Mechanical adjustable suspension suitable for heavy truck and using method of mechanical adjustable suspension

Abstract

The invention relates to the technical field of vehicle suspension systems, in particular to a mechanical adjustable suspension suitable for a heavy truck and a using method thereof.The mechanical adjustable suspension suitable for the heavy truck comprises a main spring assembly, a connecting plate, a connecting base, a lower tray and a lifting mechanism; the main spring assembly is used for providing basic supporting and buffering for a truck body and fixedly installed between the connecting plate and the lower tray, the connecting plate is fixedly connected with a truck frame, and the connecting base is fixedly connected with an axle. The lifting mechanism is used for adjusting the distance between the lower tray and the axle. The distance between the lower tray and the axle is adjusted through the lifting mechanism, so that the height of the suspension is adjusted, the lifting mechanism does not depend on an air source, and the lifting mechanism is of a mechanical structure, so that the leakage hidden danger of an air bag does not exist, the fault rate and the maintenance cost are reduced, and the suspension is suitable for heavy-load and impact-resistant environments.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle suspension systems, in particular to a mechanical adjustable suspension suitable for heavy trucks and a use method thereof. BACKGROUND

[0002] Currently, heavy trucks generally use steel plate springs or air suspension systems. For example, a Chinese invention patent with application number CN202510157680.6 discloses an air suspension system and a heavy truck, which connects the two ends of the equalizing beam with the middle axle and the rear axle of the vehicle respectively, ensuring that the load of the middle axle and the rear axle remains equal during suspension movement. For another example, a Chinese invention patent with application number CN202211366440.X discloses a front air suspension for heavy trucks, which uses a mechanical transducer assembly and a support stress assembly structure inside the fixed seat rubber air bag, vertically supports the top surface load bearing part of the fixed seat rubber air bag through the cooperation of the mechanical transducer assembly and the support stress assembly, and effectively reduces the tilting movement of the top surface load bearing part. For another example, a Chinese invention patent with application number CN201510020313.8 discloses a heavy truck lifting air suspension system, which connects the air lifting spring with the lifting axle by using a positioning bracket, fixes the top of the air lifting spring on the vehicle frame longitudinal beam, and realizes the lifting of the suspension by inflating the air lifting spring.

[0003] However, the above-mentioned heavy truck air suspension relies on air source and control system, and the air bag has the risk of leakage, which has the problem of high maintenance cost. SUMMARY

[0004] Therefore, in order to solve the problem of high maintenance cost of the existing heavy truck air suspension, the present application provides a mechanical adjustable suspension suitable for heavy trucks and a use method thereof, and the specific technical solutions are as follows:

[0005] A mechanical adjustable suspension suitable for heavy trucks, comprising a main spring assembly, a connecting plate, a connecting seat and a lower tray, the main spring assembly is used to provide basic support and cushioning for the vehicle body and is fixedly installed between the connecting plate and the lower tray, the connecting plate is fixedly connected with the vehicle frame, and the connecting seat is fixedly connected with the axle; the mechanical adjustable suspension suitable for heavy trucks further comprises a lifting mechanism installed between the lower tray and the connecting seat, and the lifting mechanism is used to adjust the distance between the lower tray and the axle.

[0006] The mechanical adjustable suspension suitable for heavy trucks adjusts the distance between the lower tray and the axle through the lifting mechanism, thereby adjusting the height of the suspension. Since it does not rely on air source and the lifting mechanism is all mechanical structure, there is no risk of air bag leakage, the failure rate and maintenance cost are reduced, and it is suitable for heavy load and impact-resistant environment.

[0007] Preferably, the lifting mechanism comprises a screw lifting rod, a shell sleeve and a worm, the shell sleeve covers and is threadedly connected with the screw lifting rod, the shell sleeve is fixedly installed on the connecting seat, the screw lifting rod is perpendicularly connected with the lower tray at one end.

[0008] Preferably, the mechanical adjustable suspension further comprises a control module and a driving mechanism, the driving mechanism is drivingly connected with the worm, and the control module is signal-connected with the driving mechanism and is used for controlling the driving mechanism to act according to an actual working condition, so as to adjust the height of the suspension to match the actual working condition.

