Widened suspension for wheeled engineering machinery for rapidly excavating a ground-connected wall guide groove

Abstract

The present invention relates to the field of vehicle suspension technology, and in particular to a widened suspension for wheeled engineering machinery for rapidly excavating a ground-connected wall guide groove, comprising a suspension assembly, the suspension assembly comprising an elastic element, a guide mechanism and a shock absorber; a suspension adjustment module for adjusting the spring compression of the elastic element and controlling the working parameters of the shock absorber; a suspension adjuster, comprising a vehicle body acquisition unit, a suspension acquisition unit, an elastic analysis unit and an active adjustment unit, which obtains the follow-up correlation by analyzing a dynamic torque model and a shock absorption model, determines the shock absorption follow-up section of the shock absorber according to the shock absorption model, and determines the adjustment of the working parameters of the shock absorber according to the dynamic torque model parameters corresponding to the shock absorption follow-up section, so that the suspension adjustment module performs the corresponding adjustment of the shock absorber working parameters in the corresponding time period. The present invention improves the active control capability of the suspension and enables the vehicle body to adapt to various working scenarios.

Description

Technical Field

[0001] The invention relates to the technical field of active suspension control, and in particular to a widened suspension for wheeled engineering machinery for rapidly excavating a ground-connected wall guide groove. Background Art

[0002] The active suspension system of engineering vehicles generally adopts electro-hydraulic controlled hydraulic suspension. Its control process adjusts the flow of oil, locks the suspension or adjusts the height of the vehicle body while adjusting the damping coefficient. In large-tonnage field transportation, engineering transport vehicles or off-road vehicles carry heavy loads, and the bumps caused by uneven roads during transportation may cause damage to objects and the vehicle itself. Therefore, the active suspension adopts variable damping and automatic adjustment of the vehicle body height to make the vehicle run more accurately and smoothly. The electronically controlled active hydraulic suspension can actively control the vibration of the vehicle using hydraulic components according to the mass and acceleration of the suspension.

[0003] Chinese patent application publication number: CN117162727A discloses an active suspension system, which includes a right damper and a left damper, a pump and a control valve system. Each of the right damper and the left damper includes a damper housing, a piston rod and a piston mounted on the piston rod. The piston is arranged to slide and engage inside the damper housing so that the piston divides the damper housing into a first working chamber and a second working chamber. The pump includes a pump inlet and a pump outlet. The control valve system is fluidically connected to the first working chamber and the second working chamber of the right damper, the first working chamber and the second working chamber of the left damper, the pump inlet and the pump outlet. The control valve system has several different arrangements of fluid flow paths for providing different working modes for the active suspension system. It can be seen that the technical solution of the above-mentioned active suspension focuses on the structural design of the shock absorber, but does not propose a reasonable design for whether each working condition is suitable for active adjustment of the suspension, and is not suitable for the scene of switching the suspension working mode in various complex load changes in engineering applications. Summary of the invention

[0004] To this end, the present invention provides a widened suspension for wheeled engineering machinery for quickly excavating guide wall grooves of ground-connected walls, so as to overcome the problem of poor switching accuracy of suspension working modes in engineering machinery with complex load changes in the prior art.

[0005] To achieve the above object, the present invention provides a widened suspension for wheeled engineering machinery for rapidly excavating a guide groove of a ground-connected wall, comprising:

[0006] The suspension assembly is connected to the frame of the engineering machinery to carry the body of the engineering machinery, transmit force between the body and the body moving assembly, and buffer the impact force transmitted from the body moving assembly to the body. The suspension assembly includes an elastic element, a guide mechanism and a shock absorber;

[0007] A suspension adjustment module, which is connected to the elastic element and the shock absorber of the suspension assembly respectively, and is used to adjust the spring compression of the elastic element and control the working parameters of the shock absorber, wherein the working parameters include the damping coefficient, the stroke height and the distance between the shock absorbers of the shock absorber;

[0008] A suspension adjuster, connected to the suspension adjustment module, comprising:

[0009] A vehicle body acquisition unit, which is arranged at the lower part of the vehicle frame and is used to collect the center of gravity data, inertia data and vehicle body tilt angle of the vehicle body;

[0010] A suspension acquisition unit, which is arranged at the connection position between the guide mechanism and the vehicle body moving component, and is used to obtain the stress state of the vehicle body moving component, wherein the stress state includes vibration frequency, jumping displacement and suspension tilt angle;

