Electric control variable suspension frame with dynamic rigidity adjusting function

Abstract

The invention belongs to the technical field of new energy automobile manufacturing, and particularly relates to an electric control variable suspension frame with a dynamic rigidity adjusting function, the electric control variable suspension frame comprises a support and supports arranged at the two ends of the support, first mounting holes are formed in the four corners of the top of the support, and second mounting holes are formed in the two ends of the two supports; the two dynamic rigidity adjusting mechanisms are arranged at the tops of the two supports respectively, and the tops of the two dynamic rigidity adjusting mechanisms are connected with the two ends of the support; and a pressure monitoring mechanism. Through collaborative design of the dynamic rigidity adjusting mechanism, the pressure monitoring mechanism, the blowing cooling mechanism and the large-amplitude counting triggering mechanism, the rigidity of the air cavity can be adjusted in real time according to road surface vibration so as to enhance the buffering effect, and self-adaptive heat dissipation is achieved by blowing compressed air to the bent part of the support; the large-amplitude vibration fatigue risk is early warned through the counting trigger mechanism, the vibration isolation performance of the new energy automobile battery suspension is comprehensively improved, the structural life is comprehensively prolonged, and the safety and reliability are comprehensively improved.

Description

Technical Field

[0001] This invention belongs to the field of new energy vehicle manufacturing technology, and in particular relates to an electronically controlled variable suspension with dynamic stiffness adjustment function. Background Technology

[0002] In the field of new energy vehicles, the battery mount is a key component that supports the battery pack and isolates vibrations, and its performance directly affects the comfort and safety of the vehicle.

[0003] Traditional battery mounts often employ a fixed stiffness structure. When a vehicle travels on complex road conditions (such as uneven surfaces and speed bumps), the road excitation frequency and amplitude constantly change. Fixed stiffness mounts cannot adaptively adjust their damping characteristics, leading to increased battery pack vibration. This not only affects the connection stability of the internal battery cells (such as fatigue cracking of the electrode tab welds) but also subjects the mount itself to cyclic overload stress, causing resonance between the battery pack and the vehicle body, thus reducing the overall vehicle performance. Furthermore, due to their structural design, the curved sections of the battery mount (90-degree bends or arc bends) simultaneously bear significant bending and shear stresses during vehicle operation. Especially under high-frequency vibration conditions, the internal frictional heat generated in this area is substantial (temperatures can reach 80-100℃). If this heat cannot be cooled, the mechanical properties of the material will deteriorate, and the accumulation of thermal stress will increase the risk of fracture, further exacerbating the potential for structural failure.

[0004] To address this, an electrically controlled variable suspension frame with dynamic stiffness adjustment function is proposed. Summary of the Invention

[0005] The purpose of this invention is to address the above-mentioned problems by providing an electronically controlled variable suspension frame with dynamic stiffness adjustment function.

[0006] To achieve the above objectives, the present invention adopts the following technical solution: an electrically controlled variable suspension frame with dynamic stiffness adjustment function, comprising a bracket and supports disposed at both ends of the bracket, wherein each of the four corners of the top of the bracket is provided with a first mounting hole, and each of the two supports is provided with a second mounting hole at both ends, and further comprising: Two dynamic stiffness adjustment mechanisms are respectively disposed on the top of the two supports, and the top of the two dynamic stiffness adjustment mechanisms are connected to both ends of the bracket. A pressure monitoring mechanism is installed between the two ends of the support and the top of the two dynamic stiffness adjustment mechanisms to monitor the vibration amplitude of the support. Two air-blowing cooling mechanisms are respectively installed on the side walls of the two dynamic stiffness adjustment mechanisms, and the air-blowing ends of the two air-blowing cooling mechanisms are respectively directed toward the two curved parts of the bracket, and the air-blowing cooling mechanisms are linked with the dynamic stiffness adjustment mechanisms. A large amplitude counting trigger mechanism is installed inside one of the dynamic stiffness adjustment mechanisms to count the vibrations of the bracket when it is subjected to large amplitudes. The dynamic stiffness adjustment mechanism, pressure monitoring mechanism, air blowing cooling mechanism and large amplitude counting trigger mechanism are all electrically connected to the vehicle control system.

