Self-adaptive adjustment intelligent wheel system and control method thereof

Abstract

The invention relates to a self-adaptive adjustment intelligent wheel system and a control method thereof, and relates to the technical field of wheels. The magneto-rheological shock absorbers are arranged in the wheels and used for adjusting the overall rigidity damping of the wheels; the signal acquisition assembly comprises acceleration sensors, and each wheel is provided with one acceleration sensor; and the controller is in signal connection with the signal acquisition assembly and the magneto-rheological damper, and changes the magnetic field in the magneto-rheological damper in real time based on signals acquired by the signal acquisition assembly. The influence of the vehicle damping structure on the road surface information acquisition precision is reduced, and the comfort of people in the vehicle in the vehicle driving process can be effectively improved. The acceleration sensors are in one-to-one correspondence with the wheels so that the rigidity damping of the wheels can be adjusted in a targeted mode according to the road condition of each wheel.

Description

Technical Field

[0001] The present invention relates to the technical field of wheels, and in particular to an adaptive adjustment intelligent wheel system and a control method thereof. Background Art

[0002] Traditional automobile wheels often use pneumatic rubber tires. The stiffness and damping of such tires are relatively fixed and cannot adaptively adjust the tire stiffness and damping for bumpy roads, making it difficult to ensure the comfort of passengers in the vehicle during driving.

[0003] Chinese Patent CN109941035A provides a honeycomb distributed intelligent safety wheel with adjustable stiffness and damping and its working method. It mainly consists of a honeycomb mesh inner tube, an outer tube (containing wires), magnetorheological fluid, a wheel hub, an adaptive controller, and a monitoring unit. By replacing the traditional pneumatic inner tube of the wheel with a honeycomb mesh inner tube and filling it with magnetorheological fluid, and wrapping the outer tube and installing it on the wheel hub, the outer tube of the wheel is buried with energized wires. The adaptive controller controls the strength of the current according to the real-time perception of the external environment and the vehicle body state by the monitoring unit to generate magnetic fields of different intensities. Under the interference of the external magnetic field, the physical properties of the magnetorheological fluid filled in the inner tube change, making the overall wheel show changes in stiffness and damping, so as to realize the automatic adjustment of the wheel stiffness and damping under different driving conditions and improve the comfort of passengers in the vehicle during driving.

[0004] In this patent, the monitoring unit is installed on the vehicle body, and its acquisition of road surface information is easily affected by vehicle shock absorption structures such as wheels and suspensions, resulting in the lack of details of road surface information. Summary of the Invention

[0005] In view of the fact that in the prior art, the monitoring unit is installed on the vehicle body, and its acquisition of road surface information is easily affected by vehicle shock absorption structures such as wheels and suspensions, resulting in the lack of details of road surface information, the present invention provides an adaptive adjustment intelligent wheel system and a control method thereof. By collecting road surface information through an acceleration sensor installed on the wheel, the influence of the vehicle shock absorption structure on the acquisition accuracy of road surface information is reduced. Based on the road surface information and at least one of the factors such as wheel load, vehicle speed, and vehicle roll angle, the present invention adjusts the stiffness and damping of the wheel in real time, which can effectively improve the comfort of passengers in the vehicle during driving.

[0006] The present invention provides an adaptive adjustment intelligent wheel system, including a wheel;

[0007] A magnetorheological shock absorber, arranged inside the wheel, for adjusting the overall stiffness and damping of the wheel;

[0008] A signal acquisition component, including an acceleration sensor, and one acceleration sensor is installed on each wheel;

[0009] A controller, which is signal-connected to the signal acquisition component and the magnetorheological shock absorber, and based on the signals acquired by the signal acquisition component, it can change the magnitude of the magnetic field in the magnetorheological shock absorber in real time.

[0010] In some embodiments, the signal acquisition component further includes at least one of a speed sensor, a load sensor, and a gyroscope.

[0011] In some embodiments, the acquisition direction of the acceleration sensor is the radial direction of the wheel.

[0012] In some embodiments, the wheel includes: an outer wheel; an inner wheel, disposed inside the outer wheel; and a magnetorheological shock absorber, disposed between the outer wheel and the inner wheel.