[0011] an elastic analysis unit, which is connected to the suspension acquisition unit and the suspension assembly, respectively, and is used to establish a dynamic torque model of the mechanical operation of the vehicle body and the vehicle body torque according to the center of gravity data, the inertia data and the vehicle body tilt angle of the vehicle body during the mechanical operation of the engineering machinery, and to establish a shock absorption model of the mechanical operation and shock absorption effect according to the difference between the suspension tilt angle and the vehicle body tilt angle during the mechanical process;

[0012] An active adjustment unit is connected to the elastic analysis unit, and is used to analyze the follow-up correlation between the dynamic torque model and the shock absorption model, determine the shock absorption follower segment of the shock absorber according to the shock absorption model, and determine the adjustment of the working parameters of the shock absorber according to the dynamic torque model parameters corresponding to the shock absorption follower segment, so that the suspension adjustment module performs the corresponding adjustment of the shock absorber working parameters in the corresponding time period.

[0013] Furthermore, it also includes:

[0014] An active update unit is connected to the vehicle body acquisition unit, and is used to determine the update of the shock absorption model and the dynamic torque model according to the change of the force state, determine the initial distance between the front and rear / left and right shock absorbers according to the maximum load force of the vehicle body, and determine the initial damping coefficient of the shock absorber according to the maximum load distance and load of the vehicle body.

[0015] Furthermore, the suspension adjustment module includes a distance adjustment component for adjusting the distance between shock absorbers, wherein the distance adjustment component includes a force-bearing support, a slider arranged at the lower part of the force-bearing support, and a distance adjustment guide rail cooperating with the slider, and the distance adjustment guide rail is arranged on the suspension arm.

[0016] Furthermore, the elastic analysis unit takes the horizontal center of gravity of the vehicle body as the origin, and calculates the vehicle body torque according to the center of gravity data, the inertia data and the vehicle body tilt angle collected in time during a single mechanical operation to form the dynamic torque model.

[0017] Further, the elastic analysis unit calculates an angle difference according to the suspension tilt angle and the vehicle body tilt angle collected in time series during a single mechanical operation, and determines the shock absorption model of the angle difference and the mechanical operation during a single mechanical operation according to the angle difference;

[0018] The angle difference is the difference obtained by subtracting the vehicle body inclination angle from the suspension inclination angle.

[0019] Furthermore, the active adjustment unit performs covariance calculation on the dynamic torque model corresponding to a single mechanical operation process and the damping model to determine the follow-up correlation, and records the mechanical operation process segment with a covariance greater than a preset value as an observation set of the damping follow-up segment.

[0020] Further, the active adjustment unit determines a shock absorption rising section and a shock absorption falling section according to the shock absorption trend of the shock absorption model in the observation set;

[0021] The damping trend is determined according to a changing trend of the angle difference.

[0022] Further, the active adjustment unit determines the adjustment amount of the shock absorber stroke height / damping coefficient according to the time proportion of the shock absorption drop section in a single mechanical operation process and the minimum angle difference of the shock absorption drop section;

[0023] The active adjustment unit determines the adjustment amount of the distance between the shock absorbers according to the proportion of time when the angle difference of the shock absorbing descent section is less than the set angle difference during a single mechanical operation.

[0024] Furthermore, the active updating unit determines the update of the damping model and the dynamic torque model according to whether the change of the force state meets the preset update condition, wherein the preset update condition includes:

[0025] At least one of the vibration frequency, the bounce displacement, and the suspension tilt angle exceeds a corresponding preset threshold.

[0026] Further, the active updating unit determines the initial distance between the front and rear / left and right shock absorbers according to the maximum load force of the vehicle body and the preset torque of a single mechanical operation;

[0027] The active updating unit determines a limit buffer torque according to a maximum load distance and a load weight of the vehicle body, and determines an initial damping coefficient of the shock absorber according to the limit buffer torque.

[0028] Compared with the prior art, the beneficial effect of the present invention lies in that the widened suspension for wheeled engineering machinery of the present invention can obtain the operating section requiring active suspension adjustment by actively learning the relationship model between mechanical operation and body force and body inclination, and can better stabilize the body of the engineering machinery by performing specific suspension adjustments on specific operating sections, thereby improving the stability of the body of the engineering machinery during mechanical operation and increasing the operational accuracy of the engineering machinery.

