An electronically controlled shock absorber and electronically controlled shock absorber chassis matching method

Abstract

The application discloses an electric control shock absorber, which is composed of a basic shock absorber and four electromagnetic valves, wherein the basic shock absorber is connected with the four electromagnetic valves, the four electromagnetic valves are installed on the side of the basic shock absorber, and the recovery damping and compression damping can be respectively adjusted, and the low-speed damping and medium-high-speed damping can be respectively adjusted through current adjustment; the four electromagnetic valves are a first electromagnetic valve, a second electromagnetic valve, a third electromagnetic valve and a fourth electromagnetic valve. The application relates to the technical field of electric control shock absorbers, and has the beneficial effect that the damping force of the electric control adjustable shock absorber can be changed by adjusting the opening degree of the electromagnetic valve, and the recovery and compression and the low-speed and medium-high-speed can be respectively adjusted. The characteristic range of the shock absorber is greatly expanded, and a satisfactory shock absorber damping characteristic scheme can be quickly obtained. Thus, the tedious work of repeatedly disassembling and replacing the shock absorber is saved, the time for repeatedly replacing and matching the shock absorber is saved, the work load of personnel is reduced, and the efficiency is greatly improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of electronically controlled shock absorber, in particular to an electronically controlled shock absorber and a matching method of electronically controlled shock absorber chassis. BACKGROUND

[0002] The automobile chassis is the basis of the automobile. The shock absorber is an important part of the automobile chassis, which functions to absorb the impact of spring rebound shock on vibration and deformation, and to absorb the impact of the road surface. It directly affects the ride comfort and maneuverability of the vehicle.

[0003] Shock absorber matching is the most important part of chassis matching. The shock absorber controls the pitch, heave and roll of the vehicle body, as well as the movement of the wheels. Increasing the control of the vehicle body does not necessarily guarantee good handling or smoothness, so the key is how to adjust the shock absorber to achieve the optimal balance of handling and smoothness.

[0004] The existing shock absorber matching method is the traditional passive shock absorber matching, which requires the installation of detachable passive shock absorbers, and after the real vehicle driving evaluation, the new shock absorber is installed and evaluated again. This repeated disassembly and assembly of the shock absorber is a very large workload, with an average of 20 shock absorbers disassembled and assembled per day, a long matching cycle of three to four weeks, time-consuming and labor-intensive, and high cost. SUMMARY

[0005] The purpose of the present application is to solve the above problems, and a kind of electronically controlled shock absorber is designed.

[0006] To achieve the above purpose, the technical scheme of the present application is an electronically controlled shock absorber, which is composed of a basic shock absorber and four electromagnetic valves. The basic shock absorber is connected with the four electromagnetic valves, and the four electromagnetic valves are installed on the side of the basic shock absorber. Through current adjustment, the recovery damping and compression damping can be adjusted respectively, and the low-speed damping and medium-high-speed damping can be adjusted respectively. The four electromagnetic valves are the first electromagnetic valve, the second electromagnetic valve, the third electromagnetic valve and the fourth electromagnetic valve. The basic shock absorber includes a piston rod, an oil storage cylinder, a working cylinder, a piston valve and a bottom valve. The piston rod has a piston valve at one end, and the piston valve is tightly matched with the working cylinder to divide the space in the working cylinder into an upper chamber and a lower chamber. The space between the oil storage cylinder and the working cylinder is an outer chamber, and the lower end of the working cylinder is tightly installed with the bottom valve.

[0007] The working medium in the upper chamber, the lower chamber and the outer chamber is a liquid.

[0008] The liquid is oil.

[0009] A threaded cap is arranged at the upper end of the oil storage cylinder.

[0010] The first electromagnetic valve and the second electromagnetic valve are divided into two chambers by a low-speed valve body.

[0011] The third electromagnetic valve and the fourth electromagnetic valve are divided into two cavities by a high-speed valve body.

[0012] The third electromagnetic valve and the fourth electromagnetic valve contain compression springs.

[0013] The signal emitted by the height sensor is collected by the ECU 16.

[0014] The external device is a notebook computer.

[0015] A chassis matching method of an electric control shock absorber, the steps are as follows:

[0016] Step 1: install the electric control shock absorber on the vehicle, install the piston rod end on the vehicle body, and connect the bottom end to the wheel.

