Integrated motor suspension power supply device and suspension system

Abstract

The utility model discloses an integrated motor suspension energy supply device and suspension system, including the first motor assembly and second motor assembly of end axial connection, the outside side of first motor assembly and second motor assembly installs first hydraulic pump subassembly and second hydraulic pump subassembly respectively, the upside of first motor assembly and second motor assembly installs first control subassembly and second control subassembly respectively, first control subassembly and second control subassembly are used for first motor assembly and second motor assembly work respectively, through the axial butt joint setting of first motor assembly and second motor assembly, let first hydraulic pump subassembly and second hydraulic pump subassembly can respectively output hydraulic pressure from both sides, and the structure is reasonable and compact, through the setting of first control subassembly and second control subassembly can carry out the individual control to first motor assembly and second motor assembly, make first hydraulic pump subassembly and second hydraulic pump subassembly can flexibly control the different shock absorber of car.

Description

Technical Field

[0001] This utility model relates to the field of active suspension technology for automobiles, specifically to an integrated motor suspension power supply device and suspension system. Background Technology

[0002] The electric motor suspension power supply device is an important component of the active suspension of a car. It generally includes multiple motors and multiple hydraulic pumps. Currently, the electric motor and hydraulic pump assembly is uniformly and synchronously controlled by the control component, which makes it impossible to adjust each electric motor and hydraulic pump assembly individually. This cannot meet the personalized adjustment needs of the active suspension on different wheels of some cars. Moreover, the existing electric motor suspension power supply device has a relatively complex structure and large size. After long-term use, the heat generated inside the motor is relatively large, which will affect its service life. Utility Model Content

[0003] This utility model provides an integrated motor suspension power supply device and suspension system, which can solve the technical problem that existing motor suspension power supply devices cannot adjust each motor hydraulic pump component individually.

[0004] To achieve the above objectives, in a first aspect, this utility model provides the following technical solution: an integrated motor suspension power supply device, comprising a first motor assembly and a second motor assembly axially connected at their ends, wherein a first hydraulic pump assembly and a second hydraulic pump assembly are respectively mounted on the outer ends of the first motor assembly and the second motor assembly, and a first control assembly and a second control assembly are respectively mounted on the upper sides of the first motor assembly and the second motor assembly, wherein the first control assembly and the second control assembly are respectively used for the operation of the first motor assembly and the second motor assembly, and by axially connecting the first motor assembly and the second motor assembly, the first hydraulic pump assembly and the second hydraulic pump assembly can output hydraulic pressure from both sides respectively, resulting in a reasonable and compact structure. By setting the first control assembly and the second control assembly, the first motor assembly and the second motor assembly can be controlled independently, allowing the first hydraulic pump assembly and the second hydraulic pump assembly to flexibly control different shock absorbers of the vehicle.

[0005] Preferably, both the first motor assembly and the second motor assembly include a motor housing and a stator and rotor assembly disposed within the inner cavity of the motor housing. A motor shaft is laterally disposed within the stator and rotor assembly. A rear bracket for supporting the motor shaft is disposed at one end opposite to the two motor housings. The rear bracket can support the motor shaft and facilitate the assembly of the stator and rotor assembly and the motor shaft. No partition is required between the first motor assembly and the second motor assembly for support.

[0006] Preferably, hydraulic accommodating cavities are provided between the first motor assembly and the first hydraulic pump assembly, and between the second motor assembly and the second hydraulic pump assembly. A circulation channel communicating with the hydraulic accommodating cavities is provided inside the motor shaft. The inner cavity area between the stator / rotor assembly and the rear support is connected to the circulation channel. The motor housing is also provided with at least one flow channel connecting the hydraulic accommodating cavities and the inner cavity of the stator / rotor assembly. A one-way valve is provided in the flow channel. Through the circulation channel, a portion of the hydraulic oil in the hydraulic accommodating cavities can be introduced into the inner cavity area between the stator / rotor assembly and the rear support, and then returned to the hydraulic accommodating cavities through the flow channel. This utilizes the hydraulic oil from the hydraulic pump to cool the stator / rotor assembly, reducing the heat generated during operation and improving its service life.

[0007] Preferably, both the first control component and the second control component include at least one control board. The control board is connected to the corresponding stator and rotor components via connectors on its lower side. The connectors facilitate the installation and connection between the stator and rotor components and the control board, reducing the difficulty of the manufacturing process.

[0008] Preferably, the control board includes a separately configured signal board and a power board; or, the control board integrates a signal processing module and a power processing module. The structure of the control board can be selected as needed. Separately configured signal board and power board can reduce signal interference, while integrating the signal processing module and power processing module together can reduce the thickness of the first control component and the second control component.

