Safety control method of suspension assembly based on stress analysis

Abstract

The invention provides a safety control method for a suspension assembly based on stress analysis, and relates to the technical field of new energy trucks. When the energy heavy truck is not stopped, the pressure of all the buffer springs is the same by controlling the telescopic rods to stretch out and draw back; when the cab is unbalanced, the second air cylinder is inflated and deflated according to the pressure of the end parts of the two transverse buffer rods until the pressure of the end parts of the two transverse buffer rods is the same; and the first air cylinder is inflated and deflated according to the pressure of the end parts of the two longitudinal buffer rods until the pressure of the end parts of the two longitudinal buffer rods is the same. The front suspension, the rear suspension and the warehouse suspension are effectively matched, balancing adjustment can be synchronously carried out on the cab according to warehouse suspension adjustment through multi-point stress analysis, safety adjustment is effectively carried out when balance difference occurs between the front suspension, the rear suspension, the left suspension and the right suspension of the cab, and the overturning risk of a heavy truck is effectively reduced.

Description

Technical Field

[0001] This invention relates to the field of new energy truck technology, and in particular, to a safety control method for a suspension assembly based on force analysis. Background Technology

[0002] Freight trucks, also known as cargo trucks or lorries, are vehicles primarily used for transporting goods, and sometimes also refer to vehicles capable of towing other vehicles. They belong to the category of commercial vehicles. They are generally classified into heavy-duty and light-duty types based on their weight. The vast majority of freight trucks are powered by diesel engines, but some light-duty trucks use gasoline, LPG, or natural gas. With the large-scale development of new energy technologies in China, some freight trucks are also using electric power or other new energy sources.

[0003] Because new energy trucks have better acceleration and deceleration performance, the requirements for shock absorption and collision protection are higher. The cabs of new energy trucks generally adopt a suspension system structure for shock absorption and collision protection. The cab suspension system includes a front suspension assembly located between the lower front part of the cab and the frame, and a rear suspension assembly located between the lower rear part of the cab and the frame. It mainly plays a role in supporting the cab, preventing rollover and anti-rollover, while attenuating the vibration and impact transmitted to the cab by uneven road surfaces during vehicle operation, guiding the vertical movement of the cab relative to the ground, limiting the cab's roll and yaw movements, and improving ride comfort.

[0004] Current front and rear suspension assemblies typically consist of multiple buffer components designed to provide basic cushioning during truck vibrations. However, the front and rear suspensions operate independently, and their cushioning adjustments cannot be effectively coordinated. Furthermore, the front and rear suspensions cannot adjust in response to the suspension conditions at the truck's cargo compartment. This results in significant imbalances in new energy trucks during operation, increasing the risk of heavy truck rollovers.

[0005] Therefore, in order to solve the above problems, it is necessary for us to design a reasonable safety control method for the suspension assembly based on force analysis. Summary of the Invention

[0006] The purpose of this invention is to provide a safety control method for suspension assemblies based on force analysis, which effectively coordinates the front suspension, rear suspension, and cargo compartment suspension. Through multi-point force analysis, the cab can be simultaneously adjusted according to the cargo compartment suspension adjustment. When there is an imbalance in the suspensions in the front, rear, left, and right of the cab, effective safety adjustments can be made to reduce the risk of heavy truck rollover.

[0007] To achieve the above objectives, the present invention employs the following technical solution:

[0008] A safety control method for a suspension assembly based on force analysis is applicable to a safety control structure for a suspension assembly based on force analysis. The structure includes a front cab suspension, a rear cab suspension, and a cargo compartment suspension. The front cab suspension has longitudinal buffer bars and first cylinders on both sides. The rear cab suspension has lateral buffer bars and second cylinders on both sides. The cargo compartment suspension includes telescopic rods and buffer springs connected to the telescopic rods, with at least four telescopic rods and buffer springs.

[0009] The method includes the following steps:

[0010] S1: When a new energy truck starts, the pressure at the ends of the longitudinal buffer rod, the transverse buffer rod, and the buffer spring is acquired in real time.

[0011] S2: Determine if the new energy truck is stopped; if so, end all steps; otherwise, extend or retract the telescopic rod to make the pressure at the ends of all buffer springs the same.

[0012] S3: Determine whether the pressure at the ends of the two transverse buffer bars is approximately the same and the pressure at the ends of the two longitudinal buffer bars is approximately the same. If so, return to step S2; otherwise, proceed to step S4.