[0017] Step 2: vehicle calibration and function verification. Calibrate the height sensor of the suspension, complete the vehicle system calibration, test the vehicle performance under multiple control currents, and verify the function.

[0018] Step 3: set the basic valve style of the adjustable shock absorber: sports type and bad road comfort type.

[0019] Step 4: the control unit ECU controls the size of the electric control shock absorber electromagnetic valve current according to the vehicle body posture information, and controls the damping force change;

[0020] Step 5: driving evaluation and chassis performance test.

[0021] Step 6: if the chassis performance does not meet the evaluation requirements, adjust the electromagnetic valve opening, and then change the damping force of the electric control adjustable shock absorber. Test again until the driving evaluation is qualified and the chassis performance meets the set requirements.

[0022] Step 7: the chassis tuning is completed.

[0023] The electric control shock absorber and the electric control shock absorber chassis matching method made by the technical scheme of the application can change the damping force of the electric control adjustable shock absorber by adjusting the electromagnetic valve opening, and the recovery and compression, low speed and medium-high speed are adjustable. It greatly expands the characteristic range of the shock absorber, quickly obtains a satisfactory shock absorber damping characteristic scheme, thereby saving the tedious work of repeatedly disassembling and replacing the shock absorber, saving the time of repeatedly replacing and matching the shock absorber, reducing the personnel workload, and greatly improving the efficiency. BRIEF DESCRIPTION OF DRAWINGS

[0024] Figure 1 is the electric control shock absorber structure schematic diagram of the electric control shock absorber system and chassis matching method of the application;

[0025] Figure 2 is the low-speed recovery stage working schematic diagram of the electric control shock absorber system and chassis matching method of the application.

[0026] Figure 3 is the high-speed recovery stage working schematic diagram of the electric control shock absorber system and chassis matching method of the present application;

[0027] Figure 4 is the low-speed compression stage working schematic diagram of the electric control shock absorber system and chassis matching method of the present application;

[0028] Figure 5 is the medium-speed compression stage working schematic diagram of the electric control shock absorber system and chassis matching method of the present application;

[0029] Figure 6 is the system structure schematic diagram of the electric control shock absorber system and chassis matching method of the present application;

[0030] Figure 7 is the step flow chart of the electric control shock absorber system and chassis matching method of the present application;

[0031] in the figure:

[0032] in the figure of the present application: 1, basic shock absorber, 2, piston rod, 3, oil storage cylinder, 4, working cylinder, 5, upper cavity, 6, first electromagnetic valve, 61, first armature, 62, first coil, 63, first push rod, 64, first upper valve body, 65, low-speed valve body, 66, first flow channel, 67, second flow channel, 7, second electromagnetic valve, 71, second armature, 72, second coil, 73, second push rod, 74, second upper valve body, 8, third electromagnetic valve, 81, third armature, 82, third coil, 83, third push rod, 84, third spring, 85, high-speed valve body, 86, third flow channel, 87, fourth flow channel, 9, fourth electromagnetic valve, 91, fourth armature, 92, fourth coil, 93, fourth push rod, 94, fourth spring, 10, piston valve, 11, bottom valve, 12, lower cavity, 13, outer cavity, 14, threaded cap, 15, height sensor, 16, control unit ECU, 17, computer. DETAILED DESCRIPTION

[0033] The present application will be described in detail below with reference to the accompanying drawings, such as Figures 1-7 An electric control shock absorber system includes an electric control shock absorber, a control unit ECU, a height sensor, and a computer. The height sensor transmits the vehicle body posture information to the control unit ECU, and the control unit controls the current size of the electric control shock absorber electromagnetic valve to control the damping force change; thereby the tedious work of repeatedly disassembling and replacing the shock absorber is saved, and a satisfactory shock absorber damping characteristic scheme is quickly obtained.

[0034] The present application provides an electric control shock absorber, which has four electromagnetic valves. By adjusting the opening of the electromagnetic valves, the damping force of the electric control shock absorber is changed, and the recovery and compression, low speed and medium-high speed are adjustable respectively. The characteristic range of the shock absorber is greatly expanded, and the satisfactory damping characteristic scheme of the shock absorber is quickly obtained. Thus, the tedious work of repeatedly disassembling and replacing the shock absorber is saved.