[0009] Preferably, at least one horizontally extending electrical connection socket is installed on one end of the first control component and the second control component near the hydraulic pump component. By providing an electrical connection socket at the end, it is convenient to plug in the plug connected to the vehicle ECU, and the plug is not easily bumped.

[0010] Preferably, the first hydraulic pump assembly and the second hydraulic pump assembly have horizontally arranged water inlets side by side on their end faces, which facilitates their connection to the vehicle's shock absorbers.

[0011] Preferably, the joint between the first motor assembly, the second motor assembly, the first control assembly, and the second control assembly is sealed with sealant and / or a sealing element. Multiple sealing methods can be used in combination to prevent water from entering the space between the first motor assembly, the second motor assembly, the first control assembly, and the second control assembly.

[0012] Secondly, the present invention also includes a suspension system, comprising an integrated motor suspension power supply device as described in the first aspect, wherein the suspension system includes a hydraulically adjustable shock absorber, and the shock absorber is hydraulically connected to a corresponding hydraulic pump assembly.

[0013] Compared with the prior art, the beneficial effects of this utility model are:

[0014] With a reasonable and compact structure, the first and second motor assemblies are axially connected, allowing the first and second hydraulic pump assemblies to output hydraulic pressure from both sides. The first and second control assemblies can be controlled independently, enabling the first and second hydraulic pump assemblies to flexibly control different shock absorbers in the vehicle. The overall integration is high, the size is small, the response is fast, the control precision is high, and the operation is stable. Furthermore, the first and second motor assemblies are filled with hydraulic oil, which can effectively reduce the heat generated during operation. Attached Figure Description

[0015] Figure 1 This is the main view of the present invention.

[0016] Figure 2 This is a side sectional view of the present invention;

[0017] Figure 3 This is a front sectional view of the present invention;

[0018] Figure 4 This is a top view of the structure of this utility model.

[0019] Figure label:

[0020] 1. First motor assembly; 11. Control board; 12. Connector; 13. Flow channel; 14. Motor shaft; 15. Stator and rotor assembly; 16. Circulation channel; 17. Rear bracket; 18. Hydraulic housing; 19. Side hole; 2. Second motor assembly; 20. Motor housing; 3. First control assembly; 4. Second control assembly; 5. First hydraulic pump assembly; 6. Second hydraulic pump assembly; 7. Assembly position; 8. Electrical connection socket; 9. Screw; 10. Water inlet. Detailed Implementation

[0021] 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.

[0022] like Figure 1-4As shown, this utility model provides a technical solution to the problem that existing motor suspension power supply devices cannot individually adjust each motor hydraulic pump assembly. The utility model provides the following technical solution: an integrated motor suspension power supply device, including a first motor assembly 1 and a second motor assembly 2 axially connected at their ends. A first hydraulic pump assembly 5 and a second hydraulic pump assembly 6 are respectively installed on the outer ends of the first motor assembly 1 and the second motor assembly 2. A first control assembly 3 and a second control assembly 4 are respectively installed on the upper sides of the first motor assembly 1 and the second motor assembly 2. The first control assembly 3 and the second control assembly 4 are respectively used for the operation of the first motor assembly 1 and the second motor assembly 2. By axially connecting the first motor assembly 1 and the second motor assembly 2, the first hydraulic pump assembly 5 and the second hydraulic pump assembly 6 can output hydraulic pressure from both sides. The structure is reasonable and compact. By setting the first control assembly 3 and the second control assembly 4, the first motor assembly 1 and the second motor assembly 2 can be individually controlled, allowing the first hydraulic pump assembly 5 and the second hydraulic pump assembly 6 to flexibly control different shock absorbers in the vehicle.

[0023] Specifically, the first motor assembly 1 and the second motor assembly 2 have identical structures and are axially aligned. They can be connected via fasteners or a sealed structure. The first hydraulic pump assembly 5 and the second hydraulic pump assembly 6 are located at opposite ends of the structure formed by the first motor assembly 1 and the second motor assembly 2, facilitating external hydraulic lines. The first control assembly 3 and the second control assembly 4 are independent and not connected to each other. Furthermore, the first control assembly 3 and the second control assembly 4 are individually connected to the vehicle's ECU via electrical wiring. Through the first control assembly 3 and the second control assembly 4, the first motor assembly 1 and the second motor assembly 2 can be controlled to operate under different conditions. For example, the first motor assembly 1 can control the front shock absorbers to rise, and the second motor assembly 2 can control the rear shock absorbers to fall. Alternatively, the left and right shock absorbers can be controlled separately for different operations. The overall structure is very compact and small in size, allowing for installation in relatively small spaces within the vehicle's interior. The first control assembly 3 and the second control assembly 4 are securely connected to the first motor assembly 1 and the second motor assembly 2 using multiple screws 9.

