A magnetorheological suspension system for a vehicle

Abstract

A magnetic reluctance suspension system for automobiles includes a wheel assembly, a magnetic reluctance damping assembly, and a frame assembly. This invention employs a magnetic reluctance linear motor as the main structure of the damper. The output shaft of the magnetic reluctance linear motor is directly connected to the actuator, eliminating the intermediate transmission mechanism and resulting in a more compact overall structure. Due to the non-magnetic nature of the magnetic reluctance linear motor, it does not require work to overcome cogging torque during startup, requiring less starting torque and allowing for a smaller motor design. The magnetic reluctance linear motor is more sensitive when performing damping action, facilitating intelligent control and a more comfortable driving experience. Simultaneously, during the operation of the magnetic reluctance damper, when a small current is applied to the coil of the magnetic reluctance linear motor, the coil generates electricity under the action of magnetic reluctance, allowing the magnetic reluctance damping assembly to act as a generator for energy recovery.

Description

Technical Field

[0001] This invention relates to a magnetic reluctance suspension system for vehicles. Background Technology

[0002] With the rapid development of control technology and the automotive industry, automobiles have gradually become an important means of transportation. At the same time, the stability and shock absorption capacity of a vehicle during driving directly affect the driving safety and ride comfort of the entire vehicle. In order to improve the shock absorption capacity of automobiles, the automotive suspension system was developed and has been extensively studied and optimized by industry experts and scholars.

[0003] Currently, existing automotive suspension mechanisms are mainly divided into two categories:

[0004] One type is mechanical suspension. Here, "mechanical" refers to the physical characteristics of the suspension structure itself, namely, its ability to compress and return to its original state when subjected to external forces, and its main medium can be solid, liquid, or gas. For example, the earliest spring shock absorbers used in automobiles and the laminated springs used in the rear axles of large trucks both utilize the damping effect during spring compression to achieve shock absorption. Due to their simple structure, they have been used to this day. Another example is the hydraulic damper, which is filled with hydraulic oil. Based on Bernoulli's principle, it utilizes the damping effect created by the change in flow velocity of the liquid through different cross sections to achieve shock absorption. Then there is the currently popular air suspension, which utilizes the compressibility of gas and the damping effect created by the change in damping during the gas compression process. Air suspension has a smoother damping change than the previous two types, making it more comfortable to ride in. However, it requires an airbag for each shock absorber, making the overall size larger. Moreover, the tuning of air suspension requires engineers with sufficient experience and technology. If the damping is too small, it can easily damage the structure of the air suspension or airbag. If the damping is too large, it will not achieve a good shock absorption effect. Therefore, air suspension is generally only equipped on high-end vehicles.

[0005] Another type is electromagnetic suspension. This shock absorber utilizes the damping effect generated by the interaction between permanent magnets or electromagnets. Its electromagnetic force can be centrally controlled by the car's MCU (Microcontroller Unit), allowing for different damping effects to be applied according to different road conditions to achieve optimal shock absorption. However, because it contains built-in permanent magnets, these magnets are prone to demagnetization or even loss of magnetism when the car is on bumpy roads or experiencing frequent impacts, as well as in hot or cold environments, causing the electromagnetic suspension to fail. Summary of the Invention

[0006] To overcome the above problems, the present invention provides a magnetic reluctance suspension system for vehicles.

[0007] The technical solution adopted in this invention is: a magnetic reluctance suspension system for vehicles, including a wheel assembly, a wheel link (2), a magnetic reluctance damping assembly (3), a frame connector (4), and a frame assembly (5);

[0008] The wheel assembly includes a tire (1-1), a hub assembly (1-2), and spokes (1-3). The hub assembly (1-2) includes a rim and a mounting plate. The rim has an annular structure. The tire (1-1) is provided on the outer circumferential surface of the rim along the radial direction. The mounting plate is provided on the inner side of the rim along the radial direction. Spokes (1-3) are provided between the rim and the mounting plate. The inner wall of the mounting plate along the axial direction is connected to a wheel link (2) through a universal joint. The other end of the wheel link (2) is connected to the frame assembly (5). The frame assembly (5) is also connected to the wheel link (2) through a frame connector (4).