[0013] In some embodiments, a plurality of magnetorheological shock absorbers are disposed around the axis of the outer wheel. The magnetorheological shock absorber includes: a piston cylinder filled with magnetorheological fluid inside; a piston head, slidably connected inside the piston cylinder, separating the space inside the piston cylinder into two parts, and provided with a through hole communicating the two spaces inside the piston cylinder; a piston rod, one end of which is inserted into the piston cylinder, slidably connected to the piston cylinder, and fixedly connected to the piston head; a limiting member, fixed to the end of the piston rod outside the piston cylinder; a hinge seat, fixed to the end of the piston cylinder away from the limiting member; a spring, used to provide a force for the piston rod to slide out of the piston cylinder; a conductive structure, used to supply current to the magnetorheological fluid inside the piston cylinder. The hinge seat and the limiting member are respectively hinged to the outer wheel and the inner wheel.

[0014] In some embodiments, all the magnetorheological shock absorbers inside the outer wheel are distributed in a circular array around the axis of the outer wheel. The length direction of the magnetorheological shock absorber forms an acute angle with the radial direction of the outer wheel, and the length direction of the magnetorheological shock absorber is perpendicular to the axial direction of the outer wheel.

[0015] The present invention also provides a control method for an adaptive adjustment intelligent wheel system. In the above intelligent wheel system, the controller has a tire stiffness adjustment adaptive model. The signals acquired by the signal acquisition component are input signals of the tire stiffness adjustment adaptive model, and the signals for controlling the damping force of the magnetorheological shock absorber are output signals of the tire stiffness adjustment adaptive model.

[0016] In some embodiments, the construction method of the tire stiffness adjustment adaptive model is: given a safety standard, the safety standard includes that the longitudinal acceleration of the wheel does not exceed a given threshold. Taking the signals acquired by the signal acquisition component as independent variables, the given safety standard as a limit, and the electrical signals input to the magnetorheological shock absorber as dependent variables, conduct on-vehicle tests and / or tests using dynamic simulation software on this intelligent wheel system, test the dependent variables corresponding to different independent variables under the limitation of the safety standard, and perform machine learning based on the corresponding relationship between the independent variables and the dependent variables in the test results to train the tire stiffness adjustment adaptive model.

[0017] In some of the embodiments, the controller inputs a PWM signal to the magnetorheological damper, and the controller adjusts the damping force of the magnetorheological damper by changing the frequency and duty cycle of the PWM signal.

[0018] In some of the embodiments, the signal acquisition component has an acceleration sensor, and the acquisition result of the acceleration sensor is converted into a power spectrum density in the controller, and the independent variable of the tire stiffness adjustment adaptive model includes the power spectrum density.

[0019] Compared with the prior art, the present invention has the following beneficial effects:

[0020] 1. By installing acceleration sensors on the wheels to collect road surface information on the road where the wheels are located, the influence of the vehicle's shock-absorbing structure on the accuracy of road surface information collection is reduced.

[0021] 2. Based on high-precision road surface information and at least one of the factors of wheel load, vehicle speed and vehicle roll angle, the comfort of occupants during vehicle driving is effectively improved.

[0022] 3. In the present invention, the acceleration sensors correspond to the wheels one by one, so that the stiffness and damping of the wheels can be adjusted specifically according to the road conditions faced by each wheel.

[0023] 4. The acceleration sensor is installed on the wheel, and the transmission loss from the road surface information to the acceleration sensor is less, which helps to further improve the accuracy of the acceleration sensor's presentation of road surface information. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] The drawings described herein are used to provide a further understanding of the present invention and constitute a part of this application. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings:

[0025] Figure 1 A schematic diagram of signal connection of the intelligent wheel system in the present invention;

[0026] Figure 2 It is a schematic diagram of a wheel structure in the present invention;

[0027] Figure 3 It is a schematic diagram of the structure of the magnetorheological damper in the present invention;

[0028] Figure 4 Schematic diagram of signal transmission of the intelligent wheel system control method in the present invention.