[0029] Furthermore, the present invention is provided with a distance adjustment component, which can actively adjust the distance between the shock absorbers and the elastic elements of the suspension, so that when the distance between the shock absorbers is increased, the shaking of the vehicle body can be more sensitively buffered, thereby effectively improving the adjustment effectiveness of the active control of the suspension and improving the stability of the vehicle body.

[0030] Furthermore, the present invention analyzes the correlation between the fixed dynamic torque model and the shock absorption model. The higher the correlation between the two models, the more it can analyze the expected movement of a single mechanical operation, predict its torque and shock absorption effect in advance, and enhance the shock absorption effect by actively controlling the adjustment of the suspension, so that the buffering effect of the suspension is more significant and more suitable for the corresponding mechanical operation process.

[0031] Furthermore, the present invention divides the shock absorption model into a shock absorption rising section and a shock absorption falling section by analyzing the shock absorption effect of the shock absorption model in the corresponding time period. The angle difference of the shock absorption rising section becomes larger, which means that the suspension can better buffer the transfer of force between the vehicle body and the moving components, indicating that the shock absorption effect is better; the angle difference of the shock absorption falling section becomes smaller, which means that the suspension cannot effectively buffer the transfer of force between the vehicle body and the moving components, indicating that the shock absorption effect is poor and the shock absorption effect of the suspension needs to be strengthened.

[0032] Furthermore, the present invention obtains the shock absorption descent section in advance at the beginning of a single mechanical operation process of the corresponding engineering machinery, so as to perform corresponding suspension adjustments (adjustment of shock absorber working parameters) at the beginning of the single mechanical operation or before the beginning of the shock absorption descent section, so that the buffering effect of the suspension can better serve the corresponding operation scenario and achieve better buffering and shock absorption effect. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] Figure 1 This is a structural block diagram of a widened suspension for a wheeled engineering machinery for rapidly excavating a guide wall groove of a ground-connected wall according to an embodiment of the present invention;

[0034] Figure 2 This is a working logic diagram of the elasticity analysis unit according to an embodiment of the present invention;

[0035] Figure 3 The working logic diagram of the active adjustment unit according to the embodiment of the present invention;

[0036] Figure 4 This is a logic diagram for adjusting the working parameters of the shock absorber according to an embodiment of the present invention. DETAILED DESCRIPTION

[0037] In order to make the objects and advantages of the present invention more clearly understood, the present invention is further described below in conjunction with embodiments; it should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention.

[0038] The preferred embodiments of the present invention are described below with reference to the accompanying drawings. It should be understood by those skilled in the art that these embodiments are only used to explain the technical principles of the present invention and are not intended to limit the protection scope of the present invention.

[0039] It should be noted that, in the description of the present invention, terms such as "up", "down", "left", "right", "inside" and "outside" indicating directions or positional relationships are based on the directions or positional relationships shown in the drawings. This is merely for the convenience of description and does not indicate or imply that the device or element must have a specific orientation, be constructed and operated in a specific orientation. Therefore, it cannot be understood as a limitation on the present invention.

[0040] In addition, it should be noted that in the description of the present invention, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For those skilled in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0041] As an explanation, the wheeled engineering machine of the present invention is used for excavating the ground connecting wall and guiding wall, and it comprises a vehicle body moving assembly consisting of crawlers and a mechanical arm with an excavating bucket or a grabbing clamp. In practice, the wheeled engineering machine can be an excavator.

[0042] The single mechanical operation process referred to in the present invention can be specifically understood as a single digging / dumping process of a single excavator bucket of an excavator for rapid excavation of ground-connected walls or a single grabbing or releasing process of a grabbing clamp, which is a single working task of the mechanical arm.

[0043] See also Figure 1 As shown, it is a structural block diagram of a widened suspension for a wheeled engineering machinery for rapidly excavating a ground-connected wall guide groove according to an embodiment of the present invention. An embodiment of the present invention provides a widened suspension for a wheeled engineering machinery for rapidly excavating a ground-connected wall guide groove, comprising:

[0044] The suspension assembly is connected to the frame of the engineering machinery to carry the body of the engineering machinery, transmit force between the body and the body moving assembly, and buffer the impact force transmitted from the body moving assembly to the body. The suspension assembly includes an elastic element, a guide mechanism and a shock absorber;

[0045] A suspension adjustment module, which is connected to the elastic element and the shock absorber of the suspension assembly respectively, and is used to adjust the spring compression of the elastic element and control the working parameters of the shock absorber, wherein the working parameters include the damping coefficient, the stroke height and the distance between the shock absorbers of the shock absorber;