[0009] Preferably, the control module obtains an actual working condition according to a real-time driving state, a load state and a road surface state, obtains a suspension target height according to the actual working condition, controls the driving mechanism to act according to the suspension target height, and adjusts the height of the suspension.

[0010] Preferably, the real-time driving state comprises speed, steering and slope, the load state comprises load, and the road surface state comprises bumping degree and navigation pre-judgment road condition.

[0011] A use method of a mechanical adjustable suspension suitable for a heavy truck comprises the following steps.

[0012] A main spring assembly, a connecting plate, a connecting seat and a lower tray are provided, the connecting plate is fixedly installed at the bottom of a vehicle frame, the connecting seat is fixedly installed on an axle, and the main spring assembly is fixedly installed between the connecting plate and the lower tray.

[0013] A lifting mechanism is provided, the lifting mechanism is installed between the lower tray and the connecting seat, and the distance between the lower tray and the axle is adjusted by the lifting mechanism.

[0014] Preferably, the specific method of installing the lifting mechanism between the lower tray and the connecting seat comprises:

[0015] The shell sleeve covers the screw lifting rod and is threadedly connected with the screw lifting rod;

[0016] The shell sleeve is fixedly installed on the connecting seat, and the screw lifting rod is perpendicularly connected with the lower tray at one end.

[0017] The worm is drivingly connected with the screw lifting rod, and the screw lifting rod is driven to move along the axial direction by driving the worm to rotate.

[0018] The lifting mechanism comprises a screw lifting rod, a shell sleeve and a worm.

[0019] Preferably, the method for using the mechanical adjustable suspension further comprises the following steps:

[0020] The worm is driven to rotate by the driving mechanism, and the distance between the lower tray and the axle is adjusted.

[0021] The actual working condition is obtained, the suspension target height is obtained according to the actual working condition, and the driving mechanism is controlled to act according to the suspension target height, so as to adjust the height of the suspension to match the actual working condition.

[0022] Preferably, the specific method for obtaining the actual working condition and the suspension target height according to the actual working condition comprises the following steps:

[0023] The real-time driving state, the load state and the road surface state are obtained.

[0024] The actual working condition is obtained according to the real-time driving state, the load state and the road surface state.

[0025] The suspension target height is obtained according to the weighted value of the actual working condition parameter.

[0026] The weight coefficient of the actual working condition parameter comprises a road condition weight.

[0027] Preferably, the method for obtaining the road condition weight comprises the following steps:

[0028] The curvature radius of the front road section, the road surface adhesion coefficient estimate value, the unevenness index, the navigation label, the traffic density and the historical jolt frequency are obtained.

[0029] The curvature radius of the front road section, the road surface adhesion coefficient estimate value, the unevenness index, the navigation label, the traffic density and the historical jolt frequency are obtained. BRIEF DESCRIPTION OF DRAWINGS

[0030] The present application can be further understood from the following description in conjunction with the accompanying drawings. The components in the drawings are not necessarily drawn to scale, but emphasis is placed on showing the principles of the embodiments. In different views, the same reference numerals designate corresponding parts.

[0031] Figure 1 is a schematic diagram of the overall structure of a mechanical adjustable suspension suitable for heavy trucks in an embodiment of the present application;

[0032] Figure 2 is a schematic diagram of the lifting mechanism in an embodiment of the present application;

[0033] Figure 3is a suspension height two-position switching schematic diagram in an embodiment of the present application;

[0034] Figure 4 is an actual installation structure schematic diagram of the suspension at the axle in an embodiment of the present application;

[0035] Figure 5 is an overall flow schematic diagram of a mechanical adjustable suspension use method suitable for heavy trucks in an embodiment of the present application;

[0036] Figure 6 is an overall flow schematic diagram of a mechanical adjustable suspension use method suitable for heavy trucks in another embodiment of the present application;

[0037] Figure 7 is a flow schematic diagram of a specific method for obtaining an actual working condition in an embodiment of the present application;

[0038] Figure 8 is a flow schematic diagram of a specific method for obtaining a road condition weight in an embodiment of the present application.