[0024] In this embodiment, as Figure 3As shown, both the first motor assembly 1 and the second motor assembly 2 include a motor housing 20 and a stator-rotor assembly 15 disposed within the inner cavity of the motor housing 20. A motor shaft 14 is laterally disposed within the stator-rotor assembly 15. A rear bracket 17 is disposed at one opposite end of each of the two motor housings 20 to support the motor shaft 14. The rear bracket 17 supports the motor shaft 14 and facilitates the assembly of the stator-rotor assembly 15 and the motor shaft 14. No partition is required between the first motor assembly 1 and the second motor assembly 2 for support. The stator-rotor assembly 15 includes a motor rotor mounted on the motor shaft 14 and a motor stator mounted inside the motor housing 20. A partition sleeve can be installed between the motor stator and the motor rotor to separate them. The rear bracket 17 is detachably connected to the motor housing 20 and can cooperate with the partition sleeve to support it. A bearing is installed on the inner side of the rear bracket 17 to support the motor shaft 14.

[0025] In this embodiment, as Figure 3 As shown, hydraulic receiving cavities 18 are provided between the first motor assembly 1 and the first hydraulic pump assembly 5, and between the second motor assembly 2 and the second hydraulic pump assembly 6. A circulation channel 16 communicating with the hydraulic receiving cavity 18 is provided inside the motor shaft 14. The inner cavity area between the stator / rotor assembly 15 and the rear support 17 is connected to the circulation channel 16. The motor housing 20 also has at least one flow channel 13 for connecting the hydraulic receiving cavity 18 with the inner cavity of the stator / rotor assembly 15. A one-way valve is provided in the flow channel 13. Through the circulation channel 16, a portion of the hydraulic oil in the hydraulic receiving cavity 18 can be introduced into the inner cavity area between the stator / rotor assembly 15 and the rear support 17 and returned to the hydraulic receiving cavity from the flow channel 13. In the receiving cavity 18, hydraulic oil from the hydraulic pump is used to cool the stator and rotor assembly 15, reducing the heat generated during operation and improving service life. Specifically, multiple side holes 19 can be radially arranged on the side wall of the motor shaft 14, connecting the hydraulic receiving cavity 18 and the inner cavity area between the stator and rotor assembly 15 and the rear support 17, respectively. These holes facilitate the circulation of hydraulic oil. A traditional hydraulic check valve can be used to ensure that hydraulic oil can only enter the hydraulic receiving cavity 18 from the inner cavity of the motor housing 20 and cannot flow in the reverse direction. Multiple flow channels 13 can be arranged around the motor shaft 14, and each flow channel 13 is equipped with a check valve, which can improve the heat dissipation effect of the stator and rotor assembly 15 during operation.

[0026] In this embodiment, as Figure 3As shown, both the first control component 3 and the second control component 4 include at least one control board 11. The control board 11 is connected to the corresponding stator and rotor assembly 15 via a connector 12 on its lower side. The connector 12 facilitates the installation and connection between the stator and rotor assembly 15 and the control board 11, reducing the manufacturing difficulty. Simultaneously, the control board 11 includes a separately configured signal board and a power board; alternatively, the control board 11 integrates a signal processing module and a power processing module. The structure of the control board 11 can be adjusted as needed. Separately configured signal and power boards can reduce signal interference, while integrating the signal processing module and power processing module can reduce the thickness of the first control component 3 and the second control component 4.

[0027] In this embodiment, as Figure 1-4 As shown, at least one horizontally extending electrical connection socket 8 is installed on the first control component 3 and the second control component 4 near the end of the hydraulic pump component. By setting the electrical connection socket 8 at the end, it is convenient to plug in the plug connected to the vehicle ECU, and the plug is not easy to bump. The electrical connection socket 8 can be a signal connection socket and a power connection socket arranged side by side.

[0028] like Figure 2 As shown, the first hydraulic pump assembly 5 and the second hydraulic pump assembly 6 are provided with horizontally arranged water inlets 10 on their end faces. The horizontally arranged water inlets 10 facilitate connection to the shock absorbers of the vehicle.

