A wire-controlled angle drive electronically controlled suspension system

Abstract

The present invention relates to a wire-controlled angular drive electronically controlled suspension system, belonging to the field of vehicle suspension technology. The present invention provides a wire-controlled angular drive electronically controlled suspension system, which optimizes the hard point coordinates based on the layout space constraints of the integrated angular drive module and the performance requirements of complex working conditions. It has the advantages of compact structure, high stability, and strong bearing capacity. At the same time, it can realize suspension height adjustment and suspension shock absorber damping adjustment through electronic signals, thereby improving the maneuverability and passability of the wire-controlled angular drive chassis vehicle. The wire-controlled angular drive electronically controlled suspension system of the present invention includes a bracket assembly and a suspension subsystem; the suspension subsystem is installed on the bracket assembly; the bracket assembly includes a bracket top component, a bracket middle component, and a bracket bottom component; the suspension subsystem is connected to the bracket top component, the bracket middle component, and the bracket bottom component respectively.

Description

Technical Field

[0001] The present invention belongs to the technical field of vehicle suspension, and in particular relates to a wire-controlled angle drive electronically controlled suspension system. Background Art

[0002] Electric vehicles contribute to reducing environmental pollution and fossil energy consumption, becoming a key development direction for the automotive industry and receiving high attention from all countries. In recent years, with the rapid development of intelligent and information-based technologies, electric vehicle chassis technology has undergone a revolution, evolving from traditional centralized drive chassis to drive-by-wire chassis, significantly simplifying mechanical structure and highly decoupling control strategies. This has further evolved into drive-by-wire angle-driven chassis, where the module utilizes an integrated drive-brake-steering-suspension design, achieving full wire-controlled subsystems, achieving high vehicle control flexibility, and meeting the "plug-and-play" requirements for chassis with different configurations.

[0003] To improve the maneuverability and passability of drive-by-wire chassis vehicles, the design and development of flexible, high-performance electronically controlled suspensions is a key focus. Given the significant disadvantages of hydro-pneumatic suspensions, such as the difficulty in arranging the hydraulic control module, the complex supply system, and their predominant use on heavy vehicles, coupled with the limitations of electromagnetic suspensions, such as susceptibility to interference from complex electromagnetic environments, the high cost of electromagnetic dampers, and the limited availability of mature products, air suspension, with its mature technology, widespread application, compact supply system, ease of deployment, and excellent nonlinear characteristics, has become the preferred suspension option for drive-by-wire systems. Summary of the Invention

[0004] In view of the above analysis, the present invention provides a wire-controlled angular drive electronically controlled suspension system, which optimizes the hard point coordinates according to the layout space constraints of the integrated angular drive module and the performance requirements of complex working conditions. It has the advantages of compact structure, high stability and strong bearing capacity. At the same time, it can realize suspension height adjustment and suspension shock absorber damping adjustment through electronic signals, thereby improving the maneuverability and passability of the wire-controlled angular drive chassis vehicle.

[0005] The present invention provides a wire-controlled angle drive electronically controlled suspension system, comprising a bracket assembly and a suspension subsystem; the suspension subsystem is mounted on the bracket assembly;

[0006] The bracket assembly includes a bracket top component, a bracket middle component and a bracket bottom component;

[0007] The suspension subsystem is connected to the bracket top component, the bracket middle component and the bracket bottom component respectively;

[0008] The suspension subsystem includes the upper arm assembly, lower arm assembly, steering knuckle assembly, spring shock absorber assembly and height sensor module assembly;

[0009] The upper swing arm assembly is arranged in the bracket middle part;

[0010] The lower arm assembly is arranged on the bottom part of the bracket;

[0011] One end of the spring shock absorber assembly is arranged on the top component of the bracket, and the other end is connected to the lower arm assembly;

[0012] One end of the steering knuckle assembly is connected to the upper swing arm assembly, and the other end is connected to the lower swing arm assembly.

