A motorcycle rear fork arm linkage variable stiffness decoupled suspension and its adjustment method

Abstract

This invention relates to the field of motorcycle rear cantilever variable stiffness technology, and in particular to a motorcycle rear cantilever linkage variable stiffness decoupled suspension and adjustment method, comprising a rear cantilever mounted on a motorcycle, the rear end of which is connected to the rear wheel via a rotating shaft; a damping assembly is mounted on the crossbar of the rear cantilever; the damping assembly includes a first barrel magnetorheological damper and a second barrel magnetorheological damper, the first barrel magnetorheological damper having a first spring, and the second barrel magnetorheological damper having a second spring, wherein the stiffness of the first spring is greater than the stiffness of the second spring; this invention enables real-time switching of the rear cantilever suspension characteristics of the motorcycle under different operating conditions, realizing the variable stiffness characteristics of the motorcycle rear cantilever suspension, and improving the handling stability and ride comfort of the motorcycle.

Description

Technical Field

[0001] This invention relates to the field of variable stiffness technology for motorcycle rear forks, and in particular to a motorcycle rear fork linkage variable stiffness decoupled suspension and adjustment method. Background Technology

[0002] The stiffness of the rear cantilever suspension of existing motorcycles is not adjustable and is a fixed constant value. When the motorcycle's motion characteristics change, the motorcycle's performance is singular and cannot reach its optimal level. The motorcycle has poor riding comfort at low speeds and poor handling stability during high-speed braking and cornering. Summary of the Invention

[0003] To solve the above-mentioned technical problems, the present invention provides a motorcycle rear cantilever linkage variable stiffness decoupled suspension and adjustment method, which realizes the real-time switching of the rear cantilever suspension characteristics of the motorcycle under different working conditions, realizes the variable stiffness characteristics of the motorcycle rear cantilever suspension, and improves the handling stability and ride comfort of the motorcycle.

[0004] This invention is achieved using the following technical solution: a motorcycle rear fork arm linkage variable stiffness decoupled suspension, including a rear fork arm mounted on a motorcycle, the rear end of which is connected to the rear wheel via a rotating shaft; a shock-absorbing assembly is mounted on the crossbar of the rear fork arm; the shock-absorbing assembly includes a first barrel magnetorheological damper and a second barrel magnetorheological damper, the first barrel magnetorheological damper having a first spring, the second barrel magnetorheological damper having a second spring, and the stiffness of the first spring being greater than the stiffness of the second spring.

[0005] Preferably, a first connecting shaft is hinged to the crossbar of the rear fork arm, a second connecting shaft is hinged to the end of the first connecting shaft, and a rotating shaft is fixed to the end of the second connecting shaft; both ends of the rotating shaft are connected to a dog clutch electromagnetic clutch, a mounting shaft is connected to the outer side of the dog clutch electromagnetic clutch, the outer end of the mounting shaft is rotatably connected to the mounting plate of the frame, and a first barrel magnetorheological damper and a second barrel magnetorheological damper are mounted on the mounting shaft.

[0006] Preferably, the lower end of the mounting shaft on the left side is ball-jointed with a long straight tie rod, the front end of the long straight tie rod is ball-jointed with one end of the first triangular rod, the first triangular rod is hinged to the first mounting bracket, the first mounting bracket is fixedly connected to the lower left side rod of the frame; the other end of the first triangular rod is hinged to the second barrel-type magnetorheological damper. A second mounting bracket is fixed on the lower right side bar of the frame. A second triangular rod is hinged to the top and bottom of the second mounting bracket. The right end of the second barrel magnetorheological damper is hinged in the second mounting bracket. The hinge point of the second triangular rod is the same as the hinge point of the right end of the second barrel magnetorheological damper. A short straight tie rod is ball-jointed at the rear end between the two second triangular rods, and the rear end of the short straight tie rod is ball-jointed with the lower end of the mounting shaft on the right side; the front end between the two second triangular rods is hinged to the first barrel-type magnetorheological damper, and the left end of the first barrel-type magnetorheological damper is hinged to the third mounting bracket, which is fixed to the lower left side bar of the frame.

[0007] A method for adjusting a motorcycle rear wishbone-linked variable stiffness decoupled suspension, wherein a vertical acceleration sensor and a pitch rate sensor are installed inside the motorcycle body, and the adjustment method includes the following steps: Step S1: Determine road conditions based on the motorcycle's vertical acceleration and pitch rate; Step S2: Power on or off the left and right jaw clutches according to different road conditions. Step S3: Adjust the working state of the first barrel magnetorheological damper and the second barrel magnetorheological damper according to the energization or de-energization status of the left and right jaw electromagnetic clutches.