[0009] The magnetic reluctance damping assembly (3) includes a damper housing (3-1), a magnetic reluctance linear motor, an auxiliary spring (3-3), and a central connecting rod (3-10). The damper housing (3-1) is a cylindrical structure. The lower end of the damper housing (3-1) is provided with a connecting hole (3-1-1) for connecting to the wheel connecting rod. The damper housing (3-1) contains a magnetic reluctance linear motor. The magnetic reluctance linear motor includes a stator assembly (3-4) and a mover assembly (3-9). The stator assembly (3-4) is composed of multiple stator toothed silicon steel sheets stacked together. The stator toothed silicon steel sheets consist of stator teeth (3-4-1) and stator yokes (3-9). The stator teeth (3-4-1) are fixedly wound with coils (3-5); the mover assembly (3-9) is composed of multiple mover tooth-shaped silicon steel sheets stacked together, consisting of mover teeth (3-9-1) and mover yoke (3-9-2); the end of the mover assembly (3-9) away from the wheel link (2) is connected to one end of the central link (3-10), and the other end of the central link (3-10) is provided with a connecting ring connected to the frame connector (4); magnetic traction force is generated through the magnetic reluctance response between the mover teeth (3-9-1) and the stator assembly (3-4), thereby forming a damping effect to achieve the effect of shock reduction;

[0010] An auxiliary spring (3-3) is fitted over the shock absorber housing (3-1). The auxiliary spring (3-3) balances the initial pressure between the wheel link (2) and the frame assembly (5), and prevents excessive compression from damaging the internal structure of the magnetic reluctance damping assembly (3) on rough roads. A spring retaining ring (3-2) is provided at the end of the auxiliary spring (3-3) near the wheel link (2). The spring retaining ring (3-2) supports and fixes the end of the auxiliary spring (3-3) near the wheel link (2). The compression of the auxiliary spring (3-3) is adjusted. A spring retainer (3-8) is provided at the end of the auxiliary spring (3-3) away from the wheel link (2). The spring retainer (3-8) limits and fixes the end of the auxiliary spring (3-3) away from the wheel link (2). A limiting block (3-6) and a fixing ring (3-7) are also provided at the end of the central link (10) away from the wheel link (2). The fixing ring (3-7) fixes the spring retainer (3-8) on the central link.

[0011] Furthermore, the number of wheel links (2) is set to be single or in pairs.

[0012] Furthermore, the frame connector (4) includes two overlapping triangular structural members (4-1), the vertices of the two triangular structural members (4-1) are connected to form a triangular assembly, and one vertex (4-2) of the triangular assembly is connected to an auxiliary support rod (4-3).

[0013] Furthermore, the frame assembly (5) includes a rectangular frame and two inverted U-shaped rods fixed at both ends of the top of the rectangular frame, with a crossbar connecting the tops of the two inverted U-shaped rods; the frame assembly (5) is the main structure and load-bearing unit of the vehicle, and the vibration from the wheel assembly to the wheel link (2) is weakened after passing through the magnetic resistance damping assembly (3) and then transmitted to the frame assembly (5).

[0014] The principle of this invention is as follows: The magnetic reluctance suspension system proposed in this invention mainly consists of three parts: a wheel assembly, a magnetic reluctance damping assembly, and a frame assembly. When the vehicle travels over a bumpy road, the wheel assembly transmits vibrations to the magnetic reluctance damping assembly, causing displacement of its central link. The vehicle's MCU detects this displacement change and flows a specified current through the stator coil of the magnetic reluctance linear motor, generating a magnetic field around the coil. Under the action of magnetic reluctance, this field produces a damping effect on the moving part assembly on the central link, slowing down the displacement of the central link and thus reducing the transmission of vibrations to the frame. On the other hand, as the moving part assembly moves up and down in the magnetic field, under the action of magnetic reluctance, a current is generated in the coil, causing the linear magnetic reluctance motor to generate electricity for energy recovery. This energy is then used to reverse charge the energy storage battery to power the vehicle's drive motor.

[0015] The core of this invention is a reluctance damping component. It employs a reluctance linear motor as the main structure of the damper, with the motor's output shaft directly connected to the actuator, eliminating the intermediate transmission mechanism and resulting in a more compact overall structure. Based on the structural characteristics and working principle of the reluctance linear motor, its shape can be designed as cylindrical or flat to suit different vehicle models. Furthermore, due to the non-magnetic nature of the reluctance linear motor, it does not require work to overcome cogging torque during startup, requiring less starting torque and thus allowing for a smaller motor size. The reluctance linear motor is more sensitive when performing damping action, facilitating intelligent control and a more comfortable driving experience. Simultaneously, during operation, when a small current is applied to the coil of the reluctance linear motor, the coil generates electricity under the influence of reluctance, allowing the reluctance damping component to act as a generator for energy recovery.

[0016] The beneficial effects of this invention are:

[0017] 1. It adopts an integrated design, has a compact structure, is easy to install, and has a small overall size;

[0018] 2. The magnetic reluctance damping component can be used as a generator for energy recovery;

[0019] 3. It adopts a lightweight design, has a simple structure, and has a low overall cost;

[0020] 4. It adopts a permanent magnet-free design, is resistant to high temperature and vibration, and has a long service life;

[0021] 5. Different damping effects can be applied according to different road conditions to achieve the best shock absorption effect. Attached Figure Description

[0022] Figure 1 This is a schematic diagram of the system structure of the present invention.