[0029] In the figure:

[0030] 11. Outer wheel; 12. Tread member; 13. Magnetorheological shock absorber; 131. Piston cylinder; 132. Piston head; 1321. Through hole; 133. Piston rod; 134. Limiting member; 135. Hinge seat; 136. Spring; 14. Lateral brake member; 15. Inner wheel; 2. Controller; 21. Signal preprocessing module; 22. Tire stiffness adjustment adaptive model; 3. Signal acquisition component; 31. Acceleration sensor; 32. Speed sensor; 33. Load sensor; 34. Gyroscope. Detailed implementation manners

[0031] The following will clearly and completely describe the technical solutions in the embodiments with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present invention.

[0032] In the description of the present invention, it should be understood that the orientation or positional relationship indicated by the terms "center", "transverse", "longitudinal", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the present invention.

[0033] The terms "first", "second", "third" are only used for descriptive purposes, and cannot be construed as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, the features defined with "first", "second", "third" may explicitly or implicitly include one or more of such features.

[0034] In the description of the present invention, it should be noted that unless otherwise clearly defined and limited, the terms "installed", "connected", "connected" should be understood in a broad sense. For example, it may be a fixed connection, a detachable connection, or an integral connection; it may be directly connected, or indirectly connected through an intermediate medium, and it may be the communication inside two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific situations.

[0035] As shown in the attached Figures 1-3 In the embodiment of an adaptive adjustment intelligent wheel system of the present invention, the intelligent wheel system at least includes:

[0036] Wheel;

[0037] The magnetorheological shock absorber 13 is disposed within the wheel and is used to adjust the overall stiffness and damping of the wheel.

[0038] The signal acquisition component 3 includes an acceleration sensor 31; one acceleration sensor 31 is installed on each wheel and is used to collect the bump state of the wheel, thereby reflecting road surface information such as the flatness, potholes, and bumpiness of the road surface where the wheel is located.

[0039] The controller 2 is signal-connected to the signal acquisition component 3 and the magnetorheological shock absorber 13. An algorithm program is provided in the controller 2. This algorithm program calculates the corresponding electrical signal for controlling the magnetic field change within the magnetorheological shock absorber 13 based on the real-time signals collected by the signal acquisition component 3. The controller 2 adjusts the current input to the magnetorheological shock absorber 13 according to the calculation result of the algorithm program to change the magnetic field within the magnetorheological shock absorber 13, causing the damping of the magnetorheological shock absorber 13 to change.

[0040] In some embodiments, the signal acquisition component 3 further includes at least one of a speed sensor 32, a load sensor 33, and a gyroscope 34. The speed sensor 32 is used to collect the vehicle driving speed; the load sensor 33 is used to collect the force on the wheel; the gyroscope 34 is used to collect the vehicle roll angle to determine whether the vehicle is in a turning or emergency obstacle avoidance state. The acceleration sensor 31, the speed sensor 32, the load sensor 33, and the gyroscope 34 are all common components on the market, and their specific structures will not be elaborated here.

[0041] In the above intelligent wheel system, the controller 2 adjusts the current input to the magnetorheological shock absorber 13 in real time based on the road surface information collected by the signal acquisition component 3 and at least one of the wheel load, vehicle speed, and vehicle roll angle, thereby changing the wheel damping to improve the comfort of the passengers in the vehicle during driving.

[0042] In some embodiments, the acceleration sensor 31 reflects the bumpiness of the road surface where the vehicle is located by collecting the acceleration in the radial direction of the wheel.

[0043] In some embodiments, the wheel includes: an outer wheel 11. An inner wheel 15 is disposed inside the outer wheel 11 and is used to connect to the vehicle frame. The magnetorheological shock absorber 13 is disposed between the outer wheel 11 and the inner wheel 15. When the wheel axis is vertical, the axes of the outer wheel 11 and the inner wheel 15 are collinear; when the wheel axis is horizontal, affected by the self-gravity of the wheel, the axes of the outer wheel 11 and the inner wheel 15 are parallel but not collinear.

[0044] In some embodiments, the wheel further includes: a tread member 12 that covers the outer surface of the outer wheel 11. The tread member 12 is provided with uneven patterns, which are used to increase the friction between the tread member 12 and the ground, thereby improving the grip of the wheel. At the same time, the tread member 12 provides a certain buffering and shock absorption function.