[0013] Optionally, the upper swing arm assembly includes an upper swing arm, a rear end connection portion of the upper swing arm, a front end connection portion of the upper swing arm and a rear end height sensor interface of the upper swing arm; the rear end connection portion of the upper swing arm is connected to the middle component of the bracket; the front end connection portion of the upper swing arm is connected to the steering knuckle assembly; the rear end height sensor interface of the upper swing arm is connected to the height sensor module assembly.

[0014] Optionally, the lower control arm assembly includes a lower control arm, a ball joint assembly, a middle connection portion of the lower control arm and a rear end connection portion of the lower control arm; the middle connection portion of the lower control arm is connected to one end of the spring shock absorber assembly; the ball joint assembly is pivotally connected to the steering knuckle assembly; and the rear end connection portion of the lower control arm is connected to the lower control arm interface.

[0015] Optionally, the steering knuckle assembly includes a steering knuckle and a steering knuckle top bushing; one end of the steering knuckle top bushing is connected to the steering knuckle, and the other end is hinged to the front end connecting part of the swing arm through the front end connecting pin of the upper swing arm.

[0016] Optionally, the air spring shock absorber assembly includes an air spring shock absorber and a lower wishbone; the upper end of the air spring shock absorber assembly is connected to the top component of the bracket, and the bottom of the air spring shock absorber is connected to the upper end of the lower wishbone; the lower end of the lower wishbone is pivotally connected to the lower swing arm assembly.

[0017] Optionally, the height sensor assembly includes a height sensor front bracket, a height sensor and a height sensor rear bracket connected in sequence; the height sensor front bracket is connected to the upper swing arm; and the height sensor rear bracket is connected to the bracket middle component.

[0018] Optionally, the front end bracket of the height sensor includes a connecting plate, a first connecting rod and a second connecting rod; one end of the connecting plate is connected to the upper swing arm, and the other end is connected to one end of the first connecting rod; one end of the first connecting rod is connected to the other end of the second connecting rod; the other end of the second connecting rod is connected to the height sensor; the height sensor is arranged on the rear end bracket of the height sensor.

[0019] Optionally, the height sensor is arranged on a side of the rear end bracket of the height sensor facing inward.

[0020] Optionally, the rear end bracket of the height sensor is Z-shaped.

[0021] Optionally, a height sensor assembly and / or an acceleration sensor assembly is also included.

[0022] Compared with the prior art, the present invention has at least the following beneficial effects:

[0023] (1) The electronically controlled suspension system of the present invention adopts a double wishbone suspension structure, which improves the vehicle's handling stability at high speeds and improves the vehicle's carrying capacity.

[0024] (2) The electronically controlled suspension system of the present invention has its swing arm, bracket and other components optimized for hard point coordinates to improve the kinematic characteristics of the suspension system and enhance the maneuverability of the vehicle.

[0025] (3) The electronically controlled suspension system of the present invention adopts a height-adjustable air spring and a CDC shock absorber with adjustable damping value. Compared with the traditional coil spring passive suspension, it can adjust the vehicle body posture and damping value in real time according to complex working conditions, significantly improving the maneuverability and smoothness of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] The drawings are only for purposes of illustrating particular embodiments and are not to be considered limiting of the invention.

[0027] Figure 1 is a front view of the bracket assembly of the present invention;

[0028] Figure 2 is a front view of the suspension system of the present invention;

[0029] Figure 3 is a front view of the upper swing arm assembly of the present invention;

[0030] Figure 4 is a front view of the lower swing arm assembly of the present invention;

[0031] Figure 5 is a front view of the steering knuckle assembly of the present invention;

[0032] Figure 6 is a front view of the air spring shock absorber assembly of the present invention;

[0033] Figure 7 is a front view of the height sensor assembly of the present invention;

[0034] Figure 8 is a diagram of the signal transfer function of the height sensor of the present invention;

[0035] Figure 9 is a front view of the acceleration sensor assembly of the present invention;

[0036] Figure 10 is a signal transfer function diagram of the acceleration sensor of the present invention;

[0037] Figure 11 is a schematic diagram of the kinematic characteristics of the suspension system of the present invention before optimization;

[0038] Figure 12 is a schematic diagram of the kinematic characteristics of the suspension system after optimization of the present invention;

[0039] Figure 13 It is a front view of the height adjustment principle of the air spring shock absorber assembly of the present invention.