[0023] Figure 2 This is an overall structural diagram of the automotive magnetic reluctance suspension of the present invention.

[0024] Figure 3 This is a disassembly diagram of the various parts of the automotive magnetic reluctance suspension of the present invention.

[0025] Figure 4 This is an assembly diagram of the main structure of the automotive magnetic reluctance suspension of the present invention.

[0026] Figure 5 This is a disassembly diagram of the magnetic reluctance damping component and the frame connection component of the present invention.

[0027] Figure 6 This is a cross-sectional view of the magnetic reluctance damping component and the frame connection component of the present invention. Detailed Implementation

[0028] The technical solution of this invention will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this invention, not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without inventive effort are within the scope of protection of this invention.

[0029] In the description of this invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings and are used only for the convenience of describing the invention and simplifying the description. They do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as limiting the invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0030] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0031] Referring to the accompanying drawings, a vehicle magnetic reluctance suspension system includes a wheel assembly, a wheel link 2, a magnetic reluctance damping assembly 3, a frame connector 4, and a frame assembly 5.

[0032] The wheel assembly includes a tire 1-1, a hub assembly 1-2, and spokes 1-3. The hub assembly 1-2 includes a rim and a mounting plate. The rim has an annular structure. The tire 1-1 is provided on the outer circumferential surface of the rim along the radial direction. The tire is used for shock absorption and protection of the hub assembly. The mounting plate is provided on the inner side of the rim along the radial direction. Spokes 1-3 are provided between the rim and the mounting plate. The inner wall of the mounting plate along the axial direction is connected to a wheel link 2 through a universal joint. The other end of the wheel link 2 is connected to the frame assembly 5. The frame assembly 5 is also connected to the wheel link 2 through a frame connector 4.

[0033] The magnetic reluctance damping assembly 3 includes a damper housing 3-1, a magnetic reluctance linear motor, an auxiliary spring 3-3, and a central connecting rod 3-10. The damper housing 3-1 is generally cylindrical, and the lower end of the damper housing 3-1 has a connecting hole 3-1-1 for connecting to the wheel connecting rod. The magnetic reluctance linear motor is installed inside the damper housing 3-1. The magnetic reluctance linear motor includes a stator assembly 3-4 and a mover assembly 3-9. The stator assembly 3-4 is composed of multiple stator toothed silicon steel sheets stacked together. The stator toothed silicon steel sheets are composed of stator teeth 3-4-1 and stator yokes 3-9. The stator teeth 3-4-1 are fixedly wound with coil 3-5; the mover assembly 3-9 is composed of multiple mover tooth-shaped silicon steel sheets stacked together, consisting of mover teeth 3-9-1 and mover yoke 3-9-2; the end of the mover assembly 3-9 away from the wheel link 2 is connected to one end of the central link 3-10, and the other end of the central link 3-10 is provided with a connecting ring connected to the frame connector 4; magnetic traction force is generated through the magnetic reluctance response between the mover teeth 3-9-1 and the stator assembly 3-4, thereby forming a damping effect to achieve the effect of shock absorption.

[0034] An auxiliary spring 3-3 is fitted over the shock absorber housing 3-1. The auxiliary spring 3-3 balances the initial pressure between the wheel link 2 and the frame assembly 5, and prevents excessive compression from damaging the internal structure of the magnetic reluctance damping assembly 3 on rough roads. A spring limiting ring 3-2 is provided at the end of the auxiliary spring 3-3 near the wheel link 2. The spring limiting ring 3-2 supports and fixes the end of the auxiliary spring 3-3 near the wheel link 2 and adjusts the compression of the auxiliary spring 3-3. A spring retaining ring 3-8 is provided at the end of the auxiliary spring 3-3 away from the wheel link 2. The spring retaining ring 3-8 limits and fixes the end of the auxiliary spring 3-3 away from the wheel link 2. A limiting block 3-6 and a fixing ring 3-7 are also provided at the end of the central connecting rod 10 away from the wheel link 2. The limiting block 3-6 prevents the stator end of the magnetic reluctance linear motor from contacting the bottom of the magnetic reluctance damping assembly, and the fixing ring 3-7 fixes the spring retaining ring 3-8 on the central connecting rod.

[0035] In some embodiments of the present invention, the wheel link may be configured to appear singly or in pairs, depending on the design of different vehicle models.

[0036] In some embodiments of the present invention, the frame connector 4 is used to connect the magnetic reluctance damping assembly and the frame together. Its shape is designed according to the specific structure of the vehicle model. The frame connector 4 includes two overlapping triangular structural members 4-1. The vertices of the two triangular structural members 4-1 are connected to form a triangular assembly. One vertex 4-2 of the triangular assembly is connected to an auxiliary support rod 4-3. The design of the paired triangular structures with an auxiliary support rod is used to connect multiple joints of the frame, making the overall structure more stable.