[0046] A suspension adjuster, connected to the suspension adjustment module, comprising:

[0047] A vehicle body acquisition unit, which is arranged at the lower part of the vehicle frame and is used to collect the center of gravity data, inertia data and vehicle body tilt angle of the vehicle body;

[0048] A suspension acquisition unit, which is arranged at the connection position between the guide mechanism and the vehicle body moving component, and is used to obtain the stress state of the vehicle body moving component, wherein the stress state includes vibration frequency, jumping displacement and suspension tilt angle;

[0049] an elastic analysis unit, which is connected to the suspension acquisition unit and the suspension assembly, respectively, and is used to establish a dynamic torque model of the mechanical operation of the vehicle body and the vehicle body torque according to the center of gravity data, the inertia data and the vehicle body tilt angle of the vehicle body during the mechanical operation of the engineering machinery, and to establish a shock absorption model of the mechanical operation and shock absorption effect according to the difference between the suspension tilt angle and the vehicle body tilt angle during the mechanical process;

[0050] An active adjustment unit is connected to the elastic analysis unit, and is used to analyze the follow-up correlation between the dynamic torque model and the shock absorption model, determine the shock absorption follower segment of the shock absorber according to the shock absorption model, and determine the adjustment of the working parameters of the shock absorber according to the dynamic torque model parameters corresponding to the shock absorption follower segment, so that the suspension adjustment module performs the corresponding adjustment of the shock absorber working parameters in the corresponding time period.

[0051] The widened suspension for wheeled engineering machinery in the embodiment of the present invention can obtain the operating section where active suspension adjustment is required by actively learning the relationship model between mechanical operation and body force and body inclination. By performing specific suspension adjustments on specific operating sections, the body of the engineering machinery can be better stabilized, thereby improving the stability of the body of the engineering machinery during mechanical operation and increasing the operational accuracy of the engineering machinery.

[0052] It can be understood that a single mechanical operation, such as controlling the forward and backward movement of the robotic arm, or a single force output of an electric motor such as grasping and releasing, is a single mechanical operation process described in the present invention.

[0053] Specifically, the suspension adjustment module includes a distance adjustment component for adjusting the distance between shock absorbers, wherein the distance adjustment component includes a force-bearing support, a slider arranged at the lower part of the force-bearing support, and a distance adjustment guide rail cooperating with the slider, and the distance adjustment guide rail is arranged on the suspension arm.

[0054] In a specific embodiment, a suspension arm is provided on the suspension, and a distance-adjusting guide rail is fixed on the arm to adjust the distance between the shock absorbers.

[0055] It can be understood that the suspension arm is used as a bearing structure for the shock absorber and the elastic element, and is used to support the shock absorber and the elastic element. Preferably, the shock absorber described in the embodiment of the present invention is sleeved inside the elastic element (spring), and the force bearing seat is used to bear the elastic element and the shock absorber. The specific structure of the suspension arm is not limited here, as long as it can bear the adjustable distance track to adjust the distance between the shock absorbers. There are four shock absorbers, which are respectively arranged on the left and right sides of the front part of the vehicle body and the left and right sides of the rear part of the vehicle body.

[0056] The embodiment of the present invention is provided with a distance adjustment component, which can actively adjust the distance between the shock absorbers and the elastic elements of the suspension, so that when the distance between the shock absorbers is increased, the shaking of the vehicle body can be more sensitively buffered, thereby effectively improving the adjustment effectiveness of the active control of the suspension and improving the stability of the vehicle body.

[0057] See also Figure 2 As shown, specifically, the elastic analysis unit takes the horizontal center of gravity of the vehicle body as the origin, and calculates the vehicle body torque according to the center of gravity data, the inertia data and the vehicle body inclination angle collected in time during a single mechanical operation to form the dynamic torque model.

[0058] It is understandable that the real-time center of gravity position of the vehicle body can be obtained through the center of gravity data, the force direction of the vehicle body can be obtained through the inertial data, and the moving direction of the center of gravity can be obtained in combination with the current tilt angle of the vehicle body (moving direction = force direction of the vehicle body - tilt angle). Therefore, the vehicle body torque is determined according to the real-time center of gravity position and moving direction (vehicle body torque = direction of force determined by the real-time center of gravity position and moving direction × the overall load of the current engineering machinery). The three-dimensional curve of the vehicle body torque and time obtained by the time-series calculation value of the vehicle body torque during a single mechanical operation is the dynamic torque model. The overall load includes the vehicle body weight and the current load force.