[0040] Among them: 1. Bracket assembly; 101. Air spring shock absorber interface at the top of the bracket; 102. Upper arm interface at the middle of the bracket; 103. Lower arm interface at the bottom of the bracket; 104. Height sensor interface at the middle of the bracket; 105. Steering interface at the top of the bracket; 2. Upper arm assembly; 201. Upper arm; 202. Connecting pin at the rear end of the upper arm; 203. Connecting pin at the front end of the upper arm; 204. Bushing at the rear end of the upper arm; 205. Height sensor interface at the rear end of the upper arm; 3. Lower arm assembly; 301. Lower arm; 302. Ball joint assembly; 303. Connecting pin at the middle of the lower arm; 304. Connecting pin at the rear end of the lower arm; 305. Bushing at the middle end of the lower arm; 306. Bushing at the rear end of the lower arm; 4. Steering knuckle assembly ;401. Steering knuckle;402. Steering knuckle top bushing;5. Air spring shock absorber assembly;501. Air spring shock absorber;502. Lower wishbone;503. Air spring shock absorber top connecting bolt;504. Air spring shock absorber intake and exhaust interface;505. Air spring shock absorber CDC shock absorber control interface;506. Lower wishbone upper end connecting bolt;6. Height sensor assembly;601. Height sensor;602. Height sensor front end bracket;603. Height sensor rear end bracket;604. Height sensor connecting bolt;7. Acceleration sensor assembly;701. Acceleration sensor;702. Acceleration sensor fixing interface;703. Acceleration sensor signal interface. DETAILED DESCRIPTION

[0041] In order to more clearly understand the above-mentioned objects, features and advantages of the present invention, the present invention is further described in detail below with reference to the accompanying drawings and specific embodiments. It should be noted that, in the absence of conflict, the embodiments of the present invention and the features in the embodiments can be combined with each other. In addition, the present invention can also be implemented in other ways different from those described herein. Therefore, the scope of protection of the present invention is not limited by the specific embodiments disclosed below.

[0042] A specific embodiment of the present invention, as Figures 1-13 , discloses a wire-controlled angle drive electronically controlled suspension system, including a bracket assembly 1, an upper swing arm assembly 2, a lower swing arm assembly 3, a steering knuckle assembly 4, an air spring shock absorber assembly 5, a height sensor assembly 6 and an acceleration sensor assembly 7.

[0043] Furthermore, the bracket assembly 1, which serves as the mounting base of the electronically controlled suspension, is machined from QT500 ductile iron, taking into account both strength and lightness;

[0044] Furthermore, the bracket assembly 1 includes a bracket top component, a bracket middle component and a bracket bottom component;

[0045] Furthermore, the bracket top component is provided with an air spring shock absorber interface 101 and a bracket top steering interface 105;

[0046] Furthermore, the bracket middle part is provided with an upper swing arm interface 102 and a height sensor interface 104; an upper swing arm interface 102, a height sensor interface 104 and an acceleration sensor interface 105 are provided on both sides of the bracket middle part;

[0047] Furthermore, the bracket bottom component is provided with a lower swing arm interface 103; the lower swing arm interface 103 is provided on both sides of the bracket bottom component.

[0048] Preferably, two upper swing arm interfaces 102 , two height sensor interfaces 104 and two lower swing arm interfaces 103 are provided.

[0049] Furthermore, the upper swing arm assembly 2 , the lower swing arm assembly 3 , the steering knuckle assembly 4 , the spring shock absorber assembly 5 , the height sensor module assembly 6 and the acceleration sensor assembly 7 are installed on the bracket assembly 1 .