[0045] In some of these embodiments, the acceleration sensor 31 is installed inside the outer wheel 11. By collecting the acceleration in the radial direction of the outer wheel 11, the bumpiness of the road surface on which the vehicle is located is reflected. There is only the tread member 12 and the housing between the acceleration sensor 31 and the road surface, and the transmission path of the road surface information to the acceleration sensor 31 is short. Therefore, the transmission loss of the road surface information to the acceleration sensor 31 is small, which helps to further improve the presentation accuracy of the acceleration sensor 31 for the road surface information. In addition, installing the acceleration sensor 31 inside the outer wheel 11 can also form a certain protection for the acceleration sensor 31 by means of the tread member 12 and the outer wheel 11.

[0046] Furthermore, in the radial direction of the outer wheel 11, the farther the acceleration sensor 31 is from the wheel axis, it means that the acceleration sensor 31 is closer to the road surface, and the higher the presentation accuracy of the acceleration sensor 31 for the road surface information.

[0047] In some of these embodiments, the acceleration sensor 31 is installed on a structure connected to the wheel, and the acquisition position of the acceleration sensor 31 is not affected by the vehicle suspension damping structure. At this time, the acquisition direction of the acceleration sensor 31 is upward, and this installation method of the acceleration sensor 31 is not shown in the figure.

[0048] In some of these embodiments, the acquisition result of each acceleration sensor 31 is only used as the basis for adjusting the magnetic field of the magnetorheological damper 13 on the same wheel, so as to adjust the stiffness and damping of the wheel according to the road conditions faced by each wheel.

[0049] In some of these embodiments, the signal acquisition component 3 includes an acceleration sensor 31 and a load sensor 33, and the acquisition position of the load sensor 33 is not affected by the vehicle suspension damping structure.

[0050] In some of these embodiments, one load sensor 33 is provided, which is used to collect the total load of all the wheels of the entire vehicle. The controller 2 calculates the load of a single wheel based on the number of wheels and the total load collected by the load sensor 33, and the load of a single wheel is used as one of the input signals of the algorithm program in the controller 2.

[0051] In some of these embodiments, one load sensor 33 is installed on each wheel, and each load sensor 33 only collects the load of its corresponding wheel. The acquisition result of each load sensor 33 is only used as the basis for adjusting the magnetic field of the magnetorheological damper 13 on the same wheel, so as to adjust the stiffness and damping of the wheel according to the load of each wheel.

[0052] In some of these embodiments, a plurality of magnetorheological shock absorbers 13 are arranged around the axis of the outer wheel 11. The magnetorheological shock absorber 13 includes: a piston cylinder 131 filled with magnetorheological fluid inside; a piston head 132 slidably connected within the piston cylinder 131, separating the space inside the piston cylinder 131 into two parts, and provided with a through hole 1321 communicating the two spaces inside the piston cylinder 131 to ensure the sliding of the piston head 132 within the piston cylinder 131; a piston rod 133, one end of which is inserted into the piston cylinder 131, slidably connected to the piston cylinder 131, and fixedly connected to the piston head 132; a limiting member 134 fixed to one end of the piston rod 133 outside the piston cylinder 131; a hinge seat 135 fixed to one end of the piston cylinder 131 away from the limiting member 134; a spring 136 for providing a force for the piston rod 133 to slide out of the piston cylinder 131, assisting the magnetorheological shock absorber 13 to quickly return to the longest state. The installation method of the spring 136 includes but is not limited to: the spring 136 is sleeved on the piston rod 133 and the piston cylinder 131, and both ends of the spring 136 are respectively abutted against the hinge seat 135 and the limiting member 134; or, the spring 136 is sleeved on the piston rod 133, and both ends of the spring 136 are respectively abutted against the limiting member 134 and the piston cylinder 131. A conductive structure for delivering current to the magnetorheological fluid inside the piston cylinder 131. The conductive structure is electrically connected to the controller 2, and the magnitude of the current delivered by the conductive structure is controlled by the controller 2. The hinge seat 135 and the limiting member 134 are respectively hinged to the outer wheel 11 and the inner wheel 15. For example, the hinge seat 135 is hinged to the outer wheel 11, and the limiting member 134 is hinged to the inner wheel 15. The hinge axes of the hinge seat 135 and the limiting member 134 are both parallel to the wheel axis. The conductive structure is not shown in the figure. Figure 2 The spring is not shown.

