Shear thickening damper applied to automotive suspension and control method of shear thickening damper

Abstract

The invention provides a shear thickening damper applied to an automobile suspension and a control method of the shear thickening damper, and relates to the technical field of suspension dampers, the shear thickening damper comprises a suspension mechanism, the suspension mechanism comprises a rigid suspension, and a steering adjuster is arranged on the rigid suspension. Through collaborative design of the suspension mechanism, the damping mechanism and the protection mechanism, the comprehensive performance of the automobile suspension system is remarkably improved, the steering adjustor and the reinforcing arc frame dynamically adapt to different steering working conditions and road surface loads, the supporting stability is ensured, the power transmission efficiency is optimized through efficient meshing transmission of the crown gear rod and the gear rotating disc, and the service life of the automobile suspension system is prolonged. The tire grounding stability is enhanced through the adjustable gap design of the connecting ball rod, the damping coefficient and the pre-tightening force of the damping mechanism are adjusted in a self-adaptive mode through multi-stage buffering in combination with real-time sensor feedback, road surface impact is effectively absorbed, vibration transmission is reduced, and the protection mechanism is made of intelligent materials and a collapsible framework structure; and during collision, energy is absorbed according to a preset mode in a deformation grading manner, so that the passive safety is greatly improved.

Description

Technical Field

[0001] The present invention relates to the technical field of suspension dampers, and in particular to a shear thickening damper applied to automobile suspension and a control method thereof. Background Art

[0002] As the modern automotive industry continues to develop towards intelligence, high performance and safety, the suspension system, as a key module connecting the vehicle body and wheels and affecting the vehicle's handling stability and ride comfort, has become one of the important directions of vehicle research and development. Especially under conditions such as high-speed driving, complex terrain or sudden collisions, the suspension system must not only have good shock absorption performance, but also dynamically adapt to different road conditions to achieve real-time adjustment of the vehicle body posture and effective absorption of collision energy. Shear thickening materials are gradually attracting attention for their unique property of rapidly changing viscosity with changes in shear rate. Their application in smart dampers provides a new path to improve the response speed and safety performance of the suspension system.

[0003] Existing automotive suspension systems generally utilize passive hydraulic dampers or limited-adjustment airbag structures, lacking adaptive adjustment capabilities for complex road conditions and extreme operating conditions. Traditional steering adjustment mechanisms often employ fixed structures, making them difficult to adapt to varying steering angles and loads. This results in insufficient vehicle support and poor tire contact during sharp turns or asymmetric loads, impacting handling stability. Energy loss occurs in the powertrain, reducing transmission efficiency. Traditional dampers typically have a linear response when absorbing impacts, resulting in insufficient cushioning and an inability to dynamically adjust damping force and preload based on real-time vehicle speed and road conditions. This results in significant vehicle body vibration and reduced ride comfort. Existing suspension structures typically rely on the body's crumple zone to absorb energy during a collision. The suspension itself lacks active or intelligent protection mechanisms, failing to effectively share impact loads and limiting improvements in the vehicle's passive safety performance. Therefore, we provide a shear thickening damper and control method for automotive suspension applications. Summary of the Invention

[0004] The purpose of the present invention is to solve the shortcomings existing in the prior art.

[0005] In order to achieve the above-mentioned purpose, the present invention adopts the following technical solutions, including: a suspension mechanism, the suspension mechanism includes a rigid suspension, a steering adjuster is provided on the rigid suspension, a reinforcement arc frame is provided on the rigid suspension between the two steering adjusters, a docking crown gear rod is provided in the rigid suspension, a gear turntable is provided at one end of the docking crown gear rod, docking tubes are provided at both ends of the gear turntable, a connecting ball rod is provided in the docking tube, a reinforced wheel hub frame is provided at the end of the connecting ball rod away from the docking tube, and an anti-skid tire is provided on the outer surface of the reinforced wheel hub frame.

[0006] As a preferred embodiment, a damping mechanism is provided on the rigid suspension, and the damping mechanism includes a connecting plate frame, a side panel mounter is provided at one end of the connecting plate frame, a damping telescopic rod is provided between the two side panel mounters, a bottom mounter is provided at the bottom of the connecting plate frame away from the side panel mounter, a threaded adjuster is provided at one end of the two bottom mounters, a telescopic cylinder is provided at the end of the threaded adjuster away from the bottom mounter, and a protective spring is provided on the outer surface of the telescopic cylinder.

[0007] As a preferred embodiment, one end of the connecting plate frame is welded to the rigid suspension, the two side panel mounters are respectively installed on both sides of one end of the connecting plate frame, the two ends of the damping telescopic rod are respectively docked between each group of side panel mounters, one end of the two bottom mounters are respectively docked at the bottom of the connecting plate frame away from the side panel mounter, one end of the threaded adjuster is docked at the end of the bottom mounter away from the connecting plate frame, one end of the telescopic cylinder is docked at the end of the threaded adjuster away from the bottom mounter, the inner surface of the protective spring is nested in the outer surface of the telescopic cylinder, the end of the telescopic cylinder and the protective spring away from the threaded adjuster is docked on the rigid suspension, and the end of the damping telescopic rod away from the side panel mounter is docked on the rigid suspension.