[0007] Preferably, the dynamic stiffness adjustment mechanism includes an air plate fixedly disposed on the top of the support, a first piston plate and a second piston plate vertically slidingly disposed inside the air plate, the second piston plate being located below the first piston plate, a plurality of piston rods extending to the outside of the air plate being fixedly disposed on the upper surface of the first piston plate, and two electromagnetic adjustment rods being symmetrically fixed between the lower surface of the second piston plate and the bottom inner wall of the air plate.

[0008] Preferably, the electromagnetic adjusting rod includes a sleeve fixedly disposed on the inner wall of the bottom of the air plate, a movable rod is provided inside the sleeve, the upper end of the movable rod is fixedly connected to the lower surface of the second piston plate, and a permanent magnet is fixedly disposed at the lower end of the movable rod. An electromagnetic block is fixedly disposed on the inner wall of the sleeve, and a first spring is fixedly disposed between the electromagnetic block and the permanent magnet.

[0009] Preferably, the pressure monitoring mechanism includes a mounting plate fixedly disposed on the upper end of the plurality of piston rods, and two pressure sensors are symmetrically fixed between the upper surface of the mounting plate and the end of the bracket.

[0010] Preferably, the air-blowing cooling mechanism includes a fixed frame fixedly mounted on the side wall of the air plate, an air guide pipe is fixedly mounted longitudinally on the fixed frame, a plurality of evenly distributed air-blowing pipes are fixedly mounted on the upper side of the air guide pipe, the upper ends of the plurality of air-blowing pipes are all arranged toward the curved part of the support, a first connecting pipe is fixedly mounted on the lower side of the air guide pipe, the end of the first connecting pipe away from the air guide pipe is fixedly connected to the side wall of the air plate, and a second connecting pipe is fixedly mounted on the end of the first connecting pipe, the end of the second connecting pipe away from the first connecting pipe is fixedly connected to the middle part of the second piston plate.

[0011] Preferably, the second connecting pipe is a rubber hose, and the second connecting pipe is connected to the air cavity between the first piston plate and the second piston plate.

[0012] Preferably, the large amplitude counting trigger mechanism includes a housing fixedly disposed inside the air plate. A limiting rod is laterally fixed inside the housing. A trigger block is slidably disposed on the rod wall of the limiting rod. Two second springs are symmetrically fixed between one side of the trigger block and the inner side wall of the housing. A connecting rope extending to the outside of the housing is fixedly disposed on the other side of the trigger block. The end of the connecting rope away from the housing is fixedly connected to the lower surface of the second piston plate. A touch switch that can contact the trigger block is elastically disposed on the inner side wall of the housing. A pulse counter is fixedly disposed on the inner side wall of the housing.

[0013] Preferably, a telescopic rod is fixedly provided on the inner side wall of the housing, and the end of the telescopic rod away from the housing is fixedly connected to the touch switch. A third spring is sleeved on the rod wall of the telescopic rod, and the two ends of the third spring are fixedly connected to the side wall of the touch switch and the inner side wall of the housing, respectively.

[0014] Compared with existing technologies, the advantages of this invention are as follows: 1. Through the dynamic stiffness adjustment mechanism and pressure monitoring mechanism, the vibration amplitude of the bracket is sensed in real time. The vehicle control system, in conjunction with the electromagnetic adjustment rod, drives the second piston plate to move upward, dynamically adjusting the air chamber volume of the air plate. This allows the gas compression stiffness to automatically change with the vibration intensity, achieving adaptive vibration isolation where "the greater the vibration, the stronger the buffer." This solves the problem of vibration isolation failure of traditional fixed stiffness suspensions under complex road conditions and improves the stability of the battery pack. At the same time, when the bracket breaks, the pressure sensor reading drops sharply, and the vehicle control system immediately disconnects the battery pack power supply, cuts off the high-voltage circuit, prevents leakage accidents, and ensures personnel safety and battery pack protection.