[0059] Specifically, the elastic analysis unit calculates an angle difference according to the suspension tilt angle and the vehicle body tilt angle collected in time series during a single mechanical operation, and determines the shock absorption model of the angle difference and the mechanical operation during a single mechanical operation according to the angle difference;

[0060] The angle difference is the difference obtained by subtracting the vehicle body inclination angle from the suspension inclination angle.

[0061] In practice, the angle difference has positive and negative sides. Generally speaking, when the suspension tilt angle is greater than the vehicle body tilt angle, the suspension plays a role of buffering and shock absorption. If the suspension tilt angle is less than or equal to the vehicle body tilt angle, the suspension does not play a shock absorption role or amplifies the vibration. At this time, the suspension difference needs to be adjusted. Therefore, the curve relationship between the angle difference and time obtained by the time series calculation value of the angle difference during a single mechanical operation is the dynamic torque model, which is used to analyze the actual shock absorption effect of the suspension during a single mechanical operation.

[0062] See also Figure 3 As shown, specifically, the active adjustment unit performs covariance calculation on the dynamic torque model corresponding to a single mechanical operation process and the damping model to determine the follow-up correlation, and records the mechanical operation process segment with a covariance greater than a preset value as the observation set of the damping follow-up segment.

[0063] It can be understood that the present invention adopts covariance calculation to determine the correlation between the dynamic torque model and the shock absorption model. Each model can be normalized first and then the correlation analysis can be performed. Preferably, the covariance between the two models is calculated as the follow-up correlation. The larger the covariance, the higher the degree of association between the two models. Therefore, the expected movement of a single mechanical operation can be analyzed to predict its torque and shock absorption effect in advance, and the shock absorption effect can be enhanced by actively controlling the adjustment of the suspension, so that the buffering effect of the suspension is more significant and more suitable for the corresponding mechanical operation process.

[0064] In implementation, the preset value for covariance comparison is generally determined based on the empirical values ​​of torque and shock absorption in several mechanical processes, or based on the correlation calculation between several dynamic torque models with shock absorption effects lower than expected and the shock absorption model and taking the average value. Preferably, the preset value is set between 0.3-0.5, which can achieve better prediction results.

[0065] In a specific embodiment, the calculated covariance is compared with a preset value, and the mechanical operation process segment in which the covariance is greater than the preset value is recorded as an observation set of the shock-absorbing follower segment. There may be several time periods in the observation set, which is a set of several time periods corresponding to a single mechanical operation process.

[0066] Specifically, the active adjustment unit determines a shock absorption rising section and a shock absorption falling section according to a shock absorption trend of the shock absorption model in the observation set;

[0067] The damping trend is determined according to a changing trend of the angle difference.

[0068] It can be understood that there are several time periods corresponding to the above observation set, and the shock absorption model segment corresponding to each time period is analyzed. If the slope of the curve of a single shock absorption model segment is a negative value or the mean of the slope is a negative value or the average of the curve value (angle difference) is less than the initial curve value (angle difference) of the segment, it is determined to be a shock absorption descending segment; if the slope of the curve of a single shock absorption model segment is a positive value (including 0) or the mean of the slope is a positive value (including 0) or the average of the curve value (angle difference) is greater than or equal to the initial curve value (angle difference) of the segment, it is determined to be a shock absorption ascending segment.

[0069] By analyzing the shock absorption effect of the shock absorption model in the corresponding period, the shock absorption model is divided into a shock absorption rising section and a shock absorption falling section. The angle difference of the shock absorption rising section becomes larger, which means that the suspension can better buffer the transfer of force between the vehicle body and the moving components, indicating that the shock absorption effect is better; the angle difference of the shock absorption falling section becomes smaller, which means that the suspension cannot effectively buffer the transfer of force between the vehicle body and the moving components, indicating that the shock absorption effect is poor and the shock absorption effect of the suspension needs to be strengthened.

[0070] See also Figure 4 As shown, specifically, the active adjustment unit determines the adjustment amount of the shock absorber stroke height / damping coefficient according to the time proportion of the shock absorption drop section in a single mechanical operation process and the minimum angle difference of the shock absorption drop section;

[0071] The active adjustment unit determines the adjustment amount of the distance between the shock absorbers according to the proportion of time when the angle difference of the shock absorbing descent section is less than the set angle difference during a single mechanical operation.