[0039] BRIEF DESCRIPTION OF DRAWINGS

[0040] 1, main spring assembly; 2, connecting plate; 3, connecting seat; 4, lower tray; 5, lifting mechanism; 6, rear axle swing arm; 50, screw lifting rod; 51, shell sleeve; 52, worm. DETAILED DESCRIPTION

[0041] In order to make the purpose, technical scheme and advantages of the present application more clear and understandable, the present application will be further described in detail below in combination with its embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and do not limit the protection scope of the present application.

[0042] It should be noted that when an element is referred to as being "fixed" to another element, it can be directly on the other element or there can be an intervening element. When an element is referred to as being "connected" to another element, it can be directly connected to the other element or intervening elements can be present. The terms "vertical", "horizontal", "left", "right" and similar expressions used herein are for illustrative purposes only and are not intended to be limiting.

[0043] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used in the description of the application herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. As used herein, the term "and / or" includes any and all combinations of one or more of the associated listed items.

[0044] The "first" and "second" in the present invention do not represent specific quantities and orders, but are only used to distinguish names.

[0045] Heavy trucks currently use leaf springs or air suspension systems. While air suspension offers the advantage of adjustable vehicle height, it also has the following drawbacks: 1. It relies on an air pump and control system, increasing the risk of failure; 2. Airbags can leak, leading to high maintenance costs; 3. It costs significantly more than traditional mechanical suspension; and 4. It is less adaptable to extreme environments.

[0046] Therefore, there is an urgent need for a mechanically adjustable suspension system that is independent of air sources, easy to maintain, and has a reliable structure to meet the requirements of different road conditions.

[0047] In order to solve the problem of high maintenance cost of existing heavy truck air suspension, the present invention provides a mechanical adjustable suspension suitable for heavy trucks and a method of using the same.

[0048] like Figure 1 As shown, a mechanically adjustable suspension suitable for heavy trucks in one embodiment of the present invention includes a main spring assembly 1, a connecting plate 2, a connecting seat 3 and a lower tray 4. The main spring assembly 1 is used to provide basic support and buffering for the vehicle body and is fixedly installed between the connecting plate 2 and the lower tray 4. The connecting plate 2 is fixedly connected to the frame, and the connecting seat 3 is fixedly connected to the axle.

[0049] The main spring assembly 1, which utilizes a coil spring or reinforced leaf spring, absorbs road impact forces. The connecting plate 2 supports the vehicle body and serves as the upper interface between the main spring assembly 1 and the lifting mechanism 5. The lower tray 4 supports the bottom of the main spring assembly 1 and transmits force to the lifting mechanism 5.

[0050] The mechanically adjustable suspension suitable for heavy trucks further includes a lifting mechanism 5 , which is installed between the lower tray 4 and the connecting seat 3 , and is used to adjust the distance between the lower tray 4 and the axle.

[0051] The lifting mechanism 5 utilizes a worm gear 52 or a "jack-like" screw lifting system to adjust the suspension height. The lifting mechanism 5 can be operated manually, by a motor, or with hydraulic assistance. The mechanically adjustable suspension for heavy trucks also features a limiter and a gear lock mechanism to prevent misadjustment or shifting during driving.

[0052] like Figure 3As shown, the mechanical adjustable suspension includes two gears. Gear one (high gear): the suspension is raised, the vertical distance between the vehicle body and the ground is increased, suitable for complex, potholed or off-road roads, improve the passability; Gear two (low gear): the suspension and the vehicle body are lowered, the vehicle body is close to the ground, the center of gravity is lower, suitable for highways, reduce wind resistance, improve stability and fuel efficiency.

[0053] The lifting mechanism 5 has a self-locking design to prevent load sliding. The rotation information and / or suspension height data of the lifting mechanism 5 can be collected in real time, and the suspension height state can be displayed in real time.