[0008] As a preferred embodiment, a protective mechanism is provided at one end of the connecting plate frame away from the rigid suspension, and the protective mechanism includes a mounting frame, and one end of each of the two mounting frames is provided with a connecting frame, and a mounting anchor point is provided on the connecting frame, and a protective push plate is provided on the outer surface of the mounting anchor point.

[0009] As a preferred embodiment, the two ends of the mounting frame are respectively docked between the connecting plate frame and the connecting frame, one side of the protective push plate is attached to the connecting frame, and the mounting anchor point is inserted through the protective push plate and installed on the connecting frame.

[0010] As a preferred embodiment, both ends of the steering adjuster are docked on the rigid suspension, one end of the reinforced arc frame is welded to the rigid suspension, the outer surface of the docking crown gear rod is inserted and installed in the rigid suspension, one end of the docking crown gear rod is engaged with the gear turntable, the outer surface of the gear turntable is nested in the rigid suspension, one end of the two docking tubes are respectively welded to the two ends of the gear turntable, one end of the connecting ball rod is docked at the end of the docking tube away from the gear turntable, the end of the connecting ball rod away from the docking tube is docked in the reinforced wheel hub frame, and the inner surface of the anti-skid tire is nested in the outer surface of the reinforced wheel hub frame.

[0011] As a preferred embodiment, the method comprises the following steps:

[0012] S1. Dynamic mechanical adjustment optimization of suspension mechanism;

[0013] S2, multi-modal dynamic response adjustment optimization of the damping mechanism;

[0014] S3. Collision dynamic buffer protection of the protective mechanism.

[0015] As a preferred embodiment, in the step S1, the dynamic mechanical adjustment optimization of the suspension mechanism:

[0016] S1.1. By monitoring the vehicle's steering angle and suspension stress in real time, the stiffness parameters of the steering actuator are adjusted to ensure optimal support performance under different steering conditions. A closed-loop control algorithm is used, combined with steering angle sensor data, to dynamically adjust the steering actuator's damping characteristics.

[0017] S1.2. Utilize finite element analysis (FEA) technology to monitor the stress of the reinforcement arch in real time. Combined with vehicle load distribution data, dynamically adjust its structural stiffness. Based on data fed back by strain sensors, optimize the support strength of the reinforcement arch to adapt to the suspension load requirements under different road conditions.

[0018] S1.3. Monitor the meshing state of the crown gear rod and the gear turntable to ensure maximum transmission efficiency. Use a torque sensor to detect the force on the gear rod in real time, and use a servo motor to fine-tune the angle of the gear turntable to optimize the power transmission path and reduce mechanical losses.

[0019] S1.4. Based on the vehicle's speed and road excitation frequency, adjust the clearance between the connecting rod and the reinforced hub frame. Use an active control strategy, combined with vibration sensor data, to optimize the swing amplitude of the rod to ensure the contact stability between the anti-skid tire and the ground.

[0020] As a preferred embodiment, in the step S2, multi-modal dynamic response adjustment optimization of the damping mechanism:

[0021] S2.1. Based on vehicle acceleration and suspension displacement data, a PID control algorithm is used to dynamically adjust the damping coefficient of the damping telescopic rod. Combining this with the road excitation frequency, the compression and rebound rates are adjusted to optimize the dynamic response characteristics of the suspension.

[0022] S2.2. Use force sensors to monitor the stress state of the bottom mount and adjust the preload force of the threaded adjuster to ensure the stability of the damping mechanism under different loads. Adopt an adaptive control strategy and combine it with vehicle mass distribution data to optimize the tightening torque of the threaded adjuster.

[0023] S2.3. Adjust the travel of the telescopic cylinder based on the vibration amplitude of the suspension, while matching the stiffness coefficient of the protective spring. Utilize a fuzzy logic control algorithm to optimize the cylinder's telescopic rate and the spring's buffering characteristics, thereby improving the suspension's shock absorption capacity.

[0024] S2.4. Monitor the stress state of the side panel mounter through strain sensors and adjust its installation angle and fixing strength based on vehicle dynamic data to ensure the support stability of the damping telescopic rod.

[0025] As a preferred embodiment, in the step S3, the collision dynamic buffering protection of the protection mechanism:

[0026] S3.1. Dynamically adjust the structural stiffness of the mounting frame based on collision sensor data to effectively absorb energy during impact. Use active deformation control technology to optimize the frame's collapse characteristics.