[0015] 2. Through the air-blowing cooling mechanism, which is linked with the dynamic stiffness adjustment mechanism, the compressed gas when the first piston plate is pressed down can be blown through the pipe to the bending part of the bracket. The forced convection of the airflow can remove the frictional heat generated by stress concentration. The greater the vibration amplitude, the greater the flow rate of the compressed gas, forming a linkage heat dissipation mechanism of "the greater the heat load, the stronger the cooling", which avoids the material strength of the bending part from decreasing due to high temperature and extends the service life of the bracket.

[0016] 3. Through the large amplitude counting trigger mechanism, which is linked with the dynamic stiffness adjustment mechanism and connected to the second piston plate via the connecting rope, when the bracket is subjected to large amplitude vibration, it can drive the trigger block to contact the touch switch, so that the pulse counter is triggered and completes counting. When the cumulative number reaches a certain number, it prompts maintenance and detects the fatigue risk of components in advance. Attached Figure Description

[0017] Figure 1 This is a perspective view from a top angle of an electronically controlled variable suspension frame with dynamic stiffness adjustment function provided by the present invention. Figure 2 This is a perspective view of an electrically controlled variable suspension frame with dynamic stiffness adjustment function provided by the present invention, viewed from an oblique angle. Figure 3 This is a partial perspective view of an electrically controlled variable suspension bracket and support connection with dynamic stiffness adjustment function provided by the present invention. Figure 4 This is a perspective view of an electronically controlled variable suspension frame dynamic stiffness adjustment mechanism and pressure monitoring mechanism with dynamic stiffness adjustment function provided by the present invention. Figure 5 This is a perspective view of an electrically controlled variable suspension frame air-blowing cooling mechanism with dynamic stiffness adjustment function provided by the present invention. Figure 6 This is a perspective view of an electromagnetic adjustment rod for an electrically controlled variable suspension frame with dynamic stiffness adjustment function provided by the present invention. Figure 7 This is a perspective view of an electronically controlled variable suspension frame with dynamic stiffness adjustment function and a large amplitude counting trigger mechanism provided by the present invention.

[0018] In the diagram: 1. Bracket, 2. Support, 3. First mounting hole, 4. Second mounting hole, 5. Dynamic stiffness adjustment mechanism, 51. Air plate, 52. First piston plate, 53. Second piston plate, 54. Piston rod, 55. Electromagnetic adjustment rod, 551. Sleeve, 552. Moving rod, 553. Permanent magnet, 554. Electromagnetic block, 555. First spring, 6. Pressure monitoring mechanism, 61. Mounting plate, 62. Pressure sensor, 7. Air blowing cooling mechanism, 71. Fixing frame, 72. Air guide pipe, 73. Air blowing pipe, 74. First connecting pipe, 75. Second connecting pipe, 8. Large amplitude counting trigger mechanism, 81. Housing, 82. Limiting rod, 83. Trigger block, 84. Second spring, 85. Connecting rope, 86. Touch switch, 87. Pulse counter, 88. Telescopic rod, 89. Third spring. Detailed Implementation

[0019] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments.