[0035] As shown in Figure 1 The present application provides an electric control shock absorber, which includes a basic shock absorber 1 and four electromagnetic valves. The basic shock absorber 1 is connected with the four electromagnetic valves, and the four electromagnetic valves are installed on the side of the basic shock absorber 1. By adjusting the current, the recovery damping and compression damping are adjustable respectively, and the low speed damping and medium-high speed damping are adjustable respectively. The four electromagnetic valves are a first electromagnetic valve 6, a second electromagnetic valve 7, a third electromagnetic valve 8 and a fourth electromagnetic valve 9. The basic shock absorber includes a piston rod 2, an oil storage cylinder 3, a working cylinder 4, a piston valve 10 and a bottom valve 11. The piston rod 2 has the piston valve 10 at one end, the piston valve 10 is tightly matched with the working cylinder 4, and the space in the working cylinder 4 is divided into an upper cavity 5 and a lower cavity 12. The oil storage cylinder 3 and the working cylinder 4 form an outer cavity 13. The lower end of the working cylinder 4 is tightly installed with the bottom valve 11.

[0036] Preferably, the electric control shock absorber has four electromagnetic valves, which are the first electromagnetic valve 6, the second electromagnetic valve 7, the third electromagnetic valve 8 and the fourth electromagnetic valve 9. That is, the recovery and compression, low speed and medium-high speed are adjustable respectively. The characteristic range of the shock absorber is greatly expanded. The satisfactory damping characteristic scheme of the shock absorber is quickly obtained.

[0037] Preferably, the working medium in the upper cavity 5, the lower cavity 12 and the outer cavity 13 is a liquid, such as oil.

[0038] Preferably, the threaded cap 14 at the upper end of the oil storage cylinder 3 can be opened, and the valve system can be manually disassembled and changed in the laboratory.

[0039] Preferably, when the low speed (0.05-0.26 m / s) damping occurs, the damping force generated at this time belongs to the damping force generated by the small hole and gap throttling, and the size is mainly related to the small hole and gap throttling area.

[0040] The flow area of the throttling hole is adjusted by controlling the first electromagnetic valve 6 and the second electromagnetic valve 7.

[0041] According to fluid mechanics, the damping force generated by the throttling hole is calculated as follows:

[0042]

[0043] F: damping force A0: flow area of throttling hole (m2); V: piston speed (m / s);

[0044] Cd: flow coefficient (0.65); p: fluid density (0.885 g / cm3) Ap: piston cross-sectional area (m2);

[0045] From the formula, changing the flow area A0 of the orifice can change the damping force F.

[0046] Preferably, the damping force in the medium-high speed range (0.26-0.15 m / s) is adjusted by controlling the opening range of the third solenoid valve 8 and the fourth solenoid valve 9. The stiffness value, pre-tightening amount, and maximum opening stroke of the compression spring inside the solenoid valve determine the adjustable range of the damping force.

[0047] According to fluid mechanics, the damping force is calculated as

[0048]

[0049] F: damping force; K: valve stiffness coefficient; V: piston speed (m / s)

[0050] Preferably, the first solenoid valve 6 and the second solenoid valve 7 are divided into two cavities by the low-speed valve body 65.

[0051] Preferably, the third solenoid valve 8 and the fourth solenoid valve 9 are divided into two cavities by the high-speed valve body 85.

[0052] Preferably, the third solenoid valve 8 and the fourth solenoid valve 9 contain compression springs 94, and the opening damping force is higher than that of the first solenoid valve 6 and the second solenoid valve 7.

[0053] Preferably, the ECU 16 collects the signals from the height sensor 15 to determine the extension and compression state of the shock absorber. The ECU controls the current of the solenoid valve of the shock absorber to control the change of the damping force.

[0054] Preferably, in addition, a notebook computer 17 is installed on the vehicle to transmit data to the system.

[0055] Preferably, by adjusting the current size, changing the opening degree of the solenoid valve, and further changing the damping force of the electronically controlled adjustable shock absorber, the recovery and compression, low speed and medium-high speed are adjustable.