[0027] S3.2. Use acceleration sensors to monitor the displacement of the connecting frame and adjust its support angle based on the vehicle's motion to ensure optimal cushioning of the push plate during a collision.

[0028] S3.3. Use smart materials (shape memory alloys) to optimize the collapse characteristics of the push plate, enabling it to deform according to a preset pattern when impacted, maximizing collision energy absorption.

[0029] S3.4. The tightening status of the installation anchor point is monitored by a torque sensor, and the locking torque is dynamically adjusted in combination with the vehicle vibration data to ensure the stability of the protective mechanism during driving.

[0030] Compared with the prior art, the advantages and positive effects of the present invention are:

[0031] 1. The present invention significantly improves the overall performance of the automobile suspension system through the coordinated design of the suspension mechanism, damping mechanism and protective mechanism. The steering adjuster and reinforced arc frame dynamically adapt to different steering conditions and road loads to ensure support stability. The efficient meshing transmission of the crown gear rod and the gear turntable optimizes power transmission efficiency, and the adjustable gap design of the connecting ball rod enhances tire ground contact stability. The damping mechanism uses multi-stage buffering (damping telescopic rod, threaded adjuster, telescopic cylinder and protective spring) combined with real-time sensor feedback to adaptively adjust the damping coefficient and preload, effectively absorbing road impact and reducing vibration transmission. The protective mechanism adopts intelligent materials (shape memory alloy) and a collapsible skeleton structure. During a collision, it deforms and absorbs energy in a graded manner according to a preset mode, greatly improving passive safety.

[0032] 2. The present invention achieves intelligent response of the suspension system through closed-loop dynamic adjustment. Based on sensor data such as steering angle, torque, and acceleration, PID and fuzzy control algorithms are used to optimize the stiffness, damping characteristics, and gear meshing state of the steering regulator in real time, thereby improving steering accuracy and transmission efficiency. The damping mechanism adapts to different road conditions through multi-modal adjustment (dynamically adjusting the compression rate, thread preload, and cylinder stroke of the damping telescopic rod). Combined with the adaptive stiffness change of the protective spring, vibration and impact are significantly reduced. At the moment of collision, the protective mechanism triggers the preset deformation mode of the intelligent material through the sensor, and cooperates with the adjustable skeleton stiffness and anchor point locking torque to achieve efficient absorption of collision energy. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] Figure 1 A three-dimensional diagram of a shear thickening damper applied to an automobile suspension according to the present invention;

[0034] Figure 2 This is a structural exploded perspective diagram of the shear thickening damper applied to automobile suspension proposed by the present invention;

[0035] Figure 3 This is a three-dimensional diagram of the suspension mechanism assembly of the shear thickening damper applied to automobile suspension proposed by the present invention;

[0036] Figure 4 This is an exploded perspective view of the suspension mechanism of the shear thickening damper applied to automobile suspension proposed by the present invention;

[0037] Figure 5 This is a stereogram of the assembly of the damping mechanism of the shear thickening damper applied to the automobile suspension proposed by the present invention;

[0038] Figure 6 This is an exploded perspective view of the damping mechanism of the shear thickening damper applied to automobile suspension proposed by the present invention;

[0039] Figure 7 This is an exploded perspective view of the protective mechanism of the shear thickening damper applied to automobile suspension proposed by the present invention;

[0040] Figure 8 The present invention provides a flow chart of the steps of a control method for a shear thickening damper applied to an automobile suspension.

[0041] Legend:

[0042] 1. Suspension mechanism; 11. Rigid suspension; 12. Steering adjuster; 13. Reinforced arc frame; 14. Docking crown gear rod; 15. Gear turntable; 16. Docking tube; 17. Connecting ball rod; 18. Reinforced wheel hub; 19. Anti-skid tire;

[0043] 2. Damping mechanism; 21. Connecting plate frame; 22. Side panel mounter; 23. Damping telescopic rod; 24. Bottom mounter; 25. Threaded adjuster; 26. Telescopic cylinder; 27. Protective spring;

[0044] 3. Protective mechanism; 31. Install the frame; 32. Connect the frame; 33. Install the anchor point; 34. Protective push plate. DETAILED DESCRIPTION

[0045] In order to make the technical problems, technical solutions and beneficial effects to be solved by the present invention clearer, the present invention is further described in detail below with reference to the accompanying drawings and examples. It should be understood that the described embodiments are only part of the embodiments of this application, rather than all the embodiments, and the specific embodiments described herein are only used to explain the present invention and are not intended to limit the present invention. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of this application.

[0046] It should be further explained that the drawings and implementation methods of the present invention mainly describe the concept of the present invention. On the basis of this concept, the specific forms and settings of some connection relationships, positional relationships, power mechanisms, power supply systems, hydraulic systems and control systems may not be fully described. However, on the premise that those skilled in the art understand the concept of the present invention, those skilled in the art can implement the above-mentioned specific forms and settings in a well-known manner.

