hydraulic spring cylinder.
 压力传感器8夹置于流体式弹簧6的活塞杆62顶端与第一腔体的顶壁之间，或者，如图3所示，压力传感器8也可夹置于流体式弹簧6的缸体61底端与第二腔体50的底壁之间。所述压力传感器8与压力控制装置9电连接。The pressure sensor 8 is sandwiched between the top end of the piston rod 62 of the fluid spring 6 and the top wall of the first cavity. Alternatively, as shown in Figure 3, the pressure sensor 8 can also be sandwiched between the cylinder 61 of the fluid spring 6. between the bottom end and the bottom wall of the second cavity 50 . The pressure sensor 8 is electrically connected to the pressure control device 9 .
 压力控制装置9根据其接收到的压力传感器8的信号，控制缸体61内部填充物（气体或液体）的压力，进而控制流体式弹簧6输出相应的弹力（即活塞杆62抵顶上滑动套筒4第一腔体40顶壁的压力大小）。The pressure control device 9 controls the pressure of the filling (gas or liquid) inside the cylinder 61 according to the signal it receives from the pressure sensor 8, and then controls the fluid spring 6 to output the corresponding elastic force (that is, the piston rod 62 presses against the upper sliding sleeve The pressure on the top wall of the first cavity 40 of the cylinder 4).
 当压力传感器8检测到压力值小于设定的压力值时，表示减震力度不足，此时压力控制装置9可控制流体式弹簧6增加弹力（如图4所示），即填充物对活塞杆62的作用力增大，活塞杆62向上伸长，上滑动套筒4与下滑动套筒5具有较长的滑动行程一，减震力度增大，从而可削减由于流体式弹簧6长时间使用后弹力减弱所带来的影响。When the pressure sensor 8 detects that the pressure value is less than the set pressure value, it indicates that the shock absorption strength is insufficient. At this time, the pressure control device 9 can control the fluid spring 6 to increase the elastic force (as shown in Figure 4), that is, the filler exerts pressure on the piston rod. The force of 62 increases, the piston rod 62 extends upward, the upper sliding sleeve 4 and the lower sliding sleeve 5 have a longer sliding stroke, and the shock absorption strength increases, thereby reducing the long-term use of the fluid spring 6 The impact of weakened back elasticity.
 反之，当压力传感器8检测到压力值大于设定值时，表示流体式弹簧6弹力过大，阻尼力过大，起不到减震效果，车辆容易产生震动，此时，压力控制装置9可控制流体式弹簧6减小输出的弹力，即填充物对活塞杆61的作用力减小，活塞杆61对上滑动套筒4顶壁的作用力减小，从而保证减震效果。On the contrary, when the pressure sensor 8 detects that the pressure value is greater than the set value, it means that the elastic force of the fluid spring 6 is too large and the damping force is too large to achieve the shock absorption effect, and the vehicle is prone to vibration. At this time, the pressure control device 9 can The fluid spring 6 is controlled to reduce the output elastic force, that is, the force of the filler on the piston rod 61 is reduced, and the force of the piston rod 61 on the top wall of the upper sliding sleeve 4 is reduced, thereby ensuring the shock absorption effect.
 可见，本实施例能自动量化控制减震力度，节省了车辆的维护成本以及减少了因车辆维护所带来的不便。It can be seen that this embodiment can automatically and quantitatively control the shock absorption intensity, saving vehicle maintenance costs and reducing the inconvenience caused by vehicle maintenance.
 进一步的，本实施例的车辆减震***还包括路况检测装置以及处理器，于本实施例中，路况检测装置为视觉采集模块，视觉采集模块通过拍摄路面得到路况信息。在其他实施方式中，路况检测装置也可以采用加速度传感器，加速度传感器通过感应车辆当前震动时产生的加速度变化，得到路况信息，。例如，加速度变化较大时，路面为凹凸不平的路面，加速度变化较小时，路面较为平坦，即加速度变化越大，表示路面越不平坦。Furthermore, the vehicle shock absorbing system of this embodiment also includes a road condition detection device and a processor. In this embodiment, the road condition detection device is a visual acquisition module, and the visual acquisition module obtains road condition information by photographing the road surface. In other embodiments, the road condition detection device may also use an acceleration sensor. The acceleration sensor obtains road condition information by sensing acceleration changes caused by the current vibration of the vehicle. For example, when the acceleration change is large, the road surface is uneven, and when the acceleration change is small, the road surface is relatively flat, that is, the greater the acceleration change, the more uneven the road surface is.
 路况检测装置将路况信息反馈给处理器，处理器内存储有多种路况数据以及与各种路况分别对应的减震方案，处理器将接收到的路况信息与其内部的路况数据进行匹配，得到实时路况，处理器调用实时路况的减震方案，发送至所述压力控制装置，压力控制装置根据减震方案控制流体式弹簧6输出相应的弹力。The road condition detection device feeds back the road condition information to the processor. The processor stores a variety of road condition data and shock absorption solutions corresponding to various road conditions. The processor matches the received road condition information with its internal road condition data to obtain real-time According to the road conditions, the processor calls the shock absorption plan of the real-time road conditions and sends it to the pressure control device. The pressure control device controls the fluid spring 6 to output the corresponding elastic force according to the shock absorption plan.