[0050] Optionally, the spring shock absorber assembly 5 is an air spring shock absorber assembly. When the vehicle travels over uneven roads, the steering knuckle assembly 4 bounces up and down. This bouncing motion of the steering knuckle assembly 4 drives the upper and lower arm assemblies 2 and 3 to perform circular motion around their respective interfaces with the bracket assembly 1, namely, the upper arm interface 102 in the middle of the bracket and the lower arm interface 103 at the bottom of the bracket. The circular motion of the lower arm assembly 3 drives the spring shock absorber assembly 5 to perform piston motion around its central axis, thereby buffering and dissipating road impact forces and improving the vehicle's ride smoothness and handling.

[0051] Furthermore, the upper swing arm assembly 2 includes an upper swing arm 201, a rear end connection portion of the upper swing arm, a front end connection portion of the upper swing arm and a rear end height sensor interface 205 of the upper swing arm; the rear end connection portion of the upper swing arm is connected to the upper swing arm interface 102; the front end connection portion of the upper swing arm is connected to the steering knuckle assembly 4; the rear end height sensor interface 205 of the upper swing arm is connected to the height sensor module assembly 6.

[0052] Furthermore, the rear end connection portion of the upper swing arm includes an upper swing arm rear end connection pin 202 and an upper swing arm rear end bushing 204 .

[0053] Preferably, the upper swing arm 201 is U-shaped; the front end connection part of the upper swing arm is arranged at the middle position of the bottom end of the upper swing arm 201; the upper swing arm rear end connection pin 202, the upper swing arm rear end bushing 204 and the upper swing arm rear end height sensor interface 205 are provided at both ends of the upper swing arm 201.

[0054] Furthermore, the lower arm assembly 3 includes a lower arm 301, a ball joint assembly 302, a middle connection portion of the lower arm and a rear end connection portion of the lower arm; the middle connection portion of the lower arm is connected to one end of the spring shock absorber assembly 25; the ball joint assembly 302 is pivotally connected to the bottom of the steering knuckle 401; and the rear end connection portion of the lower arm is connected to the lower arm interface 103.

[0055] Preferably, the rear end connection portion of the lower swing arm includes a rear end connection pin 304 of the lower swing arm and a rear end bushing 306 of the lower swing arm.

[0056] Preferably, the lower arm 301 is Y-shaped; the middle connecting portion of the lower arm is arranged in the middle position of the Y-shaped lower arm 301. Figure 4 ; The ball joint assembly 302 is arranged at one end of the I-shaped portion of the lower swing arm 301, and the bottom of the ball joint assembly 302 is processed with threads, and is connected to the front end of the lower swing arm 301 by a threaded fixed connection; both ends of the V-shaped portion of the lower swing arm 301 are provided with a lower swing arm rear end connecting pin 304 and a lower swing arm rear end bushing 306.

[0057] Preferably, the middle end connecting portion of the lower swing arm includes a middle end connecting pin 303 of the lower swing arm and a middle end bushing 305 of the lower swing arm.

[0058] Furthermore, the steering knuckle assembly 4 includes a steering knuckle 401 and a steering knuckle top bushing 402 .

[0059] Preferably, one end of the steering knuckle top bushing 402 is connected to the steering knuckle 401, and the other end is hinged to the front end connection part of the swing arm through the upper swing arm front end connecting pin 203; the top of the steering knuckle 401 is connected to one end of the steering knuckle top bushing 402.

[0060] Furthermore, the middle portion of the steering knuckle 401 is connected to the driving subsystem of the vehicle.

[0061] Furthermore, the air spring shock absorber assembly 5 includes an air spring shock absorber 501, a lower fork arm 502, an air spring shock absorber top connecting bolt 503, an air spring shock absorber intake and exhaust interface 504, an air spring shock absorber CDC shock absorber control interface 505 and a lower fork arm upper end connecting bolt 506.

[0062] The upper end of the air spring shock absorber assembly 5 is fixedly connected to the air spring shock absorber interface 101 at the top of the bracket through the air spring shock absorber top connecting bolt 503, and the bottom of the air spring shock absorber 501 is inserted into the upper end of the lower fork arm 502 and fixedly connected through the upper end connecting bolt of the lower fork arm 502; the lower fork arm 502 includes two parallel fork fingers.