[0053] When the conductive structure stops delivering current to the magnetorheological fluid, the viscosity of the magnetorheological fluid is relatively low, and the sliding resistance of the piston rod 133 is relatively small. When the conductive structure delivers current to the magnetorheological fluid, the viscosity of the magnetorheological fluid increases, and the sliding resistance of the piston rod 133 increases significantly.

[0054] Compared with the honeycomb - like reticulated inner tube filled with magnetorheological fluid in Chinese Patent CN109941035A, the range of the magnetorheological fluid of the above - mentioned magnetorheological shock absorber 13 is smaller, and the damping adjustment response speed is faster. Once problems such as magnetorheological fluid leakage or abnormal magnetic field occur in the honeycomb - like reticulated inner tube filled with magnetorheological fluid in Chinese Patent CN109941035A, it may lead to the loss of controllability of the stiffness and damping of the entire tire. The stiffness and damping of the above - mentioned wheel are adjusted by a plurality of magnetorheological shock absorbers 13 with piston - type structures. This design can still ensure that the wheel has a certain stiffness and damping capacity by the remaining normally - functioning magnetorheological shock absorbers 13 in the case of a single magnetorheological shock absorber 13 failing, which helps to improve the reliability and fault tolerance rate of the wheel stiffness and damping adjustment function. Moreover, when the above - mentioned wheel is repaired, the faulty magnetorheological shock absorber 13 can be replaced separately, and the repair cost is relatively low.

[0055] Further, all the magnetorheological shock absorbers 13 inside the outer wheel 11 are distributed in a circular array around the axis of the outer wheel 11. The length direction of the magnetorheological shock absorber 13 forms an acute angle with the radial direction of the outer wheel 11, and the length direction of the magnetorheological shock absorber 13 is perpendicular to the axial direction of the outer wheel 11. The inclined setting of the magnetorheological shock absorber 13 enables the magnetorheological shock absorber 13 to decompose longitudinal shocks and lateral shocks simultaneously.

[0056] In some embodiments, the wheel further includes: a lateral brake 14, which is composed of two interconnected linkages; the lateral brake 14 corresponds to the magnetorheological shock absorber 13 one by one. One linkage of the lateral brake 14 is hinged to the inner wheel 15, and the other linkage is hinged to the magnetorheological shock absorber 13; the hinge axis between the two linkages, the hinge axis of the magnetorheological shock absorber 13 and the lateral brake 14, and the hinge axis of the inner wheel 15 and the lateral brake 14 are all parallel to the axis of the inner wheel 15.

[0057] As Figure 4 shown, the present invention also provides a control method for an adaptive adjustment intelligent wheel system. In the above intelligent wheel system, the controller 2 has a tire stiffness adjustment adaptive model 22. The signals collected by the signal acquisition component 3 are the input signals of the tire stiffness adjustment adaptive model 22, and the signals for controlling the damping force magnitude of the magnetorheological shock absorber 13 are the output signals of the tire stiffness adjustment adaptive model 22.

[0058] In some embodiments, the construction method of the tire stiffness adjustment adaptive model 22 is as follows: a safety standard is given, and the safety standard includes that the longitudinal acceleration of the wheel does not exceed a given threshold. Taking the signals collected by the signal acquisition component 3 as independent variables, the given safety standard as a constraint, and the electrical signals input to the magnetorheological shock absorber 13 as dependent variables, the real vehicle test and / or the dynamic simulation software test of this intelligent wheel system are carried out to test the dependent variables corresponding to different independent variables under the limitation of the safety standard. Based on the corresponding relationship between the independent variables and the dependent variables in the test results, machine learning is carried out to train the tire stiffness adjustment adaptive model 22. The dynamic simulation software test includes, but is not limited to, the combined use of MATLAB and Simulink, ANSYS, CarSim, and LS-DYNA. The machine learning adopted in the construction of the tire stiffness adjustment adaptive model 22 includes, but is not limited to, linear regression, support vector machine, decision tree, random forest, and neural network.

[0059] In some embodiments, during the construction process of the tire stiffness adjustment adaptive model 22, machine learning is carried out based on the neural network algorithm. The neural network algorithms used in the construction of the tire stiffness adjustment adaptive model 22 include, but are not limited to, convolutional neural network, recurrent neural network, and long short-term memory network.