[0054] As shown in Figure 1 and Figure 2 The lifting mechanism 5 includes a screw lifting rod 50, an outer shell sleeve 51, and a worm 52. The outer shell sleeve 51 covers the screw lifting rod 50 and is threadedly connected with the screw lifting rod 50. The outer shell sleeve 51 is fixedly installed on the connecting seat 3. The screw lifting rod 50 is perpendicular to the lower tray 4 and is rotationally connected with the lower tray 4 at one end. The worm 52 is drivingly connected with the screw lifting rod 50 and is used to drive the screw lifting rod 50 to move along the axial direction by rotation.

[0055] The screw lifting rod 50 is responsible for adjusting the distance between the lower tray 4 and the axle, and realizing the lifting of the suspension height. The outer shell sleeve 51 is used to keep the movement of the lifting rod stable and guided. The connecting seat 3 is used to finally transmit the spring force of the main spring assembly 1 to the wheel. The worm 52 drives the screw lifting rod 50 to rotate and move up and down by rotation. The screw lifting rod 50 can be selected as a lead screw. The worm 52 can be rotationally installed on the axle by a bearing.

[0056] The lifting mechanism 5 converts the horizontal rotation force into the longitudinal lifting of the screw lifting rod 50, has a self-locking function, can prevent the lead screw from rotating under heavy load conditions, has a compact structure, and is reliable in control, and is a core component for realizing gear switching. In general, the lifting mechanism 5 drives the spring base (i.e. the connecting plate 2) to move up and down through the screw lifting rod 50, and then adjusts the height of the entire suspension, which is conducive to adapting to different road conditions.

[0057] In summary, the mechanical adjustable suspension suitable for heavy trucks adjusts the distance between the lower tray 4 and the axle through the lifting mechanism 5, thereby adjusting the height of the suspension. Since the lifting mechanism 5 is all mechanical structure and does not depend on air source, there is no risk of air bag leakage, reducing the failure rate and maintenance cost, and being suitable for heavy load and impact-resistant environment. In addition, the mechanical adjustable suspension suitable for heavy trucks can also achieve: 1. Easy to operate: manual or electric lifting mode, suitable for different vehicle models; 2. Strong adaptability: double gears can cope with various working conditions, improving the passability and economy of the whole vehicle; 3. Low maintenance cost: compared with air suspension system, the maintenance period is longer and the cost is lower.

[0058] As shown in Figure 4 The mechanical suspension system of the present application is installed on the axle, and the main spring assembly 1 adopts a spiral spring. One end of the spiral spring is fixedly connected to the frame through the connecting plate 2, and the other end is fixed to the rear axle swing arm 6 through the lifting mechanism 5, which can effectively realize the height adjustment function.

[0059] As a preferred technical solution, the mechanical adjustable suspension further comprises a control module and a driving mechanism, the driving mechanism is in transmission connection with the worm 52, and the control module is in signal connection with the driving mechanism and is used to control the driving mechanism to act according to the actual working condition, so as to adjust the height of the suspension to match the actual working condition.

[0060] The control module can be the central control system of the heavy truck, which obtains the actual working condition according to the real-time driving state, load state and road surface state, obtains the suspension target height according to the actual working condition, controls the driving mechanism to act according to the suspension target height, and adjusts the height of the suspension. The real-time driving state includes but is not limited to speed, steering and slope, the load state includes but is not limited to load, and the road surface state includes but is not limited to bumping degree and navigation prediction road condition.

[0061] Specifically, the speed information is the vehicle speed, which is obtained through the vehicle speed sensor, the steering information can be the steering wheel angle, which is obtained through the steering sensor and can be distinguished as left and right through positive and negative. The slope is the longitudinal slope, which is obtained through the inclination sensor, and the slope is positive when going uphill and negative when going downhill. The load is the spring load, which is obtained through the pressure sensor arranged between the lower tray 4 and the spiral spring, the bumping degree is obtained by analyzing and calculating the vertical vibration frequency of the vehicle body based on the acceleration sensor, and the navigation prediction road condition can be mapped from 0 to 1 by fusing multi-dimensional feature information such as road curvature radius, road adhesion coefficient and traffic density.