[0047] When an element is referred to as being “fixed to” or “disposed on” another element, it can be directly on the other element or indirectly on the other element. When an element is referred to as being “connected to” another element, it can be directly connected to the other element or indirectly connected to the other element.

[0048] The directional words "inside" and "outside" refer to the inside and outside relative to the outline of each component itself. The terms "length", "width", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside" and "outside" indicate the directions or positional relationships based on the directions or positional relationships shown in the accompanying drawings. They are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific direction, be constructed and operate in a specific direction. Therefore, they should not be understood as limiting the present invention.

[0049] For ease of description, spatially relative terms such as "above", "above", "on the upper surface of", "above", etc. may be used herein to describe the spatial positional relationship of a device or feature to other devices or features as shown in the figures. It should be understood that spatially relative terms are intended to include different orientations of the device in use or operation in addition to the orientation described in the figures. For example, if the device in the drawings is inverted, the device described as "above other devices or structures" or "above other devices or structures" will be subsequently positioned as "below other devices or structures" or "below other devices or structures". Thus, the exemplary term "above" can include both "above" and "below". The device may also be positioned in other different ways, and the spatially relative descriptions used herein are interpreted accordingly.

[0050] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the quantity of the technical features being referred to. Therefore, a feature specified as "first" or "second" may explicitly or implicitly include one or more of such features. In the description of the present invention, "plurality" means two or more, and "several" means one or more, unless otherwise specifically defined.

[0051] The shear thickening damper applied to automobile suspension and the control method thereof provided by the present invention are now described.

[0052] Example 1

[0053] like Figure 1-7 As shown, the present invention provides a technical solution: a shear thickening damper applied to an automobile suspension, comprising: a suspension mechanism 1, the suspension mechanism 1 comprising a rigid suspension 11, a steering adjuster 12 being provided on the rigid suspension 11, a reinforcement arc frame 13 being provided between the two steering adjusters 12 on the rigid suspension 11, a docking crown gear rod 14 being provided in the rigid suspension 11, a gear turntable 15 being provided at one end of the docking crown gear rod 14, docking tubes 16 being provided at both ends of the gear turntable 15, a connecting ball rod 17 being provided in the docking tube 16, a reinforced hub frame 18 being provided at the end of the connecting ball rod 17 away from the docking tube 16, and an anti-skid tire 19 being provided on the outer surface of the reinforced hub frame 18;

[0054] The rigid suspension 11 is provided with a damping mechanism 2, which includes a connecting plate frame 21. A side plate mounter 22 is provided at one end of the connecting plate frame 21. A damping telescopic rod 23 is provided between the two side plate mounters 22. A bottom mounter 24 is provided at the bottom of the end of the connecting plate frame 21 away from the side plate mounter 22. One end of the two bottom mounters 24 is provided with a threaded adjuster 25. The end of the threaded adjuster 25 away from the bottom mounter 24 is provided with a telescopic cylinder 26. A protective spring 27 is provided on the outer surface of the telescopic cylinder 26.

[0055] One end of the connecting plate frame 21 is welded to the rigid suspension 11, the two side panel mounters 22 are respectively installed on both sides of one end of the connecting plate frame 21, the two ends of the damping telescopic rod 23 are respectively docked between each group of side panel mounters 22, one end of the two bottom mounters 24 are respectively docked at the bottom of the connecting plate frame 21 away from the side panel mounter 22, one end of the threaded adjuster 25 is docked at the end of the bottom mounter 24 away from the connecting plate frame 21, one end of the telescopic cylinder 26 is docked at the end of the threaded adjuster 25 away from the bottom mounter 24, the inner surface of the protective spring 27 is nested in the outer surface of the telescopic cylinder 26, the end of the telescopic cylinder 26 and the protective spring 27 away from the threaded adjuster 25 is docked on the rigid suspension 11, and the end of the damping telescopic rod 23 away from the side panel mounter 22 is docked on the rigid suspension 11;

[0056] A protective mechanism 3 is provided at one end of the connecting plate frame 21 away from the rigid suspension frame 11. The protective mechanism 3 includes a mounting frame 31. One end of each of the two mounting frames 31 is provided with a connecting frame 32. The connecting frame 32 is provided with a mounting anchor 33. The outer surface of the mounting anchor 33 is provided with a protective push plate 34.