[0008] Preferably, step S1 is further specified as follows: Step S11: When the vertical acceleration is less than 0.3 m / s² and the pitch angular velocity is less than 5 deg / s, the road conditions are determined to be excellent. Step S12: When the vertical acceleration is between 0.3 m / s² and 0.5 m / s², the road conditions are considered good. Step S13: When the vertical acceleration is between 0.5 m / s² and 0.7 m / s², the road conditions are considered poor.

[0009] Preferably, step S2 is further specified as follows: Step S21: When the road conditions are excellent, both the right-side and left-side electromagnetic clutches are energized. Step S22: When the road conditions are good, the right-side jaw clutch is energized and the left-side jaw clutch is de-energized. Step S23: When the road conditions are poor, the right-side jaw clutch is de-energized and the left-side jaw clutch is energized.

[0010] Preferably, step S3 further comprises: Step S31: When both the right-side and left-side jaw-type electromagnetic clutches are energized, the first barrel-type magnetorheological damper and the second barrel-type magnetorheological damper are in working condition. Step S32: When the right jaw clutch is energized and the left jaw clutch is de-energized, the first barrel magnetorheological damper is in the working state and the second barrel magnetorheological damper is in the working state. Step S33: When the right-side jaw clutch is de-energized and the left-side jaw clutch is energized, the first barrel magnetorheological damper is in the off-state and the second barrel magnetorheological damper is in the on-state.

[0011] The beneficial effects of this invention are: This invention enables real-time switching of the rear cantilever suspension characteristics of a motorcycle under different operating conditions, realizing variable stiffness characteristics of the motorcycle's rear cantilever suspension, and improving the motorcycle's handling stability and ride comfort.

[0012] (1) Better adaptability: Variable stiffness rear wishbone can automatically adjust stiffness according to road conditions and rider needs to provide better suspension performance and comfort. This means they can adapt to a variety of road surfaces, from smooth highways to rugged mountain roads.

[0013] (2) Better stability: The variable stiffness rear wishbone can automatically adjust its stiffness when cornering to provide better stability and handling. This allows the rider to operate the motorcycle more safely and avoid dangers caused by excessive compression or elasticity of the suspension when cornering.

[0014] (3) Higher performance: The variable stiffness rear wishbone can automatically adjust its stiffness according to different riding conditions to provide higher performance and acceleration. This makes the motorcycle more flexible and better able to adapt to different riding styles and riding scenarios.

[0015] (4) Greater durability: Variable stiffness rear wishbones can automatically adjust their stiffness according to road conditions to reduce suspension wear and damage. This means they can maintain high performance for longer periods, reducing the need for maintenance and repair, thereby improving the reliability and durability of the motorcycle. Attached Figure Description

[0016] Figure 1 This is a structural diagram of a motorcycle.

[0017] Figure 2 yes Figure 1 Enlarged view of point A.

[0018] Figure 3 This is a schematic diagram of the rear fork arm.

[0019] Figure 4 This is a flowchart of the present invention.

[0020] Figure 5 This is a diagram of the fuzzy fusion algorithm architecture. Detailed Implementation

[0021] The invention will now be further described with reference to the accompanying drawings.

[0022] Please see Figures 1 to 3This invention provides a motorcycle rear fork arm linkage variable stiffness decoupled suspension, including a rear fork arm 1 mounted on the motorcycle, the rear end of which is connected to the rear wheel via a rotating shaft; a shock-absorbing assembly is provided on the crossbar 11 of the rear fork arm 1, which can dampen the motorcycle; the shock-absorbing assembly includes a first barrel magnetorheological damper 21 and a second barrel magnetorheological damper 22, which can adapt to different road conditions; the first barrel magnetorheological damper 21 has a first spring, and the second barrel magnetorheological damper 22 has a second spring, and the stiffness of the first spring is greater than that of the second spring. Due to the different stiffnesses of the first and second springs, it can adapt to different road conditions.

[0023] A first connecting shaft 23 is hinged to the crossbar of the rear fork arm 1. A second connecting shaft 24 is hinged to the end of the first connecting shaft 23. A rotating shaft 25 is fixed to the end of the second connecting shaft 24. Both ends of the rotating shaft 25 are connected to a jaw-type electromagnetic clutch 26, which allows the mounting shaft 27 to rotate simultaneously when the rotating shaft 25 rotates, thereby facilitating the operation of the first barrel-type magnetorheological damper 21 and the second barrel-type magnetorheological damper 22. The outer side of the jaw-type electromagnetic clutch 26 is connected to the mounting shaft 27. The outer end of the mounting shaft 27 is rotatably connected to the mounting plate 31 of the frame. The first barrel-type magnetorheological damper 21 and the second barrel-type magnetorheological damper 22 are mounted on the mounting shaft 27.