[0072] From the above analysis, it can be seen that in the shock absorption descending section, the shock absorption effect of the suspension becomes worse, so it is necessary to strengthen the buffer between the vehicle body and the vehicle body moving component (generally the wheel group used to move the vehicle body) so that the force can be better buffered and consumed between the vehicle body and the vehicle body moving component. The shock absorption ascending section shows that the shock absorption effect is good and the shock absorption requirements can be met without adjustment.

[0073] In a specific embodiment, each shock-absorbing descent segment in a single mechanical operation process is obtained, and the total duration of all shock-absorbing descent segments is calculated. The time proportion of the shock-absorbing descent segment in a single mechanical operation process = the total duration of all shock-absorbing descent segments / the total duration of a single mechanical operation process, the time proportion and the minimum angle difference of the shock-absorbing descent segment are multiplied to calculate the first intermediate value, and the first intermediate value is compared with the first standard value to obtain the first calculation coefficient, the first calculation coefficient = the first intermediate value / the first standard value. Then, the adjustment amount of the shock absorber stroke height or the adjustment amount of the damping coefficient is determined according to the first calculation coefficient. The adjusted shock absorber stroke height = the shock absorber stroke height before adjustment / the first calculation coefficient; the adjusted shock absorber damping coefficient = the shock absorber damping coefficient before adjustment / (1 + the first calculation coefficient × the first calculation coefficient).

[0074] In a specific embodiment, each damping drop segment in a single mechanical operation process is obtained, and the total duration of all damping drop segments is calculated. The time proportion of the damping drop segment in a single mechanical operation process = the total duration of all damping drop segments / the total duration of a single mechanical operation process, and the time proportion is recorded as the second intermediate value, and the second intermediate value is compared with the second standard value to obtain the second calculation coefficient, the second calculation coefficient = the second intermediate value / the second standard value. Then, the adjustment amount of the distance between the shock absorbers is determined according to the second calculation coefficient. The adjustment amount of the distance between the shock absorbers = the current distance between the shock absorbers × the second calculation coefficient.

[0075] It can be understood that the first standard value mentioned above is the average value or minimum value of the angle difference of each shock absorption rising section in the corresponding single mechanical operation process, which is used to evaluate the shock absorption effect, and the second standard value is the average value or maximum value of the angle difference of each shock absorption rising section in the corresponding single mechanical operation process, which will not be repeated here. The distance between the shock absorbers includes the distance between the front and rear shock absorbers of the vehicle body and the distance between the left and right shock absorbers of the vehicle body. The adjusted shock absorbers are determined according to the moving direction of the mechanical arm in the single mechanical operation process. For example, if the single mechanical operation process of the engineering machinery is forward and backward movement, the distance between the shock absorbers adjusted at this time is the distance between the front and rear shock absorbers of the vehicle body. If the single mechanical operation process of the engineering machinery is left and right movement, the distance between the shock absorbers adjusted at this time is the distance between the left and right shock absorbers of the vehicle body. If the single mechanical operation process of the engineering machinery includes both left and right movement and forward and backward movement, the distance between the shock absorbers adjusted at this time also corresponds to the distance between the left and right shock absorbers of the vehicle body and the distance between the front and rear shock absorbers of the vehicle body. They can be calculated separately, which will not be repeated here.

[0076] In another specific embodiment, a widened suspension for a wheeled engineering machinery for rapidly excavating a guide groove of a ground-connected wall further comprises:

[0077] An active update unit is connected to the vehicle body acquisition unit, and is used to determine the update of the shock absorption model and the dynamic torque model according to the change of the force state, determine the initial distance between the front and rear / left and right shock absorbers according to the maximum load force of the vehicle body, and determine the initial damping coefficient of the shock absorber according to the maximum load distance and load of the vehicle body.

[0078] It is understandable that the stress state of the tire moving component includes vibration frequency, bounce displacement and suspension tilt angle.

[0079] Specifically, the active updating unit determines the update of the damping model and the dynamic torque model according to whether the change of the force state meets the preset update condition, wherein the preset update condition includes:

[0080] At least one of the vibration frequency, the bounce displacement, and the suspension tilt angle exceeds a corresponding preset threshold.