[0013] S4: Obtain the pressure at the ends of the two transverse buffer rods, inflate the second cylinder on the side with higher pressure, and deflate the second cylinder on the side with lower pressure until the pressure at the ends of the two transverse buffer rods is the same, then proceed to step S5;

[0014] S5: Obtain the pressure at the ends of the two longitudinal buffer rods, inflate the first cylinder on the side with higher pressure, and deflate the first cylinder on the side with lower pressure until the pressure at the ends of the two longitudinal buffer rods is the same, then return to step S3.

[0015] As a preferred embodiment of the present invention, longitudinal buffer bars and first cylinders are provided on both the left and right sides of the front suspension of the cab, and the two sets of longitudinal buffer bars and first cylinders are symmetrically arranged on the left and right sides; lateral buffer bars and second cylinders are provided on both the left and right sides of the rear suspension of the cab, and the two sets of lateral buffer bars and second cylinders are symmetrically arranged on the left and right sides.

[0016] As a preferred embodiment of the present invention, a first pressure sensor is provided at the ends of both longitudinal buffer rods;

[0017] This allows the pressure at the ends of the two longitudinal buffer rods to be obtained through the first pressure sensor when performing step S5.

[0018] As a preferred embodiment of the present invention, a second pressure sensor is provided at the ends of both transverse buffer rods;

[0019] This allows the pressure at the ends of the two transverse buffer rods to be acquired via the second pressure sensor during step S4.

[0020] As a preferred embodiment of the present invention, the cargo suspension includes a telescopic rod connected to the cargo chassis and a buffer spring for connecting the telescopic rod and the cargo bin. There are at least four telescopic rods and four buffer springs, so that multiple sets of telescopic rods and buffer springs are evenly arranged at the cargo suspension location; the multiple sets of telescopic rods and buffer springs are symmetrical front to back and left to right.

[0021] As a preferred embodiment of the present invention, each of the plurality of buffer springs is provided with a third pressure sensor at its end;

[0022] This allows the pressure at the ends of multiple buffer springs to be acquired via a third pressure sensor during step S2.

[0023] As a preferred embodiment of the present invention, step S2 specifically includes:

[0024] S21: Determine if the new energy truck is stopped; if yes, end all steps; otherwise, proceed to step S22.

[0025] S22: Obtain the pressure at the ends of all buffer springs;

[0026] S23: Determine whether the pressure at the ends of all buffer springs is the same. If yes, proceed to step S3; otherwise, take the average pressure of all pressure values.

[0027] S24: Extend the telescopic rod by controlling the pressure value at the end of the buffer spring to be greater than the average pressure value, and shorten the telescopic rod by controlling the pressure value at the end of the buffer spring to be less than the average pressure value, then return to step S22.

[0028] As a preferred embodiment of the present invention, step S3 is specifically performed as follows:

[0029] S31: Determine whether the pressure difference between the ends of the two transverse buffer rods is not greater than the first preset difference. If yes, proceed to step S32; otherwise, proceed to step S4.

[0030] S32: Determine whether the pressure difference between the ends of the two longitudinal buffer rods is not greater than the second preset difference. If so, proceed to step S2; otherwise, proceed to step S4.

[0031] As a preferred embodiment of the present invention, step S4 is specifically performed as follows:

[0032] The pressure at the ends of the two transverse buffer rods is obtained to obtain the first pressure difference. The second cylinder on the side with higher pressure is charged with m charge / decharge units, and the second cylinder on the side with lower pressure is depressurized with m charge / decharge units. m is the ratio of the first pressure difference to the first preset pressure difference value.

[0033] As a preferred embodiment of the present invention, step S5 is specifically performed as follows:

[0034] The pressure at the ends of the two longitudinal buffer rods is obtained to obtain a second pressure difference. The first cylinder on the side with higher pressure is charged with n charge / decharge units, and the first cylinder on the side with lower pressure is depressurized with n charge / decharge units. n is the ratio of the second pressure difference to the second preset pressure difference value.

[0035] The beneficial effects of the safety control method for suspension assemblies based on force analysis proposed in this invention are as follows:

[0036] By effectively coordinating the front suspension, rear suspension, and cargo compartment suspension, and through multi-point force analysis, the cab can be simultaneously adjusted according to the cargo compartment suspension. When imbalance occurs in the suspensions in the front, rear, left, and right of the cab, effective safety adjustments can be made to reduce the risk of heavy truck rollover. Attached Figure Description

[0037] Figure 1 This is a flowchart illustrating a safety control method for a suspension assembly based on force analysis according to the present invention. Detailed Implementation

[0038] The following are specific embodiments of the present invention, which further describe the technical solution of the present invention, but the present invention is not limited to these embodiments.