[0020] like Figures 1-7 As shown, an electronically controlled variable suspension with dynamic stiffness adjustment function includes a bracket 1 and supports 2 disposed at both ends of the bracket 1. First mounting holes 3 are provided at the four corners of the top of the bracket 1, and the first mounting holes 3 are aligned with the holes in the battery box. Second mounting holes 4 are provided at both ends of the two supports 2, and the second mounting holes 4 are aligned with the holes on the vehicle chassis. The suspension also includes: Two dynamic stiffness adjustment mechanisms 5 are respectively installed on the top of the two supports 2, and the tops of the two dynamic stiffness adjustment mechanisms 5 are connected to both ends of the bracket 1. The dynamic stiffness adjustment mechanism 5 includes an air plate 51 fixedly installed on the top of the support 2. A first piston plate 52 and a second piston plate 53 are vertically slidably installed inside the air plate 51. The second piston plate 53 is located below the first piston plate 52. A plurality of piston rods 54 extending to the outside of the air plate 51 are fixedly installed on the upper surface of the first piston plate 52. Two electromagnetic adjustment rods 55 are symmetrically fixed between the lower surface of the second piston plate 53 and the bottom inner wall of the air plate 51. The electromagnetic adjustment rod 55 includes a sleeve 551 fixedly installed on the bottom inner wall of the air plate 51. A moving rod 552 is installed inside the sleeve 551. The upper end of the moving rod 552 is fixedly connected to the lower surface of the second piston plate 53. A permanent magnet block 553 is fixedly installed at the lower end of the sleeve 552, and an electromagnetic block 554 is fixedly installed on the inner wall of the sleeve 551. A first spring 555 is fixed between the electromagnetic block 554 and the permanent magnet block 553. When the electromagnetic block 554 is de-energized, the first spring 555 can apply a downward elastic force to the permanent magnet block 553 and the moving rod 552, causing the second piston plate 53 to quickly move down and reset. The vibration generated by the bracket 1 and the top battery box will cause the piston rods 54 on both sides of the bracket 1 to press down simultaneously. The piston rods 54 move down and push the first piston plate 52 to slide in the air plate 51. At this time, the first piston plate 52 compresses the gas between the air plate 51 and the second piston plate 53, which can suppress the high-frequency vibration of the bracket 1. When the bracket 1 is subjected to a large vibration impact, the electromagnetic block 554 is powered on, and the compressed gas can generate a stronger buffering force, quickly offset the vibration energy, and suppress the large sway of the bracket 1.

[0021] The pressure monitoring mechanism 6 is located between the two ends of the support 1 and the top of the two dynamic stiffness adjustment mechanisms 5. It is used to monitor the vibration amplitude of the support 1. The pressure monitoring mechanism 6 includes a mounting plate 61 fixedly mounted on the upper end of multiple piston rods 54. Two pressure sensors 62 are symmetrically fixed between the upper surface of the mounting plate 61 and the end of the support 1. The pressure sensors 62 can monitor the vibration load between the support 1 and the support 2 in real time.

[0022] Two air-blowing cooling mechanisms 7 are respectively installed on the side walls of two dynamic stiffness adjustment mechanisms 5, and the air-blowing ends of the two air-blowing cooling mechanisms 7 are respectively facing the two curved parts of the support 1. The air-blowing cooling mechanisms 7 are linked with the dynamic stiffness adjustment mechanisms 5. The air-blowing cooling mechanism 7 includes a fixed frame 71 fixedly installed on the side wall of the air plate 51. A guide pipe 72 is longitudinally fixed on the fixed frame 71. Multiple evenly distributed air-blowing pipes 73 are fixed on the upper side of the pipe wall of the guide pipe 72. The upper ends of the multiple air-blowing pipes 73 are all facing the curved parts of the support 1. A first connecting pipe 74 is fixed on the lower side of the pipe wall of the guide pipe 72. The end of the first connecting pipe 74 away from the guide pipe 72 is connected to the hollow plate 51. The side wall of the air plate 51 is fixedly connected, and the end of the first connecting pipe 74 is fixedly provided with a second connecting pipe 75. The end of the second connecting pipe 75 away from the first connecting pipe 74 is fixedly connected to the middle of the second piston plate 53. The second connecting pipe 75 is a rubber hose, and the air chamber between the second connecting pipe 75 and the first piston plate 52 and the second piston plate 53 is connected. The rubber hose can ensure that the second connecting pipe 75 moves with the second piston plate 53, and at the same time, it can also ensure the smooth passage of gas. A small amount of compressed gas inside the air chamber will be forced into the second connecting pipe 75, the first connecting pipe 74 and the air guide pipe 72, and finally blown in a direction by multiple air blowing pipes 73 towards the curved part of the bracket 1.