[0063] Furthermore, the air spring and shock absorber intake and exhaust ports 504 are located at the top of the air spring and shock absorber and connect to the electronically controlled suspension's air supply system to inflate and deflate the air spring, thereby raising and lowering the air spring, respectively, and achieving vehicle height adjustment. The air spring and shock absorber CDC control port 505 is located below the air spring and shock absorber 501. This interface connects the CDC shock absorber to a controller via circuitry, adjusting the solenoid valve opening based on the controller's current signal, thereby achieving stepless damping adjustment for the CDC shock absorber.

[0064] Preferably, the lower fork arm 502 is made of 6061 aluminum by 3D printing, which has both strength and lightness. Its upper end is fixedly connected to the bottom of the air spring shock absorber 501, and its bottom is hinged to the lower arm 301 through a connecting pin.

[0065] Furthermore, the height sensor assembly 6 includes a height sensor 601 , a height sensor front bracket 602 , a height sensor rear bracket 603 and a height sensor connecting bolt 604 .

[0066] Preferably, the front end bracket 602 of the height sensor includes a connecting plate, a first connecting rod and a second connecting rod; one end of the connecting plate is connected to the rear end height sensor interface 205 of the upper swing arm through a height sensor connecting bolt 604, and the other end is connected to one end of the first connecting rod; one end of the first connecting rod is connected to the other end of the second connecting rod; the other end of the second connecting rod is connected to the height sensor 601; the height sensor 601 is arranged between the second connecting rod and the rear end bracket 603 of the height sensor, preferably, it is arranged on the inner side of the rear end bracket 603 of the height sensor; the other end of the rear end bracket 603 of the height sensor is connected to the height sensor interface 104, and the rear end bracket 603 of the height sensor is Z-shaped.

[0067] Furthermore, when the vehicle travels over an uneven road surface, the steering knuckle assembly 4 bounces up and down under the stimulation of the vertical unevenness of the road surface, driving the upper swing arm assembly 2 and the lower swing arm assembly 3 to perform circular motion, driving the height sensor 601 to perform circular motion around the hinge of the first and second connecting rods, and the relative angle of the connecting rod of the height sensor 601 changes; further, a PWM electrical interface is provided at the rear end of the height sensor 601, which is connected to the controller through a circuit; further, the changed relative angle of the connecting rod of the height sensor 601 causes the duty cycle of the PWM signal to change, and the PWM signal interface is connected to the controller circuit to collect real-time PWM signal duty cycle data. The duty cycle-vehicle height transfer function is shown in Figure 8, and the real-time vehicle height data is solved online. The operating frequency of the height sensor 601 is 800Hz, the steering angle in the first working range is -60° to 60°, the steering angle in the second working range is 60° to 180°, and the steering angle in the third working range is 180° to 300°.

[0068] Furthermore, the acceleration sensor assembly 7 includes an acceleration sensor 701 , an acceleration sensor fixing interface 702 and an acceleration sensor signal interface 703 .

[0069] Preferably, the accelerometer mounting interface 702 is bolted to the accelerometer mounting interface 105 in the middle of the bracket, using diagonal bolts to enhance connection stability. This connection method offers high integration, fewer components, and can reduce costs by 30% and weight by approximately 200g. Furthermore, it reduces assembly steps, improves production efficiency, and reduces costs.

[0070] Preferably, the transfer function of the acceleration sensor 701 is as follows: Figure 10 As shown, the output acceleration signal is proportional to the current, with an operating current range of 0-5mA and an operating voltage of 5.5-32V. The acceleration signal reflects road surface roughness and is input to the controller via the acceleration sensor signal interface 703. The controller then issues a real-time control signal, which, via the CDC damper control interface 505, adjusts the opening of the CDC damping solenoid valve, thereby adjusting the damping value of the air spring shock absorber assembly 5. Furthermore, the suspension system adaptively adjusts the damping value based on road surface roughness, improving and suppressing vertical vibration, reducing impact on suspension system components, and thereby enhancing durability and reliability.