[0024] The lower end of the mounting shaft 27 on the left side is ball-jointed with a long straight tie rod 28. The front end of the long straight tie rod 28 is ball-jointed with one end of the first triangular rod 29. The first triangular rod 29 is hinged to the first mounting bracket 210. The first mounting bracket 210 is fixedly connected to the lower left side rod 32 of the frame. The other end of the first triangular rod 29 is hinged to the second barrel-type magnetorheological damper 22. A second mounting bracket 211 is fixed on the lower right side bar 33 of the frame. A second triangular bar 212 is hinged to the top and bottom of the second mounting bracket 211. The right end of the second barrel magnetorheological damper 22 is hinged inside the second mounting bracket 211. The hinge point of the second triangular bar 212 is the same as the hinge point of the right end of the second barrel magnetorheological damper 22. A short straight tie rod 213 is ball-jointed at the rear end between the two second triangular rods 212, and the rear end of the short straight tie rod 213 is ball-jointed with the lower end of the mounting shaft 27 on the right side; the front end between the two second triangular rods 212 is hinged to the first barrel-type magnetorheological damper 21, and the left end of the first barrel-type magnetorheological damper 21 is hinged to the third mounting bracket 214, which is fixed to the lower left side rod 32 of the frame.

[0025] When the road conditions are good, the right-side jaw-type electromagnetic clutch 26 is energized. When the rear fork arm 1 moves up and down, it drives the first connecting shaft 23 to rotate, which in turn drives the second connecting shaft 24 to rotate, causing the rotating shaft 25 to rotate. Through the action of the right-side jaw-type electromagnetic clutch 26, the right-side mounting shaft 27 is driven to rotate, which in turn drives the short straight tie rod 213 to move back and forth, thereby driving the second triangular rod 212 to rotate. This, in turn, compresses or stretches the first barrel-type magnetorheological damper 21, thus playing a role in shock absorption.

[0026] When the road conditions are poor, the left-side jaw-type electromagnetic clutch 26 is energized. When the rear fork arm 1 jumps up and down, it drives the first connecting shaft 23 to rotate, which in turn drives the second connecting shaft 24 to rotate, causing the rotating shaft 25 to rotate. Through the action of the left-side jaw-type electromagnetic clutch 26, the left-side mounting shaft 27 is driven to rotate, which in turn drives the long straight tie rod 28 to move back and forth, thereby driving the first triangular rod 29 to rotate, which in turn compresses or stretches the second barrel-type magnetorheological damper 22, thus playing a role in shock absorption.

[0027] When the road conditions are excellent, both jaw-type electromagnetic clutches 26 are energized; 1) When the rear fork arm 1 bounces up and down, it drives the first connecting shaft 23 to rotate, which in turn drives the second connecting shaft 24 to rotate, causing the rotating shaft 25 to rotate. Through the action of the right jaw-type electromagnetic clutch 26, it drives the right mounting shaft 27 to rotate, which in turn drives the short straight tie rod 213 to move back and forth, which in turn drives the second triangular rod 212 to rotate, thereby squeezing or stretching the first barrel-type magnetorheological damper 21 to play a shock-absorbing role; 2) When the rear fork arm 1 bounces up and down, it drives the first connecting shaft 23 to rotate, which in turn drives the second connecting shaft 24 to rotate, causing the rotating shaft 25 to rotate. Through the action of the left jaw-type electromagnetic clutch 26, it drives the left mounting shaft 27 to rotate, which in turn drives the long straight tie rod 28 to move back and forth, which in turn drives the first triangular rod 29 to rotate, thereby squeezing or stretching the second barrel-type magnetorheological damper 22 to play a shock-absorbing role.

[0028] Please continue reading. Figure 4 , Figure 5 The present invention also provides a method for adjusting a motorcycle rear wishbone linkage variable stiffness decoupled suspension, wherein a vertical acceleration sensor and a pitch angular velocity sensor are installed inside the motorcycle body, and the adjustment method includes the following steps: Step S1: Determine road conditions based on the motorcycle's vertical acceleration and pitch rate; Step S2: Power on or off the left and right jaw clutches according to different road conditions. Step S3: Adjust the working state of the first barrel magnetorheological damper and the second barrel magnetorheological damper according to the energization or de-energization status of the left and right jaw electromagnetic clutches.