[0023] A large amplitude counting trigger mechanism 8 is installed inside one of the dynamic stiffness adjustment mechanisms 5. It is used to count the amplitude of vibrations experienced by the support 1. The large amplitude counting trigger mechanism 8 includes a housing 81 fixedly installed inside the air plate 51. A limiting rod 82 is laterally fixed inside the housing 81. A trigger block 83 is slidably mounted on the wall of the limiting rod 82. Two second springs 84 are symmetrically fixed between one side of the trigger block 83 and the inner wall of the housing 81. A connecting rope 85 extending to the outside of the housing 81 is fixedly mounted on the other side of the trigger block 83. The end of the connecting rope 85 away from the housing 81 is fixedly connected to the lower surface of the second piston plate 53. A touch switch 86 elastically mounted on the inner wall of the housing 81, capable of contacting the trigger block 83, is also provided. A pulse counter 87 is fixedly mounted on the inner wall of the housing 81. A telescopic rod 88 is fixedly provided on the inner wall of the housing 81. The end of the telescopic rod 88 away from the housing 81 is fixedly connected to the touch switch 86. A third spring 89 is sleeved on the rod wall of the telescopic rod 88, and the two ends of the third spring 89 are fixedly connected to the side wall of the touch switch 86 and the inner wall of the housing 81, respectively. When one end of the connecting rope 85 is pulled, it can drive the trigger block 83 to move along the limit rod 82 inside the housing 81. The trigger block 83 moves towards the touch switch 86 against the external force of the second spring 84 until it triggers the touch button of the touch switch 86. At the same time, the telescopic rod 88 and the third spring 89 on the touch switch 86 are squeezed to provide a buffer for the touch switch 86 and prevent it from being squeezed and damaged. After the touch switch 86 is triggered, it generates a pulse signal, which is sent to the pulse counter 87 to complete one counting action.

[0024] The dynamic stiffness adjustment mechanism 5, the pressure monitoring mechanism 6, the air blowing cooling mechanism 7, and the large amplitude counting trigger mechanism 8 are all electrically connected to the vehicle control system.