[0057] The two ends of the mounting frame 31 are respectively connected between the connecting plate frame 21 and the connecting frame 32, one side of the protective push plate 34 is attached to the connecting frame 32, and the mounting anchor 33 is inserted through the protective push plate 34 and installed on the connecting frame 32;

[0058] Both ends of the steering adjuster 12 are docked on the rigid suspension 11, one end of the reinforcement arc frame 13 is welded to the rigid suspension 11, the outer surface of the docking crown gear rod 14 is inserted and installed in the rigid suspension 11, one end of the docking crown gear rod 14 is engaged with the gear turntable 15, the outer surface of the gear turntable 15 is nested in the rigid suspension 11, one end of the two docking tubes 16 are respectively welded to the two ends of the gear turntable 15, one end of the connecting ball rod 17 is docked at the end of the docking tube 16 away from the gear turntable 15, and the end of the connecting ball rod 17 away from the docking tube 16 is docked in the reinforced wheel hub frame 18, and the inner surface of the anti-skid tire 19 is nested in the outer surface of the reinforced wheel hub frame 18.

[0059] In this embodiment, when the staff uses the shear thickening damper applied to the automobile suspension for installation and use, they can install the rigid suspension 11 on the automobile, and then the staff can dock the motor of the automobile to the docking crown gear rod 14, so that the staff can control the motor drive of the automobile to drive the docking crown gear rod 14 to drive the gear turntable 15 to rotate, and one end of the connecting ball rod 17 is installed on the gear turntable 15 through the docking tube 16, so that the reinforced wheel hub frame 18 and the anti-skid tire 19 can be driven to rotate, and a corresponding damping mechanism 2 is provided on one side of the rigid suspension 11, and the staff can control the motor drive of the automobile to drive the docking crown gear rod 14 to drive the gear turntable 15 to rotate. By installing one end of the connecting plate frame 21 on the rigid suspension 11, and the two ends of the damping telescopic rod 23 are respectively installed on the rigid suspension 11 and the connecting plate frame 21 with the side plate mounter 22, and by installing the telescopic cylinder 26 and the protective spring 27 between the rigid suspension 11 and the threaded adjuster 25 and the bottom mounter 24, the cushioning performance during actual use is further improved, and the two ends of the mounting frame 31 are respectively installed between the connecting plate frame 21 and the connecting frame 32, and finally the protective push plate 34 is stably installed through the mounting anchor point 33, so that its safety during actual use is further improved.

[0060] Example 2

[0061] like Figure 1-8 As shown, the following steps are included:

[0062] S1. Dynamic mechanical adjustment optimization of suspension mechanism;

[0063] S2, multi-modal dynamic response adjustment optimization of the damping mechanism;

[0064] S3, collision dynamic buffer protection of protective mechanism;

[0065] Step S1: Suspension mechanism dynamic mechanical adjustment optimization:

[0066] S1.1. By monitoring the vehicle's steering angle and suspension stress in real time, the stiffness parameters of the steering actuator 12 are adjusted to maintain optimal support performance under different steering conditions. A closed-loop control algorithm, combined with steering angle sensor data, dynamically adjusts the damping characteristics of the steering actuator 12.

[0067] S1.2. Use finite element analysis (FEA) technology to monitor the real-time stress of the reinforcement arch 13. Combined with vehicle load distribution data, dynamically adjust its structural stiffness. Based on data fed back by strain sensors, optimize the support strength of the reinforcement arch 13 to adapt to the suspension force requirements under different road conditions.

[0068] S1.3. Monitor the meshing state of the crown gear rod 14 and the gear turntable 15 to ensure maximum transmission efficiency. Use a torque sensor to detect the force on the gear rod in real time, and use a servo motor to fine-tune the angle of the gear turntable 15 to optimize the power transmission path and reduce mechanical losses.

[0069] S1.4. Adjust the clearance between the connecting rod 17 and the reinforced hub carrier 18 based on the vehicle's speed and the road excitation frequency. Use an active control strategy, combined with vibration sensor data, to optimize the rod's swing amplitude and ensure stable contact between the anti-skid tire 19 and the ground.

[0070] Step S2, multi-modal dynamic response adjustment optimization of the damping mechanism:

[0071] S2.1. Based on vehicle acceleration and suspension displacement data, a PID control algorithm is used to dynamically adjust the damping coefficient of the damping telescopic rod 23. Compression and rebound rates are adjusted in conjunction with the road excitation frequency to optimize the dynamic response characteristics of the suspension.

[0072] S2.2. Monitor the stress state of the bottom mount 24 using a force sensor and adjust the preload force of the threaded adjuster 25 to ensure the stability of the damping mechanism 2 under different loads. Adopt an adaptive control strategy and combine it with the vehicle mass distribution data to optimize the locking torque of the threaded adjuster 25.

[0073] S2.3. Based on the vibration amplitude of the suspension, adjust the stroke of the telescopic cylinder 26 and match the stiffness coefficient of the protective spring 27. Use a fuzzy logic control algorithm to optimize the cylinder's telescopic rate and the spring's buffering characteristics to improve the suspension's shock absorption capacity.

[0074] S2.4. Monitor the stress state of the side panel mount 22 using strain sensors and, based on vehicle dynamic data, adjust its installation angle and fixing strength to ensure the support stability of the damping telescopic rod 23.