[0029] Step S1 is further specified as follows: Step S11: When the vertical acceleration is less than 0.3 m / s² and the pitch angular velocity is less than 5 deg / s, the road conditions are determined to be excellent. Step S12: When the vertical acceleration is between 0.3 m / s² and 0.5 m / s², the road conditions are considered good. Step S13: When the vertical acceleration is between 0.5 m / s² and 0.7 m / s², the road conditions are considered poor.

[0030] Step S2 is further specified as follows: Step S21: When the road conditions are excellent, both the right-side and left-side electromagnetic clutches are energized. Step S22: When the road conditions are good, the right-side jaw clutch is energized and the left-side jaw clutch is de-energized. Step S23: When the road conditions are poor, the right-side jaw clutch is de-energized and the left-side jaw clutch is energized.

[0031] Step S3 is further specified as follows: Step S31: When both the right-side and left-side jaw-type electromagnetic clutches are energized, the first barrel-type magnetorheological damper and the second barrel-type magnetorheological damper are in working condition. Step S32: When the right jaw clutch is energized and the left jaw clutch is de-energized, the first barrel magnetorheological damper is in the working state and the second barrel magnetorheological damper is in the working state. Step S33: When the right-side jaw clutch is de-energized and the left-side jaw clutch is energized, the first barrel magnetorheological damper is in the off-state and the second barrel magnetorheological damper is in the on-state.

[0032] The fuzzy fusion algorithm uses the vehicle's vertical velocity and pitch angular velocity as input signals to the fuzzy fusion controller, and uses the vehicle's vertical acceleration of 0.3 m / s², 0.5 m / s², and 0.7 m / s² as the criteria for determining the different working modes of the motorcycle's rear fork arm decoupled suspension. 1) High-speed curve condition: When the acceleration is less than 0.3m / s2, it indicates that the road surface condition is excellent. The control target is mainly the handling stability of the motorcycle. At this time, both the first barrel magnetorheological damper and the second barrel magnetorheological damper are in working condition. The chassis stiffness of the motorcycle is at its maximum. The output force of the two barrel magnetorheological dampers is calculated by fuzzy fusion algorithm. 2) High-speed straight-line operation: When the acceleration is within the range of 0.3m / s2 and 0.5m / s2, the control objective is still mainly the overall vehicle handling stability; at this time, only the first barrel magnetorheological damper is in working state, the second barrel magnetorheological damper does not intervene in the overall operation state, the chassis stiffness of the motorcycle is moderate, and the output force of the first barrel magnetorheological damper is calculated by fuzzy fusion algorithm. 3) Low-speed ride comfort condition: When the acceleration is between 0.5 m / s2 and 0.7 m / s2, it indicates that the road surface condition is poor. The control objective is mainly the ride comfort of the motorcycle. At this time, the second barrel magnetorheological damper is in working state, and the first barrel magnetorheological damper does not participate in the total speed mode. The chassis stiffness characteristics of the motorcycle are minimal. The barrel magnetorheological damper and the output force are calculated and given by the fuzzy fusion algorithm. The neural fuzzy fusion algorithm automatically switches between different working states by adjusting the sub-control force coefficient. The damping force calculation formula for the motorcycle rear wishbone linkage variable stiffness decoupled suspension using the neural fuzzy fusion algorithm is as follows: (1); In the formula: U1—output control force of the first barrel magnetorheological damper; U2—output control force of the second barrel magnetorheological damper; U—output main control force; k1—adjustment coefficient of output control force of the first barrel magnetorheological damper, the value is between 0 and 1. A value of 0 indicates that the magnetorheological damper is not working, a value of 1 indicates that the second barrel magnetorheological damper is not working, and a value between 0 and 1 indicates that the first barrel magnetorheological damper and the second barrel magnetorheological damper are working at the same time, and the magnitude of the output damping force is determined by the coefficient. The fuzzy control rules for barrel magnetorheological systems are shown in Table 1. —Vehicle acceleration, —Vehicle speed; —Car body pitch acceleration —Vehicle pitch rate; The fuzzy fusion algorithm architecture established based on Formula 1 and Tables 1 and 2 is as follows: Figure 5 As shown.

[0033] Table 1 Fuzzy Control Rules for Control Force Adjustment Coefficient

[0034] Table 2. Fuzzy Control Rules for Barrel Magnetorheological Systems

[0035] The above description is only a preferred embodiment of the present invention and should not be construed as a limitation of this application. All equivalent changes and modifications made in accordance with the scope of the patent application of the present invention should be included in the scope of the present invention.