[0025] The operating principle of the present invention is described as follows: The battery box of the new energy vehicle is installed on the top of the bracket 1, and the holes at the four corners of the battery box are aligned with the first mounting holes 3. The battery box is fixed to the bracket 1 with bolts. Then, bolts are inserted into the second mounting holes 4 of the two side supports 2 to fix the two side supports 2 to the car chassis, thus completing the installation between the battery of the new energy vehicle and the suspension frame. During the operation of a new energy vehicle, the vibrations generated by the bracket 1 and the top battery box cause the piston rods 54 on both sides of the bracket 1 to press down simultaneously. The piston rods 54 move down and push the first piston plate 52 to slide within the air plate 51. At this time, the first piston plate 52 compresses the gas between the air plate 51 and the second piston plate 53, forming a "gas spring" buffer structure. When the gas is compressed, it generates an elastic reaction force, which counteracts the vibration impact force. The compressibility of the gas absorbs the vibration energy and reduces the transmission of vibration to the battery box. At the same time, the damping effect generated during the compression and expansion of the gas can suppress the high-frequency vibrations of the bracket 1. To prevent structural fatigue of the battery box due to resonance, this design replaces the traditional rigid connection with gas buffer. It can adapt to vibration conditions with different amplitudes. At small amplitudes, the gas is slightly compressed to provide flexible support. At large amplitudes, the gas compression increases, generating greater buffering force, thereby effectively reducing the impact of vibration on the battery box, protecting the stability of the internal cell connection, reducing the risk of fatigue cracking of the electrode tab welds, and reducing the rigid collision noise between the battery box and bracket 1, improving the NVH performance of the whole vehicle. Moreover, the gas buffer structure does not require an additional power source, has low maintenance costs, and can stably play a vibration isolation role for a long time. During the operation of the new energy vehicle, when the piston rods 54 on both sides of the bracket 1 are pressed down, the pressure sensor 62 between the piston rod 54 and the bracket 1 monitors the vibration load in real time. When the vehicle travels to different road sections, the changes in the vibration amplitude of the bracket 1 and the top battery box will directly affect the pressure sensor 62. The greater the vibration, the greater the external force on the pressure sensor 62, and the stronger the output electrical signal. This electrical signal is transmitted to the vehicle control system in real time. When the pressure value exceeds the preset threshold, the vehicle control system immediately connects the power supply to the electromagnetic adjustment rod 55. At this time, after the current is passed through the electromagnetic block 554, a magnetic repulsive force is generated, which forms an upward thrust on the permanent magnet block 553, causing the permanent magnet block 553 to drive the moving rod 552 to move upward against the elastic force of the first spring 555, thereby pulling the second piston plate 53 to move upward synchronously. In this dynamic adjustment process, the upward movement of the second piston plate 53 will significantly reduce the pressure on the first piston plate 52 and the second piston plate 553. The air cavity space between the piston plate 53 and the air plate 51 has a reduced volume, which increases the internal gas compression ratio and reduces the distance between gas molecules. This enhances the elastic reaction force and damping effect of the gas. When the bracket 1 is subjected to a large vibration impact, the compressed gas can generate a stronger buffering force, quickly offset the vibration energy, and suppress the large swaying of the bracket 1. At the same time, the friction loss between gas molecules increases, and the attenuation effect on high-frequency vibration is more significant. This effectively avoids structural fatigue or internal cell connection failure of the battery box due to severe vibration. This linkage mechanism based on pressure sensing and electromagnetic regulation can dynamically adjust the air cavity stiffness according to real-time road conditions to achieve an adaptive vibration isolation effect of "the greater the vibration, the stronger the buffer". It can accurately cope with the impact load of complex road surfaces and avoid the vibration isolation failure problem of traditional fixed stiffness suspension under large vibration conditions through active adjustment. It comprehensively ensures the stability and safety of the battery box under extreme road conditions. During the downward movement of the first piston plate 52, a small amount of compressed gas inside the air chamber is forced into the second connecting pipe 75, the first connecting pipe 74, and the air guide pipe 72. Finally, it is blown directionally towards the curved part of the support 1 by multiple air blowing pipes 73. In this process, the kinetic energy carried by the gas during compression is converted into airflow impact force. When the airflow flows over the surface of the curved part, it will carry away the frictional heat caused by bending and shear stress through forced convection heat transfer. The airflow quickly sweeps across the metal surface, destroying the boundary layer formed by heat accumulation and accelerating the diffusion of heat to the surrounding environment, effectively suppressing the continuous rise in temperature of the curved part. This design converts vibration energy into cooling power, forming a linkage effect of "vibration isolation-heat dissipation". On the one hand, at least 90% of the gas in the air chamber is retained. The volume is designed to maintain sufficient compressive stiffness to ensure that dynamic vibration isolation performance is not significantly affected. On the other hand, 10% of the maximum exhaust volume acts on the stress concentration area in the form of high-speed airflow, solving the problem of low efficiency of traditional passive heat dissipation. When the bracket 1 bears a large load, the greater the vibration amplitude, the greater the downward movement of the first piston plate 52, and the corresponding increase in the gas flow rate, forming an adaptive heat dissipation mechanism of "the greater the heat load, the stronger the cooling". This avoids the material strength decay caused by high temperature in the bending part, maintains its mechanical properties stability, reduces the risk of fracture caused by thermal stress accumulation from the root, and reduces the aging of the surface coating caused by excessive temperature, extending the overall service life of the bracket 1 and improving the operational safety of new energy vehicles under complex working conditions. When the bracket 1 and the top battery box are subjected to significant vibration, and the second piston plate 53 moves upward for adjustment, the lower surface of the second piston plate 53 pulls one end of the connecting rope 85, causing the other end of the connecting rope 85 to drive the trigger block 83 to move along the limit rod 82 within the housing 81. The trigger block 83 overcomes the external force of the second spring 84 and moves towards the touch switch 86 until it triggers the touch button of the touch switch 86. During this process, the telescopic rod 88 and the third spring 89 on the touch switch 86 are compressed, providing a buffer for the touch switch 86 and preventing it from being damaged by compression. After the touch switch 86 is triggered, it generates a pulse. A pulse signal is sent to the pulse counter 87, causing it to complete one counting action. The pulse counter 87 then sends the counting signal to the vehicle control system, which displays the count value on the car's dashboard for the user to observe. When the count value reaches a certain value, such as when the cumulative trigger count reaches 500 times, it indicates that the bracket 1 and the battery box have experienced multiple large vibrations, which may pose a risk of component fatigue or performance degradation. At this time, the user needs to open the new energy vehicle to inspect the bracket 1 and the top battery box in order to discover and deal with potential problems in time and ensure the safe operation of the vehicle. When bracket 1 breaks due to a sudden situation, the pressure sensors 62 on both sides of bracket 1 will experience a sharp drop in detection value due to the failure of the support structure. At this time, the pressure sensors 62 will quickly transmit this abnormal signal to the vehicle control system in the form of an electrical signal. The fault diagnosis module built into the vehicle control system will immediately identify the signal and determine that bracket 1 may have broken. In order to avoid the risk of leakage caused by the displacement of the battery box and compression of the high-voltage wiring harness due to the breakage of bracket 1, the vehicle control system will quickly execute the safety strategy and immediately disconnect the power supply to the battery box. During this process, the vehicle control system will isolate the high-voltage circuit from the battery box by quickly cutting off the main circuit relay of the battery box, effectively preventing the occurrence of leakage accidents, providing safety for the people in the vehicle and the vehicle itself, and also preventing further damage to the battery box due to leakage.