[0062] Exemplarily, the actual working conditions include specific scene working conditions such as empty load, heavy load, off-road, high speed, flat road, climbing, bumping, downhill and the like. For the calculation of the target height of the suspension, the suspension height correction values corresponding to different specific scene working conditions and the weight coefficients can be calibrated first, and then the target height of the suspension can be obtained based on the weighted sum or weighted average of the suspension height correction values corresponding to the plurality of specific scene working conditions.

[0063] Further, the weighted sum or weighted average of the suspension height correction values corresponding to the plurality of specific scene working conditions can also be used as a suspension base height value, and the weighted values or weighted average values of the multi-dimensional working condition parameters (such as vehicle speed, slope, steering, load and the like) involved in the specific real-time driving state, load state and road surface state are combined to obtain the final target height of the suspension.

[0064] In this way, by fusing the multi-dimensional working condition parameters and combining the speed, load, bumping degree, steering, slope, navigation prediction and the like to obtain the final target height of the suspension, the limitation of two-position adjustment can be broken through, the stepless continuous adjustment of the suspension height can be realized, the precision of the suspension height adjustment can be improved, and the passability, stability and energy efficiency of the vehicle can be improved.

[0065] As shown in Figure 5 An embodiment of the present application also provides a use method of the mechanical adjustable suspension suitable for heavy trucks, which comprises the following steps:

[0066] S1, providing a main spring assembly, a connecting plate, a connecting seat and a lower tray, fixing and installing the connecting plate at the bottom of the vehicle frame, fixing and installing the connecting seat on the axle, and fixing and installing the main spring assembly between the connecting plate and the lower tray.

[0067] S2, providing a lifting mechanism, installing the lifting mechanism between the lower tray and the connecting seat, and adjusting the distance between the lower tray and the axle through the lifting mechanism.

[0068] Specifically, the specific method of installing the lifting mechanism between the lower tray and the connecting seat comprises the following steps: first, covering the outer sleeve sleeve on the screw lifting rod and threadedly connecting the outer sleeve sleeve with the screw lifting rod, then fixing and installing the outer sleeve sleeve on the connecting seat, making the screw lifting rod perpendicular to the lower tray and rotationally connected with one end of the lower tray, and finally making the worm gear transmissionally connected with the screw lifting rod and driving the screw lifting rod to move along the axial direction by driving the worm gear to rotate.

[0069] The lifting mechanism comprises a screw lifting rod, an outer sleeve sleeve and a worm gear. The main spring assembly includes but is not limited to a spiral spring and a reinforced steel plate spring.

[0070] As a preferred technical solution, as shown in Figure 6As shown, the mechanical adjustable suspension method further comprises the following steps:

[0071] S3, driving the worm to rotate through a driving mechanism to adjust the distance between the lower tray and the axle. The driving mechanism includes but is not limited to a driving motor. The output shaft of the driving motor is fixedly connected with one end of the worm, and driving the worm to rotate makes the bolt lifting rod move up and down along the length direction, thereby adjusting the height of the suspension.

[0072] S4, obtaining the actual working condition, obtaining the suspension target height according to the actual working condition, and controlling the driving mechanism to act according to the suspension target height to adjust the height of the suspension to match the actual working condition.

[0073] As shown Figure 7 , the specific method for obtaining the actual working condition and obtaining the suspension target height according to the actual working condition comprises the following steps:

[0074] S41, obtaining the real-time driving state, the load state and the road surface state. The real-time driving state includes speed, steering and slope, the load state includes load, and the road surface state includes jolt degree and navigation predicted road condition.

[0075] S42, obtaining the actual working condition according to the real-time driving state, the load state and the road surface state.

[0076] S43, obtaining the suspension target height according to the weighted value of the actual working condition parameters; wherein the weight coefficient of the actual working condition parameters includes the road condition weight, and the actual working condition is a multi-dimensional working condition, including specific scene working conditions such as empty load, heavy load, off-road, high speed, flat road, climbing, jolt and downhill.