[0081] In a preferred implementation, if the vibration frequency of the vehicle body moving component (wheel group) exceeds 120% to 130% of the historical average vibration frequency, or the vibration displacement of any wheel axle in the vehicle body moving component (wheel group) exceeds 110% to 120% of the historical average vibration displacement, or the suspension inclination angle (in either direction) exceeds 120% to 130% of the corresponding historical average value of the suspension inclination angle, the active update unit re-acquires and analyzes the shock absorption model and the dynamic torque model to ensure that the vehicle body state is consistent with the suspension state.

[0082] Specifically, the active updating unit determines the initial distance between the front and rear / left and right shock absorbers according to the maximum load force of the vehicle body and the preset torque of a single mechanical operation;

[0083] The active updating unit determines a limit buffer torque according to a maximum load distance and a load weight of the vehicle body, and determines an initial damping coefficient of the shock absorber according to the limit buffer torque.

[0084] Specifically, during a single mechanical operation, the product of the maximum load force of the vehicle body and the maximum eccentric distance of the mechanical arm during a single mechanical operation (decomposed in the front and rear or left and right directions of the vehicle body) is the first set value, and the product of the maximum load force of the vehicle body and 0.7 times the initial distance is the first calibration value. The first set value is compared with the first calibration value, and the ratio of the first set value to the first calibration value is equal to the calibration threshold (taken as 0.85), which is used to calculate the initial distance between the front and rear / left and right shock absorbers.

[0085] The limit buffer moment = the maximum load distance of the vehicle body × the load weight of the vehicle body (excluding the weight of the vehicle body). At this time, the maximum load distance of the vehicle body is the longest extension distance of the mechanical arm from the center of gravity of the vehicle body. According to the limit buffer moment setting corresponding to the initial damping coefficient, it can be understood that the limit buffer moment is proportional to the initial damping coefficient. The higher the initial damping coefficient, the better the buffering effect of the suspension. The greater the limit buffer moment, the larger the initial damping coefficient that needs to be set to play a buffering role. Preferably, the initial damping coefficient should be set between 1000 and 1300.

[0086] In implementation, by obtaining the shock absorption descent section in advance at the beginning of a single mechanical operation process of the corresponding engineering machinery, corresponding suspension adjustments (adjustment of shock absorber working parameters) can be performed at the beginning of a single mechanical operation or before the beginning of the shock absorption descent section, so that the buffering effect of the suspension can better serve the corresponding operation scenario and achieve better buffering and shock absorption effect.

[0087] So far, the technical solutions of the present invention have been described in conjunction with the preferred embodiments shown in the accompanying drawings. However, it is easy for those skilled in the art to understand that the protection scope of the present invention is obviously not limited to these specific embodiments. Without departing from the principle of the present invention, those skilled in the art can make equivalent changes or substitutions to the relevant technical features, and the technical solutions after these changes or substitutions will fall within the protection scope of the present invention.

Claims

1. A widened suspension for wheeled engineering machinery for rapidly excavating a guide groove of a ground-connected wall, characterized in that: include: The suspension assembly is connected to the frame of the engineering machinery to carry the body of the engineering machinery, transmit force between the body and the body moving assembly, and buffer the impact force transmitted from the body moving assembly to the body. The suspension assembly includes an elastic element, a guide mechanism and a shock absorber; A suspension adjustment module, which is connected to the elastic element and the shock absorber of the suspension assembly respectively, and is used to adjust the spring compression of the elastic element and control the working parameters of the shock absorber, wherein the working parameters include the damping coefficient, the stroke height and the distance between the shock absorbers of the shock absorber; A suspension adjuster, connected to the suspension adjustment module, comprising: A vehicle body acquisition unit, which is arranged at the lower part of the vehicle frame and is used to collect the center of gravity data, inertia data and vehicle body tilt angle of the vehicle body; A suspension acquisition unit, which is arranged at the connection position between the guide mechanism and the vehicle body moving component, and is used to obtain the stress state of the vehicle body moving component, wherein the stress state includes vibration frequency, jumping displacement and suspension tilt angle; an elastic analysis unit, which is connected to the suspension acquisition unit and the suspension assembly, respectively, and is used to establish a dynamic torque model of the mechanical operation of the vehicle body and the vehicle body torque according to the center of gravity data, the inertia data and the vehicle body tilt angle of the vehicle body during the mechanical operation of the engineering machinery, and to establish a shock absorption model of the mechanical operation and shock absorption effect according to the difference between the suspension tilt angle and the vehicle body tilt angle during the mechanical process; An active adjustment unit is connected to the elastic analysis unit, and is used to analyze the follow-up correlation between the dynamic torque model and the shock absorption model, determine the shock absorption follower segment of the shock absorber according to the shock absorption model, and determine the adjustment of the working parameters of the shock absorber according to the dynamic torque model parameters corresponding to the shock absorption follower segment, so that the suspension adjustment module performs the corresponding adjustment of the shock absorber working parameters in the corresponding time period.