[0056] As Figure 2As shown, low speed recovery, piston rod 2 with piston valve 10 upward movement, the oil pressure in the upper chamber 5 rises, under the action of oil pressure in the upper chamber 5 oil through the working cylinder upper end hole into the outer chamber 13, and then into the first solenoid valve 6, then through the second flow channel 67 into the second solenoid valve 7. At this time the damping force is adjusted by the gap between the second push rod 73 and the second upper valve body 74 pre-pressing. At this time by controlling the second solenoid valve 7 opening degree control damping force. The second solenoid valve 7 adjustment is by energizing the second coil 72, under the action of electromagnetic force, the second armature 71 along with the second push rod 73 is adjusted up and down, thereby changing the gap between the second push rod 73 and the second upper valve body 74, and then control the damping force.

[0057] As shown in Figure 3 high speed recovery, piston rod 2 with piston valve 10 upward movement, the oil pressure in the upper chamber 5 rises, under the action of oil pressure in the upper chamber 5 oil through the working cylinder upper end hole into the outer chamber 13, and then into the third solenoid valve 8, then through the fourth flow channel 87 into the fourth solenoid valve 9. At this time by controlling the fourth solenoid valve 9 control damping force. The fourth solenoid valve 9 adjustment is by energizing the fourth coil 92, under the action of electromagnetic force, the fourth armature 91 along with the fourth push rod 93 is adjusted up and down, thereby changing the fourth spring 94 opening amplitude to adjust the damping force.

[0058] As shown in Figure 4 low speed compression, piston rod 2 with piston valve 10 downward movement, the oil pressure in the lower chamber 12 rises, under the action of oil pressure in the lower chamber 12 oil through the working cylinder lower end hole into the outer chamber 13, and then into the second solenoid valve 7, then through the first flow channel 66 into the first solenoid valve 6. At this time the damping force is adjusted by the gap between the first push rod 63 and the first upper valve body 64 pre-pressing. At this time by controlling the first solenoid valve 6 opening degree control damping force. The first solenoid valve 6 adjustment is by energizing the first coil 62, under the action of electromagnetic force, the first armature 61 along with the first push rod 63 is adjusted up and down, thereby changing the gap between the first push rod 63 and the first upper valve body 64, and then control the damping force.

[0059] As shown in Figure 5 high speed compression, piston rod 2 with piston valve 10 downward movement, the oil pressure in the lower chamber 12 rises, under the action of oil pressure in the lower chamber 12 oil through the working cylinder lower end hole into the outer chamber 13, and then into the fourth solenoid valve 9, then through the third flow channel 86 into the third solenoid valve 8. At this time by controlling the third solenoid valve 8 control damping force. The third solenoid valve 8 adjustment is by energizing the third coil 82, under the action of electromagnetic force, the third armature 81 along with the third push rod 83 is adjusted up and down, thereby changing the third spring 84 opening amplitude to adjust the damping force.

[0060] ECU collects height signal, judges the stretching and compression state of the shock absorber; the ECU has 8 kinds of damping force adjustable states in the stretching or compression state, which is obtained by adjusting the current of the shock absorber through the ECU; in addition, a notebook computer is installed on the vehicle to transmit data of the system.

[0061] The patent provides an electric control shock absorber, the damping force of the electric control adjustable shock absorber is changed by adjusting the opening degree of the electromagnetic valve, and the recovery and compression, low speed and medium speed are adjustable respectively. The characteristic range of the shock absorber is greatly expanded, and a satisfactory shock absorber damping characteristic scheme is quickly obtained. Thus, the tedious work of repeatedly disassembling and replacing the shock absorber is saved.

[0062] The patent also provides a chassis tuning method based on the electric control shock absorber, and the steps are as follows:

[0063] Step 1: install the electric control shock absorber on the vehicle, install the piston rod end on the vehicle body, and connect the bottom end to the wheel.

[0064] Step 2: vehicle calibration and function verification. Calibrate the height sensor of the suspension, complete the vehicle system calibration, test the vehicle performance under multiple control currents, and verify the function.

[0065] Step 3: set the basic valve style of the adjustable shock absorber: sports type and bad road comfort type.

[0066] Step 4: the control unit ECU controls the size of the electromagnetic valve current of the electric control shock absorber according to the vehicle body posture information, and controls the change of the damping force;

[0067] Step 5: driving evaluation and chassis performance test.