[0077] Exemplarily, the suspension target height model is constructed by the basic height + multi-condition correction term to realize "high speed resistance reduction, off-road increase, steering resistance reduction, heavy load compensation, jolt self-adaptation". Assuming that the basic height is H0, the suspension target height is H target , the suspension target height model can be represented as H target = H0+ ΔH v + ΔH W + ΔH f + ΔH θ + ΔH i + ΔH pred .

[0078] The basic height is the standard suspension height under empty load, flat road and medium speed (such as 60km / h), which is a calibration value, such as 200mm. ΔH vis the speed correction value, which is used to reduce the wind resistance at high speed and increase the passability at low speed / off-road. Here, the high speed can be defined as the vehicle speed v greater than a high speed threshold v1, such as 80 km / h, the low speed / off-road can be defined as the vehicle speed less than a low speed threshold v2, such as 30 km / h, and ΔH v = k v ·(v1-v)·u(v-v1)+k' v ·(v2-v)·u(v2-v). u(x) is a step function, which is 1 when x is greater than zero and 0 otherwise, k v , k' v represents the speed adjustment coefficient of calibration, which is generally set between 0.5-1 mm / (km / h).

[0079] ΔH W is the load correction value, which compensates for the spring compression amount and maintains the vehicle body posture when the load W exceeds the unloaded threshold W0. ΔH W = k W ·(W-W0)·u(W-W0), k W represents the load coefficient, which is about 0.1 mm / N and is negatively related to the spring stiffness. ΔH f is the jounce correction value, which increases the suspension height to avoid obstacles when the vibration frequency f exceeds the flat road threshold f0, such as 2 Hz. ΔH f = k f ·(f-f0)·u(f-f0), k f represents the jounce coefficient, which is about 5 mm / Hz and is positively related to the road roughness. ΔH θ is the steering correction value, which reduces the roll by "raising the outside / lowering the inside" of the suspension height when steering, so as to differentially adjust the left and right suspensions. The left suspension height correction value The right suspension height correction value k θ is the steering coefficient, which is about 0.2 mm / (°) and is positively related to the vehicle center of gravity height, and θ is the steering angle, positive for left steering and negative for right steering.

[0080] ΔH i represents the slope correction value, and the front suspension is raised on an uphill (to increase the driving wheel grip) and lowered on a downhill (to prevent diving). ΔH i = k i ·i, k i , i respectively represent the slope value and the slope coefficient, which is about 10 mm / % and is negatively related to the slope length. ΔH pred is the navigation pre-judgment road condition correction value, ΔH pred = k pred ·P, k pred is the pre-judgment coefficient, which is about 50 mm (off-road) / -30 mm (high speed), and P is the road condition weight.

[0081] The suspension target height is determined by the screw lift rod displacement and the spring compression amount, so the dynamic spring compression amount needs to be compensated. The spring compression amount can be calculated based on the vehicle body vertical acceleration a z . Therefore, the displacement of the screw lift rod needs to be compensated by the spring compression amount , where H current represents the current height of the suspension, m represents the sprung mass, kg is the unit, k spring represents the screw spring stiffness, N / mm is the unit, and k is the design value. is the additional spring compression amount under dynamic jolt, and the screw lift rod needs to be compensated synchronously to maintain the target height.

[0082] Based on the set suspension height automatic or manual adjustment mode, if it is a manual adjustment mode, the user drives the worm to rotate by manually rotating the handle, and then drives the screw lift rod to rotate, to adjust the actual height of the suspension. If it is an automatic adjustment mode, based on the suspension target height and the current height of the suspension, the worm is driven to rotate by controlling the motor, and the rotation of the worm is converted into the longitudinal displacement AL of the screw rod (screw lift rod).

[0083] In this embodiment, by constructing a suspension target height model, the present application not only breaks through the traditional two-gear mechanical limit, but also realizes continuous adaptation in all working conditions and stepless continuous adjustment of the suspension height. For the first time, the present application introduces "vertical acceleration-spring dynamic compression" into the adjustment of the lift rod, and can dynamically compensate the spring compression amount, solving the problem of "height control lag" on the jolt road. In general, this embodiment realizes the leap from "extensive gear" to "precise stepless" of the suspension height, significantly improving the passability, stability and energy efficiency of the vehicle.