[0026] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. An electrically controlled variable suspension frame with dynamic stiffness adjustment function, comprising a bracket (1) and supports (2) disposed at both ends of the bracket (1), wherein each of the four corners of the top of the bracket (1) is provided with a first mounting hole (3), and each of the two supports (2) is provided with a second mounting hole (4) at both ends, characterized in that, Also includes: Two dynamic stiffness adjustment mechanisms (5) are respectively set on the top of the two supports (2), and the top of the two dynamic stiffness adjustment mechanisms (5) are connected to both ends of the bracket (1). A pressure monitoring mechanism (6) is set between the two ends of the bracket (1) and the top of the two dynamic stiffness adjustment mechanisms (5) for monitoring the vibration amplitude of the bracket (1); Two air-blowing cooling mechanisms (7) are respectively set on the side walls of the two dynamic stiffness adjustment mechanisms (5), and the air-blowing ends of the two air-blowing cooling mechanisms (7) are respectively facing the two curved parts of the bracket (1), and the air-blowing cooling mechanism (7) is linked with the dynamic stiffness adjustment mechanism (5). A large amplitude counting trigger mechanism (8) is installed inside one of the dynamic stiffness adjustment mechanisms (5) to count the support (1) when it is subjected to a large amplitude. The dynamic stiffness adjustment mechanism (5), pressure monitoring mechanism (6), air blowing cooling mechanism (7) and large amplitude counting trigger mechanism (8) are all electrically connected to the vehicle control system.