 本实施例通过将路况检测装置设置于车辆减震***中，可自动根据不同的路况，选择最佳的的减震方案。可避免减震力度与路况不匹配，而导致的车辆颠簸、影响车上人员的舒适度以及加快车辆零件损耗速度的问题。In this embodiment, by setting the road condition detection device in the vehicle damping system, the best damping solution can be automatically selected according to different road conditions. It can avoid problems such as vehicle bumps caused by a mismatch between shock absorption strength and road conditions, affecting the comfort of people on board and accelerating the wear and tear of vehicle parts.
 实施例二：Embodiment 2:
请参看图5及图6，本实施例提供了另一种可量化控制减震力度的车辆减震***，本实施例与实施例一的不同之处在于：Please refer to Figures 5 and 6. This embodiment provides another vehicle damping system that can quantitatively control the damping intensity. The differences between this embodiment and Embodiment 1 are:
本实施例的活塞杆62的顶端抵顶下滑动套筒5的第二腔体50的底壁；缸体61固定在上滑动套筒4的第一腔体40的顶壁上。The top end of the piston rod 62 in this embodiment abuts the bottom wall of the second cavity 50 of the lower sliding sleeve 5; the cylinder 61 is fixed on the top wall of the first cavity 40 of the upper sliding sleeve 4.
 同样的，本实施例的车辆减震***具备实施例一的车辆减震***的技术效果，在此不再赘述。Similarly, the vehicle damping system of this embodiment has the technical effects of the vehicle damping system of Embodiment 1, which will not be described again here.
 本发明的可量化控制减震力度的车辆减震***可应用于自行车、机动车、载物小车、玩具车等类型的车辆中。The vehicle damping system of the present invention that can quantitatively control the damping intensity can be applied to bicycles, motor vehicles, cargo trolleys, toy cars and other types of vehicles.
 以上所述仅为本发明的较佳实施例而已，并不用以限制本发明，凡在本发明的精神和原则之内所作的任何修改、等同替换和改进等，均应包含在本发明的保护范围之内。The above descriptions are only preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention shall be included in the protection of the present invention. within the range.

Claims (8)

  1.  一种可量化控制减震力度的车辆减震***，包括齿轮以及安装轴，所述安装轴沿所述齿轮的轴向方向穿设于所述齿轮上，其特征在于，所述车辆减震***还包括车架纵杆、上滑动套筒、下滑动套筒、流体式弹簧、压力控制装置、支撑杆以及压力传感器；A vehicle damping system that can quantitatively control the damping force includes a gear and a mounting shaft. The mounting shaft is threaded on the gear along the axial direction of the gear. It is characterized in that the vehicle damping system Also includes frame rails, upper sliding sleeves, lower sliding sleeves, fluid springs, pressure control devices, support rods and pressure sensors;
    所述车架纵杆的底端与所述上滑动套筒的顶端固定连接，所述支撑杆的顶端与所述下滑动套筒的底端固定连接，所述支撑杆的底端与所述安装轴转动连接；The bottom end of the frame longitudinal rod is fixedly connected to the top end of the upper sliding sleeve, the top end of the support rod is fixedly connected to the bottom end of the lower sliding sleeve, and the bottom end of the support rod is fixedly connected to the bottom end of the upper sliding sleeve. Install shaft rotation connection;
    所述上滑动套筒内部具有第一腔体，所述第一腔体的底端具有开口，所述上滑动套筒内部具有第二腔体，所述第二腔体的顶端具有开口，所述上滑动套筒的底端与所述下滑动套筒的顶端相互嵌套，构成供所述上滑动套筒上下滑动的导向结构；The upper sliding sleeve has a first cavity inside, the bottom end of the first cavity has an opening, the upper sliding sleeve has a second cavity inside, and the top end of the second cavity has an opening, so The bottom end of the upper sliding sleeve and the top end of the lower sliding sleeve are nested in each other to form a guide structure for the upper sliding sleeve to slide up and down;
    所述压力控制装置用于控制所述流体式弹簧输出所需大小的弹力；The pressure control device is used to control the fluid spring to output a required amount of elastic force;
    所述流体式弹簧的顶端顶压所述第一腔体的顶壁，其底端顶压所述第二腔体的底壁；The top end of the fluid spring presses against the top wall of the first cavity, and its bottom end presses against the bottom wall of the second cavity;
    所述压力传感器夹置于所述流体式弹簧的顶端与第一腔体的顶壁之间，或者，夹置于所述流体式弹簧的底端与所述第二腔体的底壁之间；所述压力传感器与所述压力控制装置电连接，The pressure sensor is sandwiched between the top end of the fluid spring and the top wall of the first cavity, or between the bottom end of the fluid spring and the bottom wall of the second cavity. ;The pressure sensor is electrically connected to the pressure control device,
    所述压力控制装置根据其接收到的所述压力传感器的信号，控制所述流体式弹簧内部填充物的压力，进而控制所述流体式弹簧输出相应的弹力。The pressure control device controls the pressure of the filling material inside the fluid spring according to the signal it receives from the pressure sensor, and then controls the fluid spring to output a corresponding elastic force.