[0071] Furthermore, the bracket assembly 1, the upper swing assembly arm 2, the lower swing arm assembly 3 and the steering knuckle assembly 4 are subjected to hard point optimization design.

[0072] Furthermore, based on the structural form of the electronically controlled suspension system involved, models such as the Mercedes-Benz GLS and Toyota Land Cruiser, which are also large off-road vehicles, were selected as benchmark models, and in-depth analysis was conducted on key design indicators such as their suspension structure, hard point coordinates, and layout space.

[0073] Furthermore, considering the layout of the electronically controlled suspension system and the design space of the wire-controlled angle drive system, see Figure 2 The XYZ space of the electronically controlled suspension system is limited to 350×450×350mm. Furthermore, considering the maneuverability and passability of the vehicle, combined with the design of the wire-controlled angular drive system, the suspension stroke is designed to be wheel bounce ±100mm.

[0074] Furthermore, the kinematic analysis of the suspension subsystem is carried out based on ADAMS / Car. The variation patterns of the core wheel alignment parameters of the electronically controlled suspension system, such as the wheel camber angle, wheel toe angle, wheel track and roll center height, with the wheel jump stroke are analyzed to determine the optimization targets and parameters.

[0075] For example, Figure 11As shown, the kinematic characteristics of the suspension subsystem of the wire-controlled angle drive system of the electric vehicle before optimization are: the kinematic characteristics of the suspension subsystem of the wire-controlled angle drive system of the electric vehicle before optimization are: the maximum value of the roll center height of the suspension system is too large, the range of variation of the wheel inclination angle is too large, the range of variation of the wheel toe angle is too large, and the wheel track variation is too large; further, the above four kinematic characteristics, namely the wheel camber angle, wheel toe angle, wheel track and roll center height are determined as optimization targets.

[0076] This paper uses ADAMS / Insight to optimize the hardpoints of electronically controlled suspensions. The software incorporates a highly efficient optimization algorithm. This platform allows for multi-objective optimization, allowing for the filtering and selection of numerous design variables that significantly impact the performance of virtual prototypes. Suspension hardpoints are key points in the vehicle suspension system that determine its kinematic characteristics. These include, but are not limited to, the mounting points of shock absorbers, springs, swing arms, and the center points of kinematic pairs. The selection of these hardpoints directly impacts the vehicle's comfort and handling.

[0077] See attached Figure 3-4 , the coordinates of the upper cross arm outer-front point, the upper cross arm outer-rear point, the upper cross arm front point, the upper cross arm rear point, the lower cross arm outer point, the lower cross arm front point and the lower cross arm rear point are selected as optimization parameters.

[0078] The multi-objective optimization test was started, and then the test results were exported and analyzed in detail. The simulation results were analyzed and fitted using the analysis of variance (ANOVA) method, see Table 1, and the standard variance statistical method was provided. Among them, R2 and R2adj are the core parameters of multi-objective optimization fitting. R2 and R2adj characterize the quality of fitting. The value range of R2 is 0 to 1. The closer to 1, the higher the quality. The same is true for the R2adj value. The closer to 0, the lower the quality, and vice versa. P indicates the situation of feasible items in the fitting formula. The closer P is to 1, the fewer feasible items in the fitting formula and the lower the reliability. The R / V value indicates the correlation between the calculated value of the optimization algorithm and the initial input value. The lower the value, the worse it is. It is usually considered that the optimization is better when the value is greater than 10, and the value is less than 4, which is likely to be unreliable.

[0079] The values of various fitting indicators of this experiment are shown in the following table. It can be seen that this experiment achieved very ideal results. It also shows that the quadratic model idea used in this multi-objective optimization experiment is correct and has outstanding efficiency.

[0080] Table 1 Fitting index values

[0081]

[0082] The coordinates of the designed hard points before and after optimization are shown in Table 2.