2. The electrically controlled variable suspension frame with dynamic stiffness adjustment function according to claim 1, characterized in that, The dynamic stiffness adjustment mechanism (5) includes an air plate (51) fixedly installed on the top of the support (2). A first piston plate (52) and a second piston plate (53) are vertically slidably installed inside the air plate (51). The second piston plate (53) is located below the first piston plate (52). A plurality of piston rods (54) extending to the outside of the air plate (51) are fixedly installed on the upper surface of the first piston plate (52). Two electromagnetic adjustment rods (55) are symmetrically fixed between the lower surface of the second piston plate (53) and the bottom inner wall of the air plate (51).

3. The electrically controlled variable suspension frame with dynamic stiffness adjustment function according to claim 2, characterized in that, The electromagnetic adjustment rod (55) includes a sleeve (551) fixedly installed on the inner wall of the bottom of the air plate (51). The sleeve (551) has a moving rod (552) inside. The upper end of the moving rod (552) is fixedly connected to the lower surface of the second piston plate (53), and the lower end of the moving rod (552) is fixedly provided with a permanent magnet block (553). The inner wall of the sleeve (551) is fixedly provided with a solenoid block (554), and a first spring (555) is fixedly provided between the solenoid block (554) and the permanent magnet block (553).

4. The electrically controlled variable suspension frame with dynamic stiffness adjustment function according to claim 2, characterized in that, The pressure monitoring mechanism (6) includes a mounting plate (61) fixedly disposed on the upper end of the plurality of piston rods (54), and two pressure sensors (62) are symmetrically fixed between the upper surface of the mounting plate (61) and the end of the bracket (1).

5. The electrically controlled variable suspension frame with dynamic stiffness adjustment function according to claim 2, characterized in that, The air blowing cooling mechanism (7) includes a fixed frame (71) fixedly installed on the side wall of the air plate (51). A guide pipe (72) is fixedly installed longitudinally on the fixed frame (71). Multiple evenly distributed air blowing pipes (73) are fixedly installed on the upper side of the pipe wall of the guide pipe (72). The upper ends of the multiple air blowing pipes (73) are all set towards the curved part of the bracket (1). A first connecting pipe (74) is fixedly installed on the lower side of the pipe wall of the guide pipe (72). The end of the first connecting pipe (74) away from the guide pipe (72) is fixedly connected to the side wall of the air plate (51). A second connecting pipe (75) is fixedly installed at the end of the first connecting pipe (74). The end of the second connecting pipe (75) away from the first connecting pipe (74) is fixedly connected to the middle part of the second piston plate (53).

6. The electrically controlled variable suspension frame with dynamic stiffness adjustment function according to claim 5, characterized in that, The second connecting pipe (75) is made of rubber hose, and the second connecting pipe (75) is connected to the air chamber between the first piston plate (52) and the second piston plate (53).

7. The electrically controlled variable suspension frame with dynamic stiffness adjustment function according to claim 2, characterized in that, The large amplitude counting trigger mechanism (8) includes a housing (81) fixedly disposed inside the air plate (51). A limiting rod (82) is fixedly disposed laterally inside the housing (81). A trigger block (83) is slidably disposed on the rod wall of the limiting rod (82). Two second springs (84) are symmetrically fixed between one side of the trigger block (83) and the inner side wall of the housing (81). A connecting rope (85) extending to the outside of the housing (81) is fixedly disposed on the other side of the trigger block (83). One end of the connecting rope (85) away from the housing (81) is fixedly connected to the lower surface of the second piston plate (53). A touch switch (86) that can contact the trigger block (83) is elastically disposed on the inner side wall of the housing (81). A pulse counter (87) is fixedly disposed on the inner side wall of the housing (81).

8. The electrically controlled variable suspension frame with dynamic stiffness adjustment function according to claim 7, characterized in that, A telescopic rod (88) is fixedly provided on the inner side wall of the housing (81). One end of the telescopic rod (88) away from the housing (81) is fixedly connected to the touch switch (86). A third spring (89) is sleeved on the rod wall of the telescopic rod (88), and the two ends of the third spring (89) are fixedly connected to the side wall of the touch switch (86) and the inner side wall of the housing (81), respectively.

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