  2.  如权利要求1所述的车辆减震***，其特征在于，所述流体式弹簧包括缸体以及活塞杆，所述活塞杆的顶端抵顶所述第一腔体的顶壁；所述缸体固定在所述第二腔体的底壁上；或者，所述活塞杆的底端抵顶所述第二腔体的底壁；所述缸体固定在所述第一腔体的顶壁上。The vehicle shock absorbing system according to claim 1, wherein the fluid spring includes a cylinder and a piston rod, the top end of the piston rod abuts the top wall of the first cavity; the cylinder Fixed on the bottom wall of the second cavity; alternatively, the bottom end of the piston rod abuts the bottom wall of the second cavity; the cylinder is fixed on the top wall of the first cavity .
  3.  如权利要求1或2所述的车辆减震***，其特征在于，所述车辆减震***还包括路况检测装置以及处理器，所述路况检测装置以及压力控制装置均与所述处理器电连接；所述路况检测装置用于采集的路况信息，并将路况信息反馈给所述处理器，所述处理器内存储有多种路况数据以及与各种路况分别对应的减震方案，所述处理器将接收到的路况信息与其内部的路况数据进行匹配，得到实时路况，所述处理器调用所述实时路况的减震方案发送至所述压力控制装置，所述压力控制装置根据所述减震方案控制所述流体式弹簧输出相应大小的弹力。The vehicle shock absorbing system according to claim 1 or 2, characterized in that the vehicle shock absorbing system further includes a road condition detection device and a processor, and the road condition detection device and the pressure control device are both electrically connected to the processor. ; The road condition detection device is used to collect road condition information and feedback the road condition information to the processor. The processor stores a variety of road condition data and shock absorption solutions corresponding to various road conditions. The processing The processor matches the received road condition information with its internal road condition data to obtain real-time road conditions. The processor calls the damping scheme of the real-time road conditions and sends it to the pressure control device. The pressure control device adjusts the damping scheme according to the The solution controls the fluid spring to output corresponding elastic force.
  4.  如权利要求3所述的车辆减震***，其特征在于，所述路况检测装置包括视觉采集模块，所述视觉采集模块通过拍摄路面得到路况信息。The vehicle shock absorption system of claim 3, wherein the road condition detection device includes a visual acquisition module, and the visual acquisition module obtains road condition information by photographing the road surface.
  5.  如权利要求3所述的车辆减震***，其特征在于，所述路况检测装置包括加速度传感器，所述加速度传感器通过感应车辆当前震动时产生的加速度变化，得到路况信息。The vehicle shock absorbing system according to claim 3, wherein the road condition detection device includes an acceleration sensor, and the acceleration sensor obtains road condition information by sensing acceleration changes generated when the vehicle currently vibrates.
  6.  如权利要求3至5中任一项所述的车辆减震***，其特征在于，所述处理器内设有目标弹力值，当所述压力传感器检测到的压力值小于或大于所述目标弹力值时，所述控制器控制所述压力控制装置输出相应的压力压缩所述螺旋弹簧，使其产生相应的形变量。The vehicle shock absorbing system according to any one of claims 3 to 5, wherein the processor is provided with a target elastic force value, and when the pressure value detected by the pressure sensor is less than or greater than the target elastic force When the value is reached, the controller controls the pressure control device to output a corresponding pressure to compress the coil spring to cause a corresponding deformation amount.
  7.  如权利要求6所述的车辆减震***，其特征在于，所述流体式弹簧为气弹簧，所述压力控制装置通过控制气弹簧内部的气体的气压，控制气弹簧输出的弹力大小。The vehicle shock absorbing system according to claim 6, wherein the fluid spring is a gas spring, and the pressure control device controls the elastic force output by the gas spring by controlling the air pressure of the gas inside the gas spring.
  8.  如权利要求6所述的车辆减震***，其特征在于，所述流体式弹簧为液压弹簧，所述压力控制装置通过控制液压弹簧内部液体的压力，控制液压弹簧输出的弹力大小。The vehicle shock absorbing system according to claim 6, wherein the fluid spring is a hydraulic spring, and the pressure control device controls the elastic force output by the hydraulic spring by controlling the pressure of the liquid inside the hydraulic spring.
PCT/CN2023/095938 2022-05-24 2023-05-24 Vehicle damping system capable of quantitatively controlling damping force WO2023227008A1 (en)

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