[0075] Step S3, during the collision dynamic buffering protection of the protection mechanism:

[0076] S3.1. Based on collision sensor data, dynamically adjust the structural stiffness of the mounting frame 31 to enable it to effectively absorb energy when impacted, and employ active deformation control technology to optimize the collapse characteristics of the frame;

[0077] S3.2. Monitor the displacement of the connecting frame 32 using an acceleration sensor and adjust its support angle based on the vehicle's motion to ensure optimal cushioning of the protective push plate 34 during a collision.

[0078] S3.3. Using smart materials (shape memory alloys) to optimize the collapse characteristics of the protective push plate 34, enabling it to deform according to a preset pattern when impacted, maximizing collision energy absorption;

[0079] S3.4. Monitor the tightening status of the mounting anchor point 33 through a torque sensor, and dynamically adjust its locking torque in combination with vehicle vibration data to ensure the stability of the protection mechanism 3 during driving.

[0080] In this embodiment, during driving, data such as steering angle, suspension force and road excitation are monitored in real time, the stiffness and damping characteristics of the steering regulator 12 are dynamically adjusted, and the structural support of the reinforced arc frame 13 is optimized; the gear transmission engagement state is adjusted through torque feedback to improve power transmission efficiency.

[0081] The damping mechanism adopts PID and fuzzy control algorithms to adaptively adjust the damping coefficient, thread preload and cylinder stroke of the damping telescopic rod 23 according to the vehicle acceleration and vibration amplitude, matching the spring stiffness to absorb the impact of different road conditions. The protection mechanism triggers the preset deformation mode of smart materials such as shape memory alloys through collision sensors, combined with dynamic adjustment of the skeleton stiffness and anchor point locking torque to achieve graded absorption of collision energy, thereby comprehensively improving the stability, shock absorption and collision safety of the suspension system.

[0082] During driving, the steering regulator 12 adjusts the stiffness and damping characteristics in real time according to the steering angle sensor data. At the same time, the reinforcement arc frame 13 optimizes the support strength through strain sensor feedback; the gear turntable 15 fine-tunes the engagement state according to the torque sensor to improve the transmission efficiency. The damping mechanism 2 adopts PID and fuzzy control algorithms to dynamically adjust the damping coefficient of the damping telescopic rod 23, the preload force of the threaded adjuster 25 and the stroke of the telescopic cylinder 26 according to the acceleration and suspension displacement data, and synchronously matches the stiffness of the protective spring 27 to absorb road impact.

[0083] When a collision occurs, the mounting frame 31 and the protective push plate 34 made of shape memory alloy collapse and deform according to the preset mode triggered by the sensor. Combined with the dynamically adjusted anchor point locking torque, the collision energy is absorbed in a graded manner, thereby comprehensively improving the suspension's handling stability, shock absorption performance and collision safety.

[0084] Working principle:

[0085] like Figure 1-8As shown, the suspension mechanism 1 achieves dynamic response through the coordinated action of the rigid suspension 11 and the steering regulator 12. When the vehicle turns, the steering angle sensor provides real-time feedback data, and the closed-loop control algorithm dynamically adjusts the stiffness and damping characteristics of the steering regulator 12 to ensure optimal support performance. The reinforced arc frame 13 monitors stress through strain sensors and dynamically adjusts the structural stiffness in combination with finite element analysis to adapt to different road loads. The meshing state of the docking crown gear rod 14 and the gear turntable 15 is monitored by a torque sensor, and the servo motor fine-tunes the angle of the gear turntable 15 to optimize power transmission efficiency. The gap between the connecting ball rod 17 and the reinforced hub frame 18 is dynamically adjusted according to the vehicle speed and road vibration to ensure the ground stability of the anti-skid tire 19.

[0086] The damping mechanism 2 is rigidly connected to the rigid suspension 11 via a connecting plate frame 21. The damping telescopic rod 23 adjusts the damping coefficient in real time based on a PID algorithm, optimizing the compression / rebound rate by combining suspension displacement and acceleration data. Feedback data from the force sensor of the bottom mounter 24 drives the threaded adjuster 25 to dynamically adjust the preload force, ensuring stability under varying loads. The telescopic cylinder 26 and protective spring 27 utilize a fuzzy control algorithm to match the cylinder stroke and spring stiffness coefficient based on vibration amplitude, enhancing shock absorption. Strain sensor data from the side panel mounter 22 further optimizes the support angle of the damping telescopic rod 23, forming a multimodal adaptive buffer system.