[0068] Step 6: if the chassis performance does not meet the evaluation requirements, adjust the opening degree of the electromagnetic valve, and then change the damping force of the electric control adjustable shock absorber. Test again until the driving evaluation is qualified and the chassis performance meets the set requirements.

[0069] Step 7: the chassis tuning is completed.

[0070] The patent provides an electric control shock absorber system and a chassis tuning method thereof, the damping force of the electric control adjustable shock absorber is changed by adjusting the opening degree of the electromagnetic valve, and the recovery and compression, low speed and medium speed are adjustable respectively. The characteristic range of the shock absorber is greatly expanded, and a satisfactory shock absorber damping characteristic scheme is quickly obtained. Thus, the tedious work of repeatedly disassembling and replacing the shock absorber is saved, the time of repeatedly replacing and matching the shock absorber is saved, the personnel workload is reduced, and the efficiency is greatly improved.

[0071] The above technical solution only reflects the preferred technical solution of the present application, and some changes made by the skilled in the art to some parts thereof also reflect the principle of the present application and are within the protection scope of the present application.

Claims

1. An electronically controlled shock absorber constituted of a base shock absorber (1) and four electromagnetic valves, characterized in that, The base damper (1) is connected with four electromagnetic valves, the four electromagnetic valves are installed on the side of the base damper (1), and through current adjustment, the recovery damping and the compression damping can be adjusted respectively, the low-speed damping and the medium-high speed damping can be adjusted respectively, the four electromagnetic valves are a first electromagnetic valve (6), a second electromagnetic valve (7), a third electromagnetic valve (8) and a fourth electromagnetic valve (9), and the base damper comprises a piston rod (2), an oil storage cylinder (3), a working cylinder (4), a piston valve (10) and a bottom valve (11), wherein the piston rod (2) is provided with the piston valve (10) at one end, the piston valve (10) is tightly matched with the working cylinder (4), the space in the working cylinder (4) is divided into an upper cavity (5) and a lower cavity (12), the oil storage cylinder (3) and the working cylinder (4) are connected to form an outer cavity (13), and the lower end of the working cylinder (4) is tightly installed with the bottom valve (11); The first electromagnetic valve (6) and the second electromagnetic valve (7) are divided into two cavities through a low-speed valve body (65). The third electromagnetic valve (8) and the fourth electromagnetic valve (9) are divided into two cavities through a high-speed valve body (85).

2. The electronically controlled shock absorber according to claim 1, characterized by The working medium in the upper cavity (5), the lower cavity (12) and the outer cavity (13) is a liquid.

3. The electronically controlled shock absorber according to claim 2, characterized by The liquid is oil.

4. The electronically controlled shock absorber according to claim 1, characterized by, A threaded cover (14) is arranged at the upper end of the oil storage cylinder (3).

5. The electronically controlled shock absorber according to claim 1, characterized by The third electromagnetic valve (8) and the fourth electromagnetic valve (9) comprise a compression spring (94).

6. The electronically controlled shock absorber according to claim 1, characterized by A notebook computer (17) is further connected.

7. A method of chassis matching for an electronically controlled shock absorber according to any one of claims 1 to 6, characterized by, The steps are as follows: Step 1: install the electric control damper on the vehicle, install the piston rod end on the vehicle body, and connect the bottom end to the vehicle wheel; Step 2: vehicle calibration, function verification, calibrate the height sensor (15) of the suspension, complete the vehicle system calibration, test the vehicle performance under multiple groups of control currents, and perform function verification; Step 3: set the base valve style of the adjustable damper: sports type, bad road comfort type; Step 4: the control unit ECU controls the size of the electromagnetic valve current of the electric control damper according to the vehicle body posture information, and controls the change of the damping force; Step 5: driving evaluation, test the chassis performance; Step 6: if the chassis performance does not meet the evaluation requirements, adjust the electromagnetic valve opening, and then change the damping force of the electric control adjustable damper; test again until the driving evaluation is qualified and the chassis performance meets the set requirements; Step 7: the chassis tuning is completed.

8. The electronically controlled shock absorber according to claim 7, characterized by The signal emitted by the height sensor (15) is collected by the control unit ECU (16).

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