[0084] As a preferred technical solution, as shown in Figure 8 , the method for obtaining the road condition weight comprises the following steps:

[0085] S5, obtaining the curvature radius R, the road adhesion coefficient estimate value μ, the unevenness index σ, the navigation label T, the traffic density p and the historical jolt frequency f hist of the front road section.

[0086] The road adhesion coefficient estimate value is between 0.1 and 0.9, which distinguishes between wet and dry road surfaces. The unevenness index reflects the jolt degree. The navigation label is a discrete value, which can be calibrated according to experience, such as highway = 1, unpaved road = 2, and curve = 3. The historical jolt frequency can be obtained based on the vehicle-mounted sensor or the vehicle-mounted central control system, and the traffic density can be obtained through the Internet of Vehicles technology. It should be noted that parameters such as the curvature radius, the unevenness index, the traffic density, the navigation label and the road adhesion coefficient estimate value can be obtained in combination with the Internet of Vehicles technology and the navigation map.

[0087] S6, the curvature radius, road adhesion coefficient estimate, unevenness index, navigation label, traffic density and historical jolt frequency of the acquired front road section are cooperated with fuzzy neural network and genetic algorithm (GA) to realize nonlinear mapping of road condition weight.

[0088] Specifically, the road condition weight wherein, X = [R, i, μ, σ, T, f hist , ρ], φ k represents fuzzy base function (such as Gaussian function), w k is weight coefficient. Exemplarily, for fuzzy base function, the fuzzy rule base includes: IF {T = unpaved road AND σ > 100 mm} THEN φ k (X) = 0.9, IF {R < 50 m AND i > 8%} THEN φ k (X) = 0.7.

[0089] The PSO algorithm is introduced to fine-tune the weight system w k in real time to adapt to sudden road conditions (such as temporary construction).

[0090] To solve the problem of road condition mutation within the prediction time window (5-10 seconds), a time decay factor is introduced to obtain the final road condition weight P' = P·e -λ·Δt . λ is a preset decay coefficient, which can be set and adjusted according to actual conditions, such as λ = 0.1 for expressway and λ = 0.3 for urban area. Δt represents the prediction time window, which is the difference between the current time and the prediction time.

[0091] Exemplarily, the following table is the mapping value of road condition weight in typical scenarios.

[0092]

[0093] In this embodiment, the road condition weight is obtained by multi-modal feature fusion, which first unifies the geometric-physical-semantic features and surpasses the traditional single parameter mapping; the rule base is generated, which can solve the problem of poor generalization of fixed rules, and the time decay factor is introduced to improve the accuracy of the final road condition weight prediction.

[0094] The technical features of the above-described embodiments can be combined arbitrarily, and to make the description concise, not all possible combinations of the technical features in the above-described embodiments are described, however, as long as the combinations of the technical features do not exist contradictory, they should be considered as the scope of the present disclosure.

[0095] The above embodiments only express several implementation manners of the present application, and the description is more specific and detailed, but it should not be understood as a limitation on the scope of the patent. It should be noted that for ordinary skilled persons in the art, without departing from the concept of the present application, several modifications and improvements can be made, which are within the scope of protection of the present application. Therefore, the protection scope of the patent of the present application should be subject to the appended claims.

Claims

1. A mechanically adjustable suspension for heavy trucks, comprising a main spring assembly, a connecting plate, a connecting seat, and a lower tray. The main spring assembly is used to provide basic support and cushioning for the vehicle body and is fixedly mounted between the connecting plate and the lower tray. The connecting plate is fixedly connected to the vehicle frame, and the connecting seat is fixedly connected to the axle. The mechanically adjustable suspension suitable for heavy trucks further includes a lifting mechanism, which is installed between the lower tray and the connecting seat, and is used to adjust the distance between the lower tray and the axle.