[0039] Various exemplary embodiments of the present invention will now be described in detail with reference to the accompanying drawings. It should be noted that, unless otherwise specifically stated, the relative arrangement of modules and structures set forth in these embodiments does not limit the scope of the invention.

[0040] The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit the invention or its application or use.

[0041] Techniques, methods, and systems known to a person skilled in the art may not be discussed in detail, but where appropriate, they should be considered part of the license specification.

[0042] Example 1: As Figure 1 The illustration shows only one embodiment of the present invention, a safety control method for a suspension assembly based on force analysis, applicable to a safety control structure for a suspension assembly based on force analysis. The structure includes a front cab suspension, a rear cab suspension, and a cargo compartment suspension. The front cab suspension has longitudinal buffer bars and a first cylinder on both its left and right sides, and the rear cab suspension has lateral buffer bars and a second cylinder on both its left and right sides. The cargo compartment suspension includes telescopic rods and buffer springs connected to the telescopic rods, with at least four telescopic rods and buffer springs.

[0043] In this invention, longitudinal buffer bars and first cylinders are provided on both the left and right sides of the front suspension of the cab, and the two sets of longitudinal buffer bars and first cylinders are symmetrically arranged on the left and right; lateral buffer bars and second cylinders are provided on both the left and right sides of the rear suspension of the cab, and the two sets of lateral buffer bars and second cylinders are symmetrically arranged on the left and right.

[0044] Furthermore, the cargo suspension includes a telescopic rod connected to the cargo chassis and a buffer spring for connecting the telescopic rod and the cargo bin. There are at least four telescopic rods and buffer springs, so that multiple sets of telescopic rods and buffer springs are evenly arranged at the cargo suspension point; the multiple sets of telescopic rods and buffer springs are symmetrical front to back and left to right.

[0045] Generally, if there are four sets of telescopic rods and buffer springs, then the four sets are respectively set in the front left, rear left, front right, and rear right directions of the cargo compartment suspension; if there are six sets of telescopic rods and buffer springs, then the four sets are respectively set in the front left, center left, rear left, front right, center right, and rear right directions of the cargo compartment suspension; and so on, so that multiple sets of telescopic rods and buffer springs are symmetrical front to back and left to right.

[0046] It is obvious that the two sets of longitudinal buffer rods and the first cylinder are of the same specification; the two sets of transverse buffer rods and the second cylinder are of the same specification; and the multiple sets of telescopic rods and buffer springs are all of the same specification.

[0047] The method includes the following steps:

[0048] S1: When a new energy truck starts, the pressure at the ends of the longitudinal buffer rod, the transverse buffer rod, and the buffer spring is acquired in real time.

[0049] S2: Determine if the new energy truck is stopped; if so, end all steps; otherwise, extend or retract the telescopic rod to make the pressure at the ends of all buffer springs the same.

[0050] It should be noted that because new energy trucks possess both the high torque characteristics of new energy vehicles and the large load capacity of heavy trucks, they are very prone to imbalance. If this imbalance is not properly adjusted, it can lead to a significant risk of overturning. Therefore, it is necessary to monitor the balance of new energy trucks in real time. Once the difference in suspension height between any two points in the cab (front, rear, left, right, and center) exceeds a predetermined threshold, an imbalance has occurred and adjustment is required.

[0051] Moreover, the weight of cargo in new energy trucks is still greater than the weight of the vehicle body, so the cargo suspension needs to be balanced first. The entire cargo suspension is adjusted by telescopic rods to balance the cargo of the new energy truck.

[0052] Here, a third pressure sensor is provided at the end of each of the aforementioned buffer springs;

[0053] This allows the pressure at the ends of multiple buffer springs to be acquired via a third pressure sensor during step S2.

[0054] S3: Determine whether the pressure at the ends of the two transverse buffer bars is approximately the same and the pressure at the ends of the two longitudinal buffer bars is approximately the same. If so, return to step S2; otherwise, proceed to step S4.

[0055] After the cargo hold is balanced, the cab needs to be adjusted accordingly, and then the stress on the cab needs to be analyzed.

[0056] S4: Obtain the pressure at the ends of the two transverse buffer rods, inflate the second cylinder on the side with higher pressure, and deflate the second cylinder on the side with lower pressure until the pressure at the ends of the two transverse buffer rods is the same, then proceed to step S5;

[0057] A second pressure sensor is installed at the end of each of the two transverse buffer bars;

[0058] This allows the pressure at the ends of the two transverse buffer rods to be acquired via the second pressure sensor during step S4.