[0083] Table 2 Hard points before and after optimization

[0084]

[0085] Based on the optimization results obtained above, the corresponding hard point coordinates of the suspension were re-entered to obtain the optimized template. Simulation tests were repeated with the same simulation parameters to achieve the goal of controlling variables. The kinematic performance of the suspension before and after optimization was then analyzed and compared to verify the reliability of the multi-objective optimization analysis results.

[0086] The present invention adopts the DOE experimental design method to carry out optimization parameter sensitivity analysis, and adopts variance analysis (ANOVA) to fit the optimization results to achieve the above-mentioned component hard point optimization, thereby optimizing the kinematic characteristics of the electronically controlled suspension system.

[0087] Furthermore, the kinematic characteristics after optimized design are as follows Figure 12 As shown by the dashed line, the roll center height of the electronically controlled suspension system has been significantly reduced, significantly benefiting the anti-roll performance of the suspension system and the vehicle as a whole, limiting wheelbase variation. After optimization, the range of variation in the suspension system's wheel camber angle during wheel hop travel has been significantly reduced. Reduced camber angle variation during driving mitigates the camber thrust generated by the suspension system, thereby curbing the increase in lateral forces and improving suspension performance and vehicle stability. After optimization, the range of variation in the suspension system's wheel toe angle during wheel hop travel has been significantly reduced, with a stable and reliable trend. After optimization, the range of variation in the suspension system's wheelbase variation during wheel hop travel has been slightly reduced. Furthermore, after multi-objective optimization, the stability and handling of the suspension subsystem have been significantly improved, and the optimization design results are in line with expectations.

[0088] Furthermore, the air spring shock absorber assembly 5 can realize a height adjustment function; further, the height adjustment functions of the air spring shock absorber assembly 5 are respectively raising and lowering functions.

[0089] Specifically, see Figure 13 The high-pressure air source is connected to the air compressor, and the low-pressure air source is directly connected to the outside atmosphere; a pipeline is set between the high-pressure air source and the low-pressure air source; an air solenoid valve is set at the end of the pipeline close to the high-pressure air source, and an air release solenoid valve is set at the end of the pipeline close to the low-pressure air source; an air compressor branch is set on the pipeline on the high-pressure air source side, and the two connecting branches of the air compressor are respectively connected to the pipeline and are arranged on both sides of the inflation solenoid valve; the air compressor is connected to the air spring shock absorber intake and exhaust interface 504 through the air spring solenoid valve.

[0090] Furthermore, during the raising process of the air spring shock absorber assembly 5, as shown in FIG. Figure 13As shown, the electronically controlled suspension controller sends control signals to the air spring solenoid valve, the charging solenoid valve and the air compressor respectively, so that high-pressure gas can flow into the air spring shock absorber 501, thereby increasing its height.

[0091] Furthermore, the wire-controlled angle drive system obtains vehicle height data in real time based on the height sensor assembly 6. When the vehicle height reaches a reasonable error range of the vehicle height, the electronically controlled suspension controller stops sending control signals, the air spring solenoid valve and the inflation solenoid valve are closed, and the high-pressure gas is stopped from continuing to enter the air spring shock absorber 501, thereby ending its lifting condition.

[0092] Furthermore, during the lowering process of the air spring shock absorber assembly 25, as shown in FIG. Figure 11 As shown, the electronically controlled suspension controller sends a control signal to open the air spring solenoid valve and the deflation solenoid valve at the same time. At this time, the gas in the air spring shock absorber 501 is directly discharged into the atmosphere under the action of pressure difference and vehicle body gravity, so that its height is reduced.

[0093] Furthermore, the wire-controlled angle drive system obtains vehicle height data in real time based on the height sensor assembly 26. When the vehicle height reaches a reasonable error range of the vehicle body low position, the controller stops sending the control signal, the air spring solenoid valve and the air release solenoid valve are closed, and the outflow of gas in the air spring shock absorber 501 is stopped, ending its lowering condition.