[0060] In some of these embodiments, the neural network algorithm used in the construction process of the tire stiffness adjustment adaptive model 22 is a convolutional neural network algorithm to perform deep learning on the correlation between the signals collected by the signal acquisition component 3 and the magnetorheological shock absorber 13. A convolutional neural network generally consists of a convolutional layer, a pooling layer, and a fully connected layer. The convolutional layer is the core of the convolutional neural network and is responsible for extracting features from the input data. The pooling layer is located after the convolutional layer, and its main function is dimensionality reduction and feature aggregation. Through the pooling operation, the spatial size of the data can be reduced, the computational complexity can be lowered, and at the same time, important feature information can be retained. The fully connected layer is located in the last few layers of the convolutional neural network, and it is used to map the features extracted by the previous layers to the sample label space to achieve tasks such as classification or regression. The neurons in the fully connected layer are fully connected to all neurons in the previous layer to achieve feature transformation and result output.

[0061] In some of these embodiments, the controller 2 inputs a PWM signal to the magnetorheological shock absorber 13, and the controller 2 regulates the damping force of the magnetorheological shock absorber 13 by changing the frequency and duty cycle in the PWM signal. By changing the frequency of the PWM signal, the response accuracy of the damping force change of the magnetorheological shock absorber 13 to the signal of the controller 2 can be adjusted. By changing the duty cycle of the PWM signal, the magnitude of the damping force of the magnetorheological shock absorber 13 can be adjusted.

[0062] In some of these embodiments, the signal acquisition component 3 has an acceleration sensor 31, and the acquisition result of the acceleration sensor 31 is converted into a power spectral density in the controller 2. The independent variable of the tire stiffness adjustment adaptive model 22 includes this power spectral density. The acquisition result of the acceleration sensor 31 is the acceleration change during vehicle driving, which is an acceleration signal in the time domain, that is, the acceleration value at each moment. Methods such as fast Fourier transform are used to convert the acceleration signal in the time domain into an acceleration signal in the frequency domain to obtain the energy occupied by each frequency component in the signal, and then calculate the energy distribution within each unit frequency range, and finally obtain the power spectral density. Based on the energy distribution of different unit frequency ranges, the road surface information can be analyzed.

[0063] Furthermore, before calculating the acceleration signal in the frequency domain, the part that does not change with time in the acceleration signal in the time domain is removed first, so that the calculated acceleration signal in the frequency domain can focus more on the dynamic changes related to the road surface.

[0064] The following combines the attached Figures 1-4 To illustrate the specific structure of an embodiment of an adaptive adjustment intelligent wheel system of the present invention and a control method for an adaptive adjustment intelligent wheel system:

[0065] The specific structure of the intelligent wheel system in this embodiment is:

[0066] The signal acquisition component 3 includes an acceleration sensor 31, a speed sensor 32, a load sensor 33, and a gyroscope 34. The acceleration sensor 31 is installed inside the outer wheel 11, and the acquisition direction of the acceleration sensor 31 is the radial direction of the outer wheel 11. The acquisition result of each acceleration sensor 31 is only used as the basis for magnetic field adjustment of the magnetorheological damper 13 on the same wheel. The speed sensor 32, the load sensor 33, and the gyroscope 34 are installed on the vehicle body.

[0067] In this embodiment, the acceleration sensor 31 is installed at the position farthest from the outer wheel 11 in the radial direction inside the outer wheel 11.

[0068] In this embodiment, one load sensor 33 is provided, which is used to collect the total load of all wheels of the entire vehicle. The controller 2 calculates the load of a single wheel based on the number of wheels and the total load collected by the load sensor 33, and the load of a single wheel is used as one of the input signals of the algorithm program in the controller 2.