[0087] The mounting frame 31 of the protective mechanism 3 is triggered by collision sensors to actively deform, dynamically adjusting the structural stiffness to absorb impact energy. Accelerometers connected to the frame 32 monitor displacement changes and adjust the support angle in real time to optimize the cushioning effect of the protective push plate 34. The protective push plate 34 is constructed of shape memory alloy and collapses and deforms according to a preset pattern during a collision, maximizing energy absorption. The mounting anchor 33 is dynamically locked by a torque sensor, integrating vehicle vibration data to ensure the stability of the protective mechanism during driving. The entire system achieves comprehensive improvements in suspension controllability, shock absorption, and collision safety through the collaboration of a sensor network and control algorithms.

[0088] The above 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 should be included in the scope of protection of the present invention.

[0089] It should be noted that the terms used herein are only for describing specific embodiments and are not intended to limit the exemplary embodiments according to the present application. As used herein, unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. In addition, it should be understood that when the terms "comprise" and / or "include" are used in this specification, they indicate the presence of features, steps, operations, devices, components and / or combinations thereof.

[0090] Unless otherwise specifically stated, the relative arrangement of the parts and steps, numerical expressions and numerical values ​​set forth in these embodiments do not limit the scope of this application. At the same time, it should be understood that, for ease of description, the sizes of the various parts shown in the drawings are not drawn according to actual proportional relationships. The techniques, methods and equipment known to those of ordinary skill in the relevant art may not be discussed in detail, but where appropriate, the techniques, methods and equipment should be considered as part of the authorization specification. In all examples shown and discussed herein, any specific values ​​should be interpreted as being merely exemplary and not as limitations. Therefore, other examples of the exemplary embodiments may have different values. It should be noted that similar numbers and letters represent similar items in the following figures, and therefore, once an item is defined in one figure, it does not need to be further discussed in subsequent figures.

Claims

1. A shear thickening damper used in automobile suspension, characterized in that: include: A suspension mechanism (1) includes a rigid suspension (11), a steering regulator (12) is provided on the rigid suspension (11), a reinforcement arc frame (13) is provided on the rigid suspension (11) between two steering regulators (12), a docking crown gear rod (14) is provided in the rigid suspension (11), a gear turntable (15) is provided at one end of the docking crown gear rod (14), docking tubes (16) are provided at both ends of the gear turntable (15), a connecting ball rod (17) is provided in the docking tube (16), a reinforced wheel hub frame (18) is provided at one end of the connecting ball rod (17) away from the docking tube (16), and an anti-skid tire (19) is provided on the outer surface of the reinforced wheel hub frame (18).

2. The shear thickening damper for automobile suspension according to claim 1, characterized in that: The rigid suspension (11) is provided with a damping mechanism (2), and the damping mechanism (2) includes a connecting plate frame (21), a side plate mounter (22) is provided on one end of the connecting plate frame (21), a damping telescopic rod (23) is provided between the two side plate mounters (22), a bottom mounter (24) is provided at the bottom of the end of the connecting plate frame (21) away from the side plate mounter (22), a threaded adjuster (25) is provided at one end of the two bottom mounters (24), a telescopic cylinder (26) is provided at the end of the threaded adjuster (25) away from the bottom mounter (24), and a protective spring (27) is provided on the outer surface of the telescopic cylinder (26).

3. The shear thickening damper for automobile suspension according to claim 2, characterized in that: One end of the connecting plate frame (21) is welded to the rigid suspension (11), the two side panel mounters (22) are respectively mounted on both sides of one end of the connecting plate frame (21), the two ends of the damping telescopic rod (23) are respectively docked between each group of side panel mounters (22), one end of the two bottom mounters (24) are respectively docked at the bottom of one end of the connecting plate frame (21) away from the side panel mounters (22), and one end of the threaded adjuster (25) is docked at the bottom of the bottom mounter (24) away from the end of the connecting plate frame (21). One end of the connecting plate frame (21) is docked with one end of the telescopic cylinder (26) at one end of the threaded adjuster (25) away from the bottom mounter (24), the inner surface of the protective spring (27) is nested in the outer surface of the telescopic cylinder (26), the ends of the telescopic cylinder (26) and the protective spring (27) away from the threaded adjuster (25) are docked on the rigid suspension (11), and the end of the damping telescopic rod (23) away from the side plate mounter (22) is docked on the rigid suspension (11).

4. The shear thickening damper for automobile suspension according to claim 3, characterized in that: A protective mechanism (3) is provided at one end of the connecting plate frame (21) away from the rigid suspension frame (11), and the protective mechanism (3) includes a mounting frame (31), one end of each of the two mounting frames (31) is provided with a connecting frame (32), a mounting anchor point (33) is provided on the connecting frame (32), and a protective push plate (34) is provided on the outer surface of the mounting anchor point (33).

5. The shear thickening damper for automobile suspension according to claim 4, characterized in that: The two ends of the installation frame (31) are respectively connected between the connecting plate frame (21) and the connecting frame (32), one side of the protective push plate (34) is attached to the connecting frame (32), and the installation anchor point (33) is inserted through the protective push plate (34) and installed on the connecting frame (32).