[0059] S5: Obtain the pressure at the ends of the two longitudinal buffer rods, inflate the first cylinder on the side with higher pressure, and deflate the first cylinder on the side with lower pressure until the pressure at the ends of the two longitudinal buffer rods is the same, then return to step S3.

[0060] Both longitudinal buffer rods are equipped with a first pressure sensor at their ends;

[0061] This allows the pressure at the ends of the two longitudinal buffer rods to be obtained through the first pressure sensor when performing step S5.

[0062] Example 2: As before Figure 1 The illustration shown is merely one embodiment of the present invention. Based on Embodiment 1, the present invention provides a safety control method for a suspension assembly based on force analysis.

[0063] When performing step S2, the specific steps include:

[0064] S21: Determine if the new energy truck is stopped; if yes, end all steps; otherwise, proceed to step S22.

[0065] S22: Obtain the pressure at the ends of all buffer springs;

[0066] S23: Determine whether the pressure at the ends of all buffer springs is the same. If yes, proceed to step S3; otherwise, take the average pressure of all pressure values.

[0067] S24: Extend the telescopic rod by controlling the pressure value at the end of the buffer spring to be greater than the average pressure value, and shorten the telescopic rod by controlling the pressure value at the end of the buffer spring to be less than the average pressure value, then return to step S21.

[0068] As one embodiment of the present invention, it should be noted that when performing step S3, if the pressure difference between the ends of the two transverse buffer rods is within the first allowable error range, it can be determined that the pressure at the ends of the two transverse buffer rods is approximately the same; similarly, if the pressure difference between the ends of the two longitudinal buffer rods is within the second allowable error range, it can be determined that the pressure at the ends of the two longitudinal buffer rods is approximately the same; once the pressure in the left-right and up-down directions is approximately the same, it can be determined that the center of gravity of the cab has been stabilized and the possibility of overturning has been greatly reduced, at which point the process can return to step S2.

[0069] In other words, when executing step S3, the specific steps are as follows:

[0070] S31: Determine whether the pressure difference between the ends of the two transverse buffer rods is not greater than the first preset difference. If yes, proceed to step S32; otherwise, proceed to step S4.

[0071] S32: Determine whether the pressure difference between the ends of the two longitudinal buffer rods is not greater than the second preset difference. If so, proceed to step S2; otherwise, proceed to step S4.

[0072] Example 3: As before Figure 1 The above illustration is merely one embodiment of the present invention. Based on any of the above embodiments, the present invention provides a safety control method for a suspension assembly based on force analysis:

[0073] When performing step S4, the specific steps are as follows:

[0074] The pressure at the ends of the two transverse buffer rods is obtained to obtain the first pressure difference. The second cylinder on the side with higher pressure is charged with m charge / decharge units, and the second cylinder on the side with lower pressure is depressurized with m charge / decharge units. m is the ratio of the first pressure difference to the first preset pressure difference value.

[0075] In one embodiment of the present invention, step S5 is specifically performed as follows:

[0076] The pressure at the ends of the two longitudinal buffer rods is obtained to obtain a second pressure difference. The first cylinder on the side with higher pressure is charged with n charge / decharge units, and the first cylinder on the side with lower pressure is depressurized with n charge / decharge units. n is the ratio of the second pressure difference to the second preset pressure difference value.

[0077] This invention provides a safety control method for a suspension assembly based on force analysis. It effectively coordinates the front suspension, rear suspension, and cargo compartment suspension. Through multi-point force analysis, the cab can be simultaneously adjusted according to the cargo compartment suspension. When imbalance occurs in the suspensions in the front, rear, left, and right of the cab, safety adjustments can be made to effectively reduce the risk of heavy truck rollover.

[0078] This invention is not limited to the specific embodiments described above, and various modifications and variations are possible. Any modifications, equivalent substitutions, or improvements made to the above embodiments based on the technical essence of this invention should be included within the scope of protection of this invention.