2. The widened suspension for wheeled engineering machinery for rapidly excavating the guide groove of the ground-connected wall according to claim 1 is characterized in that: Also includes: An active update unit is connected to the vehicle body acquisition unit, and is used to determine the update of the shock absorption model and the dynamic torque model according to the change of the force state, determine the initial distance between the front and rear / left and right shock absorbers according to the maximum load force of the vehicle body, and determine the initial damping coefficient of the shock absorber according to the maximum load distance and load of the vehicle body.

3. The widened suspension for wheeled engineering machinery for rapidly excavating the guide groove of the ground connecting wall according to claim 2 is characterized in that: The suspension adjustment module includes a distance adjustment component for adjusting the distance between shock absorbers, wherein the distance adjustment component includes a force bearing seat, a slider arranged at the lower part of the force bearing seat and a distance adjustment guide rail cooperating with the slider, and the distance adjustment guide rail is arranged on the suspension arm.

4. The widened suspension for wheeled engineering machinery for rapidly excavating the guide groove of the ground-connected wall according to claim 3 is characterized in that: The elastic analysis unit takes the horizontal center of gravity of the vehicle body as the origin, and calculates the vehicle body torque according to the center of gravity data, the inertia data and the vehicle body tilt angle collected in time series during a single mechanical operation to form the dynamic torque model.

5. The widened suspension for wheeled engineering machinery for rapidly excavating the guide groove of the ground connecting wall according to claim 4 is characterized in that: The elastic analysis unit calculates an angle difference according to the suspension tilt angle and the vehicle body tilt angle collected in time series during a single mechanical operation, and determines the shock absorption model of the angle difference and the mechanical operation during a single mechanical operation according to the angle difference; The angle difference is the difference obtained by subtracting the vehicle body inclination angle from the suspension inclination angle.

6. The widened suspension for wheeled engineering machinery for rapidly excavating the guide groove of the ground connecting wall according to claim 5 is characterized in that: The active adjustment unit performs covariance calculation on the dynamic torque model corresponding to a single mechanical operation process and the damping model to determine the follow-up correlation, and records the mechanical operation process segment with a covariance greater than a preset value as an observation set of the damping follow-up segment.

7. The widened suspension for wheeled engineering machinery for rapidly excavating the guide groove of the ground connecting wall according to claim 6 is characterized in that: The active adjustment unit determines a shock absorption rising section and a shock absorption falling section according to a shock absorption trend of the shock absorption model in the observation set; The damping trend is determined according to a changing trend of the angle difference.

8. The widened suspension for wheeled engineering machinery for rapidly excavating the guide groove of the ground connecting wall according to claim 7 is characterized in that: The active adjustment unit determines the adjustment amount of the shock absorber stroke height / damping coefficient according to the time proportion of the shock absorption drop section in a single mechanical operation process and the minimum angle difference of the shock absorption drop section; The active adjustment unit determines the adjustment amount of the distance between the shock absorbers according to the proportion of time when the angle difference of the shock absorbing descent section is less than the set angle difference during a single mechanical operation.

9. The widened suspension for wheeled engineering machinery for rapidly excavating the guide groove of the ground connecting wall according to claim 8 is characterized in that: The active updating unit determines to update the damping model and the dynamic moment model according to whether the change of the force state meets the preset updating condition, wherein the preset updating condition includes: At least one of the vibration frequency, the bounce displacement, and the suspension tilt angle exceeds a corresponding preset threshold.

10. The widened suspension for wheeled engineering machinery for rapidly excavating the guide groove of the ground connecting wall according to claim 9, characterized in that: The active updating unit determines the initial distance between the front and rear / left and right shock absorbers according to the maximum load force of the vehicle body and the preset torque of a single mechanical operation; The active updating unit determines a limit buffer torque according to a maximum load distance and a load weight of the vehicle body, and determines an initial damping coefficient of the shock absorber according to the limit buffer torque.

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