[0094] The above description is only a preferred specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any changes or substitutions that can be easily thought of by any technician familiar with this technical field within the technical scope disclosed by the present invention should be covered by the scope of protection of the present invention.

Claims

1. A wire-controlled angle drive electronically controlled suspension system, characterized in that: It includes a bracket assembly and a suspension subsystem; the suspension subsystem is installed on the bracket assembly; The bracket assembly includes a bracket top component, a bracket middle component and a bracket bottom component; The suspension subsystem is connected to the bracket top component, the bracket middle component and the bracket bottom component respectively; The suspension subsystem includes the upper arm assembly, lower arm assembly, steering knuckle assembly, spring shock absorber assembly and height sensor module assembly; The upper swing arm assembly is arranged in the bracket middle part; The lower arm assembly is arranged on the bottom part of the bracket; One end of the spring shock absorber assembly is arranged on the top component of the bracket, and the other end is connected to the lower arm assembly; One end of the steering knuckle assembly is connected to the upper swing arm assembly, and the other end is connected to the lower swing arm assembly; the upper swing arm assembly includes the upper swing arm, the rear end connection part of the upper swing arm, the front end connection part of the upper swing arm and the rear end height sensor interface of the upper swing arm; the rear end connection part of the upper swing arm is connected to the middle part of the bracket; the front end connection part of the upper swing arm is connected to the steering knuckle assembly; the rear end height sensor interface of the upper swing arm is connected to the height sensor module assembly; the lower swing arm assembly includes the lower swing arm, the ball joint assembly, the middle end connection part of the lower swing arm and the rear end connection part of the lower swing arm; the middle end connection part of the lower swing arm is connected to one end of the spring shock absorber assembly The ball joint assembly is pivotally connected to the steering knuckle assembly; the rear end connection portion of the lower swing arm is connected to the interface of the lower swing arm; the steering knuckle assembly includes a steering knuckle and a steering knuckle top bushing; one end of the steering knuckle top bushing is connected to the steering knuckle, and the other end is hinged to the front end connection portion of the swing arm through the front end connecting pin of the upper swing arm; the air spring shock absorber assembly includes an air spring shock absorber and a lower wishbone; the upper end of the air spring shock absorber assembly is connected to the top component of the bracket, and the bottom of the air spring shock absorber is connected to the upper end of the lower wishbone; the lower end of the lower wishbone is pivotally connected to the lower swing arm assembly through the middle connecting pin of the lower swing arm and the middle end bushing of the lower swing arm; The coordinates of the outer front point of the upper wishbone, the outer rear point of the upper wishbone, the front point of the upper wishbone, the rear point of the upper wishbone, the outer point of the lower wishbone, the front point of the lower wishbone, and the rear point of the lower wishbone were selected as optimization parameters for a multi-objective optimization test to obtain the optimization results. The hard point coordinates of the suspension were determined based on the optimization results. The height sensor assembly includes a height sensor front bracket, a height sensor, and a height sensor rear bracket connected in sequence; the height sensor front bracket is connected to the upper swing arm; the height sensor rear bracket is connected to the bracket middle component; The front bracket of the height sensor includes a connecting plate, a first connecting rod and a second connecting rod; one end of the connecting plate is connected to the upper swing arm, and the other end is connected to one end of the first connecting rod; one end of the first connecting rod is connected to the other end of the second connecting rod; the other end of the second connecting rod is connected to the height sensor; the height sensor is arranged on the rear bracket of the height sensor; The height sensor is arranged on a side of the rear end bracket of the height sensor facing inward; The rear end bracket of the height sensor is Z-shaped; The bracket top component includes a side extension portion and a vertical portion; the side extension portion includes a bracket top air spring shock absorber interface (101) and a circular mounting plate; The front end connecting pin (203) of the upper swing arm is horizontal to the x-axis and vertical to the y-axis; The middle connecting pin (303) of the lower swing arm is horizontal to the x-axis and vertical to the y-axis.

2. The electronically controlled suspension system according to claim 1, characterized in that: Also includes an acceleration sensor assembly.

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