Claims

1. A safety control method of a suspension assembly based on force analysis, characterized in that: A safety control structure of a suspension assembly based on force analysis, the structure comprising a cab front suspension, a cab rear suspension and a cargo compartment suspension; the left and right sides of the cab front suspension are provided with longitudinal buffer rods and first air cylinders, the left and right sides of the cab rear suspension are provided with transverse buffer rods and second air cylinders, the cargo compartment suspension comprises telescopic rods and buffer springs connected with the telescopic rods, and the telescopic rods and buffer springs are at least four; The method comprises the following steps: S1: when the new energy truck starts, the pressures at the ends of the longitudinal buffer rods, the ends of the transverse buffer rods and the ends of the buffer springs are acquired in real time; S2: whether the new energy truck is stopped is judged; if yes, all steps are ended; otherwise, the telescopic rods are controlled to extend or retract so that the pressures at the ends of all the buffer springs are the same; S3: whether the pressures at the ends of the two transverse buffer rods are substantially the same and the pressures at the ends of the two longitudinal buffer rods are substantially the same are judged; if yes, step S2 is returned; otherwise, step S4 is executed; S4: the pressures at the ends of the two transverse buffer rods are acquired, the second air cylinder on the side with the larger pressure is inflated, and the second air cylinder on the side with the smaller pressure is deflated until the pressures at the ends of the two transverse buffer rods are the same, and step S5 is executed; S5: the pressures at the ends of the two longitudinal buffer rods are acquired, the first air cylinder on the side with the larger pressure is inflated, and the first air cylinder on the side with the smaller pressure is deflated until the pressures at the ends of the two longitudinal buffer rods are the same, and step S3 is returned. 2.The safety control method of the suspension assembly based on force analysis according to claim 1, characterized in that: The left and right sides of the cab front suspension are provided with longitudinal buffer rods and first air cylinders, and the two groups of longitudinal buffer rods and first air cylinders are symmetrically arranged left and right; the left and right sides of the cab rear suspension are provided with transverse buffer rods and second air cylinders, and the two groups of transverse buffer rods and second air cylinders are symmetrically arranged left and right. 3.The safety control method of the suspension assembly based on force analysis according to claim 2, characterized in that: The ends of the two longitudinal buffer rods are provided with first pressure sensors; So that when step S5 is executed, the pressures at the ends of the two longitudinal buffer rods are acquired through the first pressure sensors. 4.The safety control method of the suspension assembly based on force analysis according to claim 2, characterized in that: The ends of the two transverse buffer rods are provided with second pressure sensors; So that when step S4 is executed, the pressures at the ends of the two transverse buffer rods are acquired through the second pressure sensors. 5.The safety control method of the suspension assembly based on force analysis according to claim 1, characterized in that: The cargo compartment suspension comprises telescopic rods connected with a cargo compartment chassis and buffer springs for connecting the telescopic rods and a cargo compartment bucket, and the telescopic rods and buffer springs are at least four, so that the multiple groups of telescopic rods and buffer springs are uniformly arranged at the cargo compartment suspension; the multiple groups of telescopic rods and buffer springs are symmetrically arranged front and back and left and right. 6.The safety control method of the suspension assembly based on force analysis according to claim 5, characterized in that: The third pressure sensor is arranged on the end of each buffer spring. When step S2 is performed, the pressure of the end of each buffer spring is obtained by the third pressure sensor.

7. The safety control method of the suspension assembly based on force analysis according to claim 1, wherein: When step S2 is performed, the following steps are specifically included: S21: judging whether the new energy truck is stopped; if yes, ending all steps; otherwise, performing step S22; S22: obtaining the pressure of the end of each buffer spring; S23: judging whether the pressure of the end of each buffer spring is the same; if yes, performing step S3; otherwise, taking the average pressure of all pressure values; S24: controlling the telescopic rod at the position where the pressure value of the end of the buffer spring is greater than the average pressure to be elongated, and controlling the telescopic rod at the position where the pressure value of the end of the buffer spring is less than the average pressure to be shortened, and returning to step S22.

8. The safety control method of the suspension assembly based on force analysis according to claim 1, wherein: When step S3 is performed, the following steps are specifically included: S31: judging whether the pressure difference of the two lateral buffer rods is not greater than a first preset difference; if yes, performing step S32; otherwise, performing step S4; S32: judging whether the pressure difference of the two longitudinal buffer rods is not greater than a second preset difference; if yes, performing step S2; otherwise, performing step S4.

9. The safety control method of the suspension assembly based on force analysis according to claim 1, wherein: When step S4 is performed, the following steps are specifically included: obtaining the pressure of the two lateral buffer rods to obtain a first pressure difference, inflating the second cylinder on the side with greater pressure by m charging and discharging units, and deflating the second cylinder on the side with smaller pressure by m charging and discharging units, wherein m is the ratio of the first pressure difference to the first preset pressure difference.

10. The safety control method of the suspension assembly based on force analysis according to claim 1, wherein: When step S5 is performed, the following steps are specifically included: obtaining the pressure of the two longitudinal buffer rods to obtain a second pressure difference, inflating the first cylinder on the side with greater pressure by n charging and discharging units, and deflating the first cylinder on the side with smaller pressure by n charging and discharging units, wherein n is the ratio of the second pressure difference to the second preset pressure difference.

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