2. A mechanically adjustable suspension suitable for heavy trucks as claimed in claim 1, characterized in that: The lifting mechanism includes a spiral lifting rod, an outer shell sleeve and a worm. The outer shell sleeve covers the spiral lifting rod and is threadedly connected to the spiral lifting rod. The outer shell sleeve is fixedly installed on the connecting seat. The spiral lifting rod is perpendicular to the lower tray and one end is rotatably connected to the lower tray. The worm is transmission-connected to the spiral lifting rod and is used to drive the spiral lifting rod to move along the axial direction by rotation.

3. The mechanically adjustable suspension for heavy trucks according to claim 2, characterized in that: The mechanically adjustable suspension also includes a control module and a drive mechanism, the drive mechanism is connected to the worm gear transmission, the control module is connected to the drive mechanism signal and is used to control the drive mechanism action according to actual working conditions, and adjust the height of the suspension to match the actual working conditions.

4. The mechanically adjustable suspension for heavy trucks according to claim 3, characterized in that: The control module obtains actual working conditions according to real-time driving status, load status and road surface status, obtains suspension target height according to the actual working conditions, controls the action of the driving mechanism according to the suspension target height, and adjusts the height of the suspension.

5. The mechanically adjustable suspension for heavy trucks according to claim 4, characterized in that: The real-time driving status includes speed, steering and slope, the load status includes load, and the road surface status includes bumpiness and navigation-predicted road conditions.

6. A method for using a mechanically adjustable suspension for a heavy truck, characterized in that: The method for using the mechanical adjustable suspension comprises the following steps: Provide a main spring assembly, a connecting plate, a connecting seat, and a lower tray, fix the connecting plate to the bottom of the frame, fix the connecting seat to the axle, and fix the main spring assembly between the connecting plate and the lower tray; A lifting mechanism is provided and installed between the lower tray and the connecting seat, and the distance between the lower tray and the axle is adjusted by the lifting mechanism.

7. The method for using a mechanically adjustable suspension for a heavy truck as claimed in claim 6, characterized in that: The specific method of installing the lifting mechanism between the lower tray and the connecting seat includes: Covering the spiral lifting rod with an outer sleeve and threading the outer sleeve to the spiral lifting rod; The outer shell sleeve is fixedly mounted on the connecting seat, so that the spiral lifting rod is perpendicular to the lower tray and one end is rotatably connected to the lower tray; The worm is connected to the spiral lifting rod and the spiral lifting rod is driven to move along the axis by driving the worm to rotate; Wherein, the lifting mechanism includes a spiral lifting rod, an outer shell sleeve and a worm.

8. The method for using a mechanically adjustable suspension for a heavy truck as claimed in claim 7, characterized in that: The method for using the mechanical adjustable suspension further comprises the following steps: The worm is driven to rotate by a driving mechanism to adjust the distance between the lower tray and the axle; The actual working condition is obtained, a target height of the suspension is obtained according to the actual working condition, and the action of the driving mechanism is controlled according to the target height of the suspension to adjust the height of the suspension to match the actual working condition.

9. The method for using a mechanically adjustable suspension for a heavy truck as claimed in claim 8, wherein: The specific method of obtaining the actual working condition and obtaining the suspension target height according to the actual working condition includes the following steps: Obtain real-time driving status, load status and road conditions; Obtain actual working conditions based on real-time driving status, load status, and road conditions; Obtaining a target suspension height according to weighted values ​​of actual operating condition parameters; The weight coefficient of the actual operating condition parameter includes the road condition weight.

10. The method for using a mechanically adjustable suspension for a heavy truck as claimed in claim 9, wherein: The method for obtaining the road condition weight comprises the following steps: Obtain the curvature radius, estimated road adhesion coefficient, roughness index, navigation label, traffic density, and historical bump frequency of the road ahead; Based on the obtained curvature radius, road adhesion coefficient estimation, roughness index, navigation label, traffic density and historical bump frequency of the road ahead, fuzzy neural network and genetic algorithm are used for collaborative optimization to achieve nonlinear mapping of road condition weights.

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