[0029] In this embodiment, as Figure 1 As shown, the splicing position 7 between the first motor assembly 1, the second motor assembly 2, the first control assembly 3, and the second control assembly 4 is sealed with sealant and / or sealing element. Multiple sealing methods can be used in combination to prevent water from entering the space between the first motor assembly 1, the second motor assembly 2, the first control assembly 3, and the second control assembly 4. For example, sealant can be used to seal between the first motor assembly 1 and the second motor assembly 2, and sealing element can be used to connect the first control assembly 3 and the second control assembly 4 with the first motor assembly 1 and the second motor assembly 2. Alternatively, sealant or sealing element can be used to seal all splicing positions.

[0030] In this embodiment, a suspension system is also included, comprising an integrated motor suspension power supply device as described above. The suspension system includes a hydraulically adjustable shock absorber, which is hydraulically connected to a corresponding hydraulic pump assembly.

[0031] It should be noted that all directional indicators (such as up, down, left, right, front, back, etc.) in this utility model embodiment are only used to explain the relative positional relationship and movement of each component in a certain specific posture (as shown in the figure). If the specific posture changes, the directional indicator will also change accordingly.

[0032] Furthermore, in this utility model, the use of terms such as "first," "second," etc., is for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this utility model, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly and specifically defined.

[0033] In this utility model, unless otherwise explicitly specified and limited, the terms "connection," "fixing," etc., should be interpreted broadly. For example, "fixing" can mean a fixed connection, a detachable connection, or an integral part; it can mean a mechanical connection or an electrical connection; it can mean a direct connection or an indirect connection through an intermediate medium; it can mean the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0034] Furthermore, the technical solutions of the various embodiments of this utility model can be combined with each other, but only if they are based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or cannot be implemented, it should be considered that such combination of technical solutions does not exist and is not within the scope of protection claimed by this utility model.

Claims

1. An integrated motor suspension power supply device, characterized by, The system includes a first motor assembly (1) and a second motor assembly (2) connected axially at their ends. A first hydraulic pump assembly (5) and a second hydraulic pump assembly (6) are respectively installed on the outer ends of the first motor assembly (1) and the second motor assembly (2). A first control assembly (3) and a second control assembly (4) are respectively installed on the upper side of the first motor assembly (1) and the second motor assembly (2). The first control assembly (3) and the second control assembly (4) are respectively used for the operation of the first motor assembly (1) and the second motor assembly (2). The first motor assembly (1) and the second motor assembly (2) both include a motor housing (20) and a stator and rotor assembly (15) disposed in the inner cavity of the motor housing (20). A motor shaft (14) is arranged laterally in the stator and rotor assembly (15). A rear bracket (17) for supporting the motor shaft (14) is provided at one end opposite to the two motor housings (20).

2. The integrated motor suspension power supply of claim 1, wherein: Hydraulic accommodating chambers (18) are provided between the first motor assembly (1) and the first hydraulic pump assembly (5), and between the second motor assembly (2) and the second hydraulic pump assembly (6). A circulation channel (16) communicating with the hydraulic accommodating chamber (18) is provided inside the motor shaft (14). The inner cavity area between the stator and rotor assembly (15) and the rear support (17) is connected to the circulation channel (16). At least one flow channel (13) for connecting the hydraulic accommodating chamber (18) and the inner cavity of the stator and rotor assembly (15) is also provided on the motor housing (20). A one-way valve is provided in the flow channel (13).

3. The integrated motor suspension power supply of claim 1, wherein: The first control component (3) and the second control component (4) each include at least one control board (11), which is connected to the corresponding stator and rotor components (15) via a connector (12) on its lower side.

4. The integrated motor suspension power supply of claim 3, wherein: The control board (11) includes a separately configured signal board and a power board; Alternatively, the control board (11) may integrate a signal processing module and a power processing module.

5. The integrated motor suspension power supply of claim 1, wherein: At least one horizontally protruding electrical connection socket (8) is installed on the first control component (3) and the second control component (4) near the end of the hydraulic pump assembly.

6. The integrated motor suspension power supply of claim 1, wherein: The first hydraulic pump assembly (5) and the second hydraulic pump assembly (6) are provided with water inlets (10) arranged horizontally side by side on their end faces.

7. The integrated motor suspension power supply of claim 1, wherein: The splicing position (7) between the first motor assembly (1), the second motor assembly (2), the first control assembly (3), and the second control assembly (4) is sealed by sealant and / or sealant.

8. A suspension system characterized by, The device includes an integrated motor suspension power supply device as described in any one of claims 1-7, wherein the suspension system includes a hydraulically adjustable shock absorber, the shock absorber being hydraulically connected to a corresponding hydraulic pump assembly.

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