6. The shear thickening damper for automobile suspension according to claim 1, characterized in that: Both ends of the steering regulator (12) are docked on the rigid suspension (11), one end of the reinforced arc frame (13) is welded on the rigid suspension (11), the outer surface of the docking crown gear rod (14) is inserted and installed in the rigid suspension (11), one end of the docking crown gear rod (14) is engaged with the gear turntable (15), the outer surface of the gear turntable (15) is nested in the rigid suspension (11), one end of the two docking tubes (16) are respectively welded to the two ends of the gear turntable (15), one end of the connecting ball rod (17) is docked at one end of the docking tube (16) away from the gear turntable (15), and the end of the connecting ball rod (17) away from the docking tube (16) is docked in the reinforced wheel hub frame (18), and the inner surface of the anti-skid tire (19) is nested in the outer surface of the reinforced wheel hub frame (18).

7. A control method for a shear thickening damper applied to an automobile suspension, characterized in that: The following steps are involved: S1. Dynamic mechanical adjustment optimization of suspension mechanism; S2, multi-modal dynamic response adjustment optimization of the damping mechanism; S3. Collision dynamic buffer protection of the protective mechanism.

8. The control method of the shear thickening damper applied to automobile suspension according to claim 7, characterized in that: In the step S1, dynamic mechanical adjustment optimization of the suspension mechanism: S1.

1. By real-time monitoring of the vehicle steering angle and suspension stress state, the stiffness parameters of the steering regulator (12) are adjusted to maintain optimal support performance under different steering conditions. A closed-loop control algorithm is used in combination with steering angle sensor data to dynamically adjust the damping characteristics of the steering regulator (12); S1.2, using finite element analysis (FEA) technology to monitor the stress of the reinforcement arc frame (13) in real time, combining the vehicle load distribution data, dynamically adjusting its structural stiffness, and optimizing the support strength of the reinforcement arc frame (13) through the data fed back by the strain sensor to adapt to the suspension force requirements under different road conditions; S1.3, monitor the meshing state of the crown gear rod (14) and the gear turntable (15) to ensure maximum transmission efficiency, use a torque sensor to detect the force on the gear rod in real time, and use a servo motor to fine-tune the angle of the gear turntable (15) to optimize the power transmission path and reduce mechanical losses; S1.

4. Based on the vehicle's speed and the road excitation frequency, the clearance between the connecting rod (17) and the reinforced hub frame (18) is adjusted. An active control strategy is adopted, combined with the vibration sensor data, to optimize the swing amplitude of the rod to ensure the contact stability between the anti-skid tire (19) and the ground.

9. The control method of a shear thickening damper applied to an automobile suspension according to claim 7, characterized in that: In the step S2, multi-modal dynamic response adjustment optimization of the damping mechanism: S2.

1. Based on the vehicle acceleration and suspension displacement data, a PID control algorithm is used to dynamically adjust the damping coefficient of the damping telescopic rod (23), and its compression and rebound rates are adjusted in combination with the road excitation frequency to optimize the dynamic response characteristics of the suspension; S2.2, monitoring the stress state of the bottom mount (24) through a force sensor, adjusting the preload force of the threaded adjuster (25), ensuring the stability of the damping mechanism (2) under different loads, and optimizing the locking torque of the threaded adjuster (25) by adopting an adaptive control strategy in combination with vehicle mass distribution data; S2.

3. Based on the vibration amplitude of the suspension, the stroke of the telescopic cylinder (26) is adjusted, and the stiffness coefficient of the protective spring (27) is matched. A fuzzy logic control algorithm is used to optimize the telescopic rate of the cylinder and the buffering characteristics of the spring to improve the shock absorption capacity of the suspension; S2.

4. Monitor the stress state of the side panel mounter (22) through a strain sensor, and adjust its installation angle and fixing strength in combination with the vehicle dynamic data to ensure the support stability of the damping telescopic rod (23).

10. The control method of a shear thickening damper applied to an automobile suspension according to claim 7, characterized in that: In the step S3, the collision dynamic buffering protection of the protection mechanism: S3.

1. Based on the collision sensor data, dynamically adjust the structural stiffness of the mounting frame (31) so that it can effectively absorb energy when impacted, and use active deformation control technology to optimize the collapse characteristics of the frame; S3.2, monitoring the displacement change of the connecting frame (32) by an acceleration sensor, adjusting its support angle in combination with the vehicle's motion state, and ensuring the best buffering effect of the protective push plate (34) during collision; S3.3, using smart materials (shape memory alloys) to optimize the collapse characteristics of the protective push plate (34), so that it can deform according to a preset pattern when impacted, maximizing the absorption of collision energy; S3.

4. The tightening state of the mounting anchor point (33) is monitored by a torque sensor, and the locking torque is dynamically adjusted in combination with the vehicle vibration data to ensure the stability of the protective mechanism (3) during driving.

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