[0069] In this embodiment, a plurality of magnetorheological dampers 13 are arranged around the axis of the outer wheel 11. The magnetorheological damper 13 includes: a piston cylinder 131 filled with magnetorheological fluid inside. It also includes a piston head 132, a piston rod 133, a limiting member 134, a hinge seat 135, a conductive structure, and a spring 136. The spring 136 is sleeved on the piston rod 133 and the piston cylinder 131, and both ends of the spring 136 are respectively abutted against the hinge seat 135 and the limiting member 134; the conductive structure is electrically connected to the controller 2, and the magnitude of the current transmitted by the conductive structure is controlled by the controller 2. The hinge seat 135 and the limiting member 134 are respectively hinged to the outer wheel 11 and the inner wheel, and the hinge axes of the hinge seat 135 and the limiting member 134 are both parallel to the wheel axis.

[0070] All the magnetorheological dampers 13 inside the outer wheel 11 are circularly arrayed around the axis of the outer wheel 11. The length direction of the magnetorheological damper 13 forms an acute angle with the radial direction of the outer wheel 11, and the length direction of the magnetorheological damper 13 is perpendicular to the axial direction of the outer wheel 11. Taking Figure 1 the magnetorheological damper 13 at the bottom of the wheel as an example, the inclination direction of the magnetorheological damper 13 in this embodiment is described: the bottom end of the magnetorheological damper 13 is inclined forward of the vehicle.

[0071] In this embodiment, the control method of the intelligent wheel system is specifically as follows:

[0072] Based on the above intelligent wheel system, actual vehicle tests and dynamic simulation software tests are carried out, and based on the test results, a tire stiffness adjustment adaptive model 22 is constructed using a convolutional neural network algorithm. The input signal of the tire stiffness adjustment adaptive model 22 is X=[Ai, B, Ci, D], where Ai is the power spectrum density of the i-th wheel; B is the vehicle speed; Ci is the load of the i-th wheel; and D is the roll angle of the vehicle. The output signal of the tire stiffness adjustment adaptive model 22 is Y=[Ei, Fi], where Ei is the input PWM signal frequency of the magnetorheological damper 13 of the i-th wheel, and Fi is the input PWM signal duty cycle of the magnetorheological damper 13 of the i-th wheel.

[0073] Before calculating Ai, it is necessary to remove the portion of the time-domain acceleration signal collected by the acceleration sensor 31 that does not change with time.

[0074] During the driving process of the vehicle, the signal collected by the signal acquisition component 3 is input into the controller 2 in real time. The controller 2 has a signal preprocessing module 21 and a tire stiffness adjustment adaptive model 22. The signal preprocessing module 21 is used to process the signal collected by the signal acquisition component 3 into an input signal X of the tire stiffness adjustment adaptive model 22. The tire stiffness adjustment adaptive model 22 outputs the corresponding output signal Y to all magnetorheological dampers 13 in real time based on the input signal X calculated by the signal preprocessing module 21, so as to adjust the stiffness damping of different wheels in real time based on road surface information, wheel load, vehicle speed and vehicle roll angle, and effectively improve the comfort of the occupants during the driving process of the vehicle.

[0075] Through the description of multiple embodiments of an adaptively adjustable intelligent wheel system and a control method thereof of the present invention, it can be seen that an adaptively adjustable intelligent wheel system and a control method thereof of the present invention have at least one or more of the following advantages:

[0076] 1. By installing an acceleration sensor 31 on the wheel, the road surface information of the road surface on which the wheel is located is collected, thereby reducing the influence of the vehicle shock-absorbing structure on the accuracy of road surface information collection.

[0077] 2. Based on high-precision road surface information and at least one of the factors of wheel load, vehicle speed and vehicle roll angle, the comfort of occupants during vehicle driving is effectively improved.

[0078] 3. In the present invention, the acceleration sensor 31 corresponds to each wheel one by one, so as to adjust the stiffness and damping of the wheel specifically according to the road conditions faced by each wheel.

[0079] 4. The acceleration sensor 31 is installed on the outer wheel 11 , and the transmission loss of the road surface information to the acceleration sensor 31 is small, which helps to further improve the accuracy of the acceleration sensor 31 in presenting the road surface information.

[0080] Finally, it should be noted that the embodiments in this specification are described in a progressive manner. Each embodiment focuses on the differences from other embodiments, and the same or similar parts among the embodiments can be referred to each other. The above embodiments are only used to illustrate the technical solutions of the present invention rather than to limit it. Although the present invention has been described in detail with reference to the preferred embodiments, those of ordinary skill in the art should understand that it is still possible to modify the specific implementation manners of the present invention or make equivalent replacements for some technical features; without departing from the spirit of the technical solutions of the present invention, they should all be covered by the scope of the technical solutions claimed in the present invention.