[0037] The frame assembly 5 includes a rectangular frame and two inverted U-shaped rods fixed at both ends of the top of the rectangular frame. A crossbar is connected between the tops of the two inverted U-shaped rods. The frame assembly 5 is the main structure and load-bearing unit of the vehicle. Vibrations from the wheel assembly to the wheel link 2 are weakened after passing through the magnetic resistance damping assembly 3 and then transmitted to the frame assembly 5.

[0038] The embodiments described in this specification are merely examples of implementations of the inventive concept. The scope of protection of this invention should not be considered as limited to the specific forms stated in the embodiments. The scope of protection of this invention also extends to equivalent technical means that can be conceived by those skilled in the art based on the inventive concept.

Claims

1. A magnetic reluctance suspension system for vehicles, characterized in that: It includes wheel assembly, wheel link (2), magnetic resistance damping assembly (3), frame connector (4) and frame assembly (5); The wheel assembly includes a tire (1-1), a hub assembly (1-2), and spokes (1-3). The hub assembly (1-2) includes a rim and a mounting plate. The rim has an annular structure. The tire (1-1) is provided on the outer circumferential surface of the rim along the radial direction. The mounting plate is provided on the inner side of the rim along the radial direction. Spokes (1-3) are provided between the rim and the mounting plate. The inner wall of the mounting plate along the axial direction is connected to a wheel link (2) through a universal joint. The other end of the wheel link (2) is connected to the frame assembly (5). The frame assembly (5) is also connected to the wheel link (2) through a frame connector (4). The magnetic reluctance damping assembly (3) includes a damper housing (3-1), a magnetic reluctance linear motor, an auxiliary spring (3-3), and a central connecting rod (3-10). The damper housing (3-1) is a cylindrical structure. The lower end of the damper housing (3-1) is provided with a connecting hole (3-1-1) for connecting to the wheel connecting rod. The damper housing (3-1) contains a magnetic reluctance linear motor. The magnetic reluctance linear motor includes a stator assembly (3-4) and a mover assembly (3-9). The stator assembly (3-4) is composed of multiple stator toothed silicon steel sheets stacked together. The stator toothed silicon steel sheets consist of stator teeth (3-4-1) and stator yokes (3-9). The stator teeth (3-4-1) are fixedly wound with coils (3-5); the mover assembly (3-9) is composed of multiple mover tooth-shaped silicon steel sheets stacked together, consisting of mover teeth (3-9-1) and mover yoke (3-9-2); the end of the mover assembly (3-9) away from the wheel link (2) is connected to one end of the central link (3-10), and the other end of the central link (3-10) is provided with a connecting ring connected to the frame connector (4); magnetic traction force is generated through the magnetic reluctance response between the mover teeth (3-9-1) and the stator assembly (3-4), thereby forming a damping effect to achieve the effect of shock reduction; An auxiliary spring (3-3) is fitted over the shock absorber housing (3-1). The auxiliary spring (3-3) balances the initial pressure between the wheel link (2) and the frame assembly (5), and prevents excessive compression from damaging the internal structure of the magnetic reluctance damping assembly (3) on rough roads. A spring retaining ring (3-2) is provided at the end of the auxiliary spring (3-3) near the wheel link (2). The spring retaining ring (3-2) supports and fixes the end of the auxiliary spring (3-3) near the wheel link (2). The compression of the auxiliary spring (3-3) is adjusted. A spring retainer (3-8) is provided at the end of the auxiliary spring (3-3) away from the wheel link (2). The spring retainer (3-8) limits and fixes the end of the auxiliary spring (3-3) away from the wheel link (2). A limiting block (3-6) and a fixing ring (3-7) are also provided at the end of the central link (10) away from the wheel link (2). The fixing ring (3-7) fixes the spring retainer (3-8) on the central link.

2. The automotive magnetic reluctance suspension system as described in claim 1, characterized in that: The number of wheel links (2) is set to single or in pairs.

3. The automotive magnetic reluctance suspension system as described in claim 1, characterized in that: The frame connector (4) includes two overlapping triangular structural members (4-1), the vertices of the two triangular structural members (4-1) are connected to form a triangular assembly, and one vertex (4-2) of the triangular assembly is connected to an auxiliary support rod (4-3).

4. The automotive magnetic reluctance suspension system as described in claim 1, characterized in that: The frame assembly (5) includes a rectangular frame and two inverted U-shaped rods fixed at both ends of the top of the rectangular frame. A crossbar is connected between the tops of the two inverted U-shaped rods. The frame assembly (5) is the main structure and load-bearing unit of the vehicle. Vibrations from the wheel assembly to the wheel link (2) are weakened after passing through the magnetic damping assembly (3) and then transmitted to the frame assembly (5).

Images