Claims

1. A motorcycle rear cantilever linkage variable stiffness decoupled suspension, comprising a rear cantilever mounted on a motorcycle, characterized in that: The rear end of the rear fork arm is connected to the rear wheel via a rotating shaft; a shock-absorbing component is provided on the crossbar of the rear fork arm; the shock-absorbing component includes a first barrel magnetorheological damper and a second barrel magnetorheological damper, the first barrel magnetorheological damper has a first spring, the second barrel magnetorheological damper has a second spring, and the stiffness of the first spring is greater than the stiffness of the second spring. A first connecting shaft is hinged to the crossbar of the rear fork arm, and a second connecting shaft is hinged to the end of the first connecting shaft. A rotating shaft is fixed to the end of the second connecting shaft. Both ends of the rotating shaft are connected to a dog clutch electromagnetic clutch. A mounting shaft is connected to the outer side of the dog clutch electromagnetic clutch. The outer end of the mounting shaft is rotatably connected to the mounting plate of the frame. A first barrel-type magnetorheological damper and a second barrel-type magnetorheological damper are mounted on the mounting shaft. The lower end of the mounting shaft on the left side is ball-jointed with a long straight tie rod, the front end of which is ball-jointed with one end of a first triangular rod. The first triangular rod is hinged to a first mounting bracket, which is fixedly connected to the lower left side rod of the frame. The other end of the first triangular rod is hinged to a second barrel-type magnetorheological damper. A second mounting bracket is fixed on the lower right side bar of the frame. A second triangular rod is hinged to the top and bottom of the second mounting bracket. The right end of the second barrel magnetorheological damper is hinged in the second mounting bracket. The hinge point of the second triangular rod is the same as the hinge point of the right end of the second barrel magnetorheological damper. A short straight tie rod is ball-jointed at the rear end between the two second triangular rods, and the rear end of the short straight tie rod is ball-jointed with the lower end of the mounting shaft on the right side; the front end between the two second triangular rods is hinged to the first barrel-type magnetorheological damper, and the left end of the first barrel-type magnetorheological damper is hinged to the third mounting bracket, which is fixed to the lower left side bar of the frame.

2. A method for adjusting a motorcycle rear wishbone linkage variable stiffness decoupled suspension as described in claim 1, characterized in that: The motorcycle body is equipped with a vertical acceleration sensor and a pitch rate sensor. The adjustment method includes the following steps: Step S1: Determine road conditions based on the motorcycle's vertical acceleration and pitch rate; Step S2: Power on or off the left and right jaw clutches according to different road conditions. Step S3: Adjust the working state of the first barrel magnetorheological damper and the second barrel magnetorheological damper according to the energization or de-energization status of the left and right jaw electromagnetic clutches.

3. The adjustment method for a motorcycle rear wishbone linkage type variable stiffness decoupled suspension according to claim 2, characterized in that: Step S1 is further specified as follows: Step S11: When the vertical acceleration is less than 0.3 m / s² 2 When the pitch angular velocity is less than 5 deg / s, the road conditions are considered to be excellent. Step S12, when the vertical acceleration is 0.3 m / s² 2 -0.5m / s 2 At that time, the road conditions were deemed relatively good; Step S13, when the vertical acceleration is 0.5 m / s² 2 -0.7m / s 2 At that time, the road conditions were judged to be poor.

4. The adjustment method for a motorcycle rear wishbone linkage type variable stiffness decoupling suspension according to claim 3, characterized in that: Step S2 is further specified as follows: Step S21: When the road conditions are excellent, both the right-side and left-side electromagnetic clutches are energized. Step S22: When the road conditions are good, the right-side jaw clutch is energized and the left-side jaw clutch is de-energized. Step S23: When the road conditions are poor, the right-side jaw clutch is de-energized and the left-side jaw clutch is energized.

5. The adjustment method for a motorcycle rear wishbone linkage type variable stiffness decoupled suspension according to claim 4, characterized in that: Step S3 is further specified as follows: Step S31: When both the right-side and left-side jaw-type electromagnetic clutches are energized, the first barrel-type magnetorheological damper and the second barrel-type magnetorheological damper are in working condition. Step S32: When the right jaw clutch is energized and the left jaw clutch is de-energized, the first barrel magnetorheological damper is in the working state and the second barrel magnetorheological damper is in the working state. Step S33: When the right-side jaw clutch is de-energized and the left-side jaw clutch is energized, the first barrel magnetorheological damper is in the off-state and the second barrel magnetorheological damper is in the on-state.

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