Claims

1. An intelligent wheel system with adaptive adjustment, characterized in that, Comprising: Wheel; Magnetorheological shock absorber, disposed within the wheel for adjusting the overall stiffness damping of the wheel; Signal acquisition component, including an acceleration sensor, with one acceleration sensor installed on each wheel; Controller, signal-connected to the signal acquisition component and the magnetorheological shock absorber, and based on the signals collected by the signal acquisition component, the magnitude of the magnetic field within the magnetorheological shock absorber is changed in real time.

2. An adaptive adjustment intelligent wheel system according to claim 1, characterized in that, The signal acquisition component further includes at least one of a speed sensor, a load sensor, and a gyroscope.

3. An adaptive adjustment intelligent wheel system according to claim 1, characterized in that, The acquisition direction of the acceleration sensor is the radial direction of the wheel.

4. An intelligent wheel system with adaptive adjustment according to any one of claims 1-3, characterized in that, The wheel comprises: Outer wheel; inner wheel, disposed inside the outer wheel; magnetorheological shock absorber, disposed between the outer wheel and the inner wheel.

5. An intelligent wheel system with adaptive adjustment according to claim 4, characterized in that, A plurality of magnetorheological shock absorbers are arranged in a circular array around the axis of the outer wheel; the magnetorheological shock absorber includes: a piston cylinder filled with magnetorheological fluid inside; a piston head, slidably connected within the piston cylinder, separating the space inside the piston cylinder into two, and provided with a through hole communicating the two spaces inside the piston cylinder; a piston rod, one end of which is inserted into the piston cylinder, slidably connected to the piston cylinder, and fixedly connected to the piston head; a limiting member, fixed to one end of the piston rod outside the piston cylinder; a hinge seat, fixed to the end of the piston cylinder away from the limiting member; a spring for providing a force for the piston rod to slide out of the piston cylinder; a conductive structure for supplying current to the magnetorheological fluid inside the piston cylinder; the hinge seat and the limiting member are respectively hinged to the outer wheel and the inner wheel.

6. An intelligent wheel system with adaptive adjustment according to claim 5, characterized in that Comprising: All the magnetorheological shock absorbers within the outer wheel are distributed in a circular array around the axis of the outer wheel. The length direction of the magnetorheological shock absorber forms an acute angle with the radial direction of the outer wheel, and the length direction of the magnetorheological shock absorber is perpendicular to the axial direction of the outer wheel.

7. The control method of the intelligent wheel system according to any one of claims 1-6, characterized in that: The controller has a tire stiffness adjustment adaptive model. The signals collected by the signal acquisition component are the input signals of the tire stiffness adjustment adaptive model, and the signals controlling the damping force of the magnetorheological shock absorber are the output signals of the tire stiffness adjustment adaptive model.

8. The control method of an intelligent wheel system with adaptive adjustment according to claim 7, characterized in that, The construction method of the tire stiffness adjustment adaptive model is: Given a safety standard, the safety standard includes that the longitudinal acceleration of the wheel does not exceed a given threshold; taking the signals collected by the signal acquisition component as independent variables, the given safety standard as a constraint, and the electrical signal input to the magnetorheological shock absorber as the dependent variable, conduct on-vehicle testing and / or testing with dynamic simulation software for this intelligent wheel system, test the dependent variables corresponding to different independent variables under the constraint of the safety standard, and perform machine learning based on the corresponding relationship between the independent variables and the dependent variables in the test results to train the tire stiffness adjustment adaptive model.

9. A control method for an adaptive adjustment intelligent wheel system according to claim 7 or 8, characterized in that, The controller inputs a PWM signal to the magnetorheological shock absorber, and the controller regulates the damping force of the magnetorheological shock absorber by changing the frequency and duty cycle in the PWM signal.

10. A control method for an adaptive adjustment intelligent wheel system according to claim 7 or 8, characterized in that The signal acquisition component has an acceleration sensor, and the acquisition result of the acceleration sensor is converted into power spectral density in the controller. The independent variables of the tire stiffness adjustment adaptive model include this power spectral density.

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