Hydraulic module of suspension of vehicle, suspension and vehicle

Abstract

The invention discloses a hydraulic module of a suspension of a vehicle, the suspension and the vehicle, and the hydraulic module comprises a flow channel cover plate which is provided with a communicating hole and a conducting hole which are through in the thickness direction; the shell is provided with a groove and a decoupling area, the decoupling area is provided with a through hole penetrating in the thickness direction, the flow channel cover plate is connected with the upper surface of the shell in a sealed mode, the shell and the groove form an inertia channel, the inertia channel is communicated with the communicating hole, and the through hole is communicated with the conducting hole; the counterweight part is arranged in the groove and can move along the groove; the decoupling film is attached to the decoupling area of the shell, and the decoupling film, the via hole and the through hole form a decoupling film flow channel; and the bottom shell is connected with the lower surface of the shell in a sealed mode, the bottom shell is provided with a lower liquid chamber, and the lower liquid chamber communicates with the decoupling film flow channel and the inertia channel. Part of the damping liquid in the inertia channel is changed into the solid-liquid coupling substance, so that the mass of the damping structure in the inertia channel is increased, the rigidity and the damping peak value of the suspension at low frequency are increased, and the action frequency of the rigidity and the damping peak value is reduced. Therefore, the suspension has better vibration reduction performance when encountering low-frequency and large-amplitude excitation.

Description

Technical Field

[0001] This invention relates to the technical field of vehicle suspension, and particularly to a hydraulic module for vehicle suspension, suspension, and vehicle. Background Technology

[0002] In the automotive industry, a mount is a powertrain component used to reduce and control engine vibration transmission, serving to support the powertrain. Decoupled disc hydraulic mounts are commonly used in both internal combustion and hybrid engines to ensure the vehicle's NVH (noise, vibration, and harshness) performance requirements.

[0003] Typically, hydraulic suspensions rely on the stiffness and damping generated by the rubber main spring and the damping fluid in the hydraulic module's flow channels to reduce vibration and noise transmitted between the vehicle's powertrain and body. However, current hydraulic suspensions have limited stiffness and damping due to the relatively small mass of the damping fluid in the inertial channel when encountering low-frequency, large-amplitude excitations. Therefore, the vibration reduction performance of traditional hydraulic suspensions still has room for improvement when the vehicle encounters low-frequency, large-amplitude conditions such as bumps or uneven roads.

[0004] Therefore, how to provide a hydraulic module for vehicle suspension that increases the damping mass within the inertial channel while keeping the inertial channel volume constant, thereby enhancing the suspension's vibration reduction capability under low-frequency, large-amplitude excitation, is a technical problem that urgently needs to be solved in this field. Summary of the Invention

[0005] In view of this, the present invention provides a hydraulic module for a vehicle suspension, which increases the damping mass within the inertial channel while keeping the volume of the inertial channel constant, thereby enhancing the suspension's vibration reduction capability under low-frequency, large-amplitude excitation. Furthermore, the present invention also provides a suspension having the aforementioned hydraulic module and a vehicle having the suspension.

[0006] To achieve the above objectives, the present invention provides the following technical solution:

[0007] A vehicle-mounted hydraulic module comprising:

[0008] A flow channel cover plate, the flow channel cover plate having a through hole and a through hole extending along the thickness direction;

[0009] The housing has a groove and a decoupling area, the decoupling area has a through hole extending along the thickness direction, the flow channel cover is sealed to the upper surface of the housing, the housing and the groove form an inertial channel, the inertial channel communicates with the connecting hole, and the through hole communicates with the guiding hole;

[0010] A counterweight is disposed within the groove and is movable along the groove;

[0011] A decoupling membrane is attached to the decoupling area of ​​the housing, and the decoupling membrane, the through hole, and the through hole form a decoupling membrane flow channel;

[0012] The bottom shell is sealed to the lower surface of the housing. The bottom shell has a lower liquid chamber that is connected to both the decoupling membrane flow channel and the inertial channel.

[0013] Preferably, the hydraulic module described above further includes:

[0014] A limiting spring is disposed in the groove and is used to limit the movement of the counterweight. The limiting spring restricts the counterweight from moving to a position in the groove close to the communicating hole.

[0015] Preferably, in the above-mentioned hydraulic module, the groove is a U-shaped groove, and the U-shaped groove includes a first section, and a second section and a third section distributed on both sides of the first section. The first section extends along a first direction and has a filling hole.

[0016] The limiting spring restricts the movement of the counterweight within the first segment.

[0017] Preferably, in the hydraulic module described above, there are two limiting springs, one of which is fixed at the connection between the first segment and the second segment, and the other is fixed at the connection between the first segment and the third segment.

[0018] The connection points between the first and second segments, as well as between the first and third segments, are chamfered to prevent the counterweight from colliding.

[0019] Preferably, in the above-mentioned hydraulic module, the diameter of the first segment is D. 1c The counterweight is a spherical component with a diameter of D. 1025 And the diameter of the counterweight and the diameter of the first segment satisfy the following:

[0020] 95% D 1c ≥D 1025 ≥50%D 1c .

[0021] Preferably, in the above-mentioned hydraulic module, the cross-sectional area of ​​the first segment is W. 1c The width of the decoupling membrane is W. 1023 And the cross-sectional area of ​​the first segment and the width of the decoupling membrane satisfy the following:

[0022]

[0023] The width direction of the decoupling membrane is perpendicular to the first direction.

[0024] Preferably, in the above-mentioned hydraulic module, the length of the first segment along the first direction is L. 1c The length of the decoupling membrane along the first direction is L. 1023 And the length of the first segment along the first direction and the length of the decoupling membrane along the first direction satisfy the following:

[0025] L 1c ≥L 1023 ≥0.25L 1c .

[0026] A vehicle suspension system includes: a hydraulic module and a rubber main spring connected to the hydraulic module, wherein the hydraulic module is any of the hydraulic modules described above.

[0027] Furthermore, the rubber main spring has an upper liquid chamber that is connected to both the decoupling membrane flow channel and the inertial channel of the hydraulic module.

[0028] Preferably, in the above-described vehicle suspension, the rubber main spring includes:

[0029] A rubber body for connection to the hydraulic module, and the rubber body having the upper liquid chamber;

[0030] The main spring core and the main spring bracket are embedded within the rubber body and are used to support the rubber body.

[0031] Preferably, the aforementioned vehicle suspension also includes:

[0032] The suspension housing, the rubber main spring and the hydraulic module are connected to form the suspension body, and the suspension housing connects the suspension body to the vehicle body;

[0033] A suspension bracket, which is used to connect the suspension body to the vehicle's powertrain.

[0034] A vehicle includes a suspension, wherein the suspension is any of the suspensions described above.

[0035] This invention discloses a hydraulic module for a vehicle suspension. By replacing a portion of the damping fluid in the inertial channel with a solid-liquid coupling material (including damping fluid, counterweights, and limiting springs), the mass of the damping structure in the inertial channel is increased, thereby increasing the stiffness and peak damping of the suspension at low frequencies and reducing the frequency of action of the stiffness and peak damping. This results in better vibration reduction performance of the suspension when encountering low-frequency, large-amplitude excitations. When the suspension encounters small-amplitude excitations, there is no damping fluid flow in the inertial channel, and the suspension exhibits the characteristics of high-frequency, low-damping, and low-stiffness characteristics. Attached Figure Description

[0036] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0037] Figure 1 This is a schematic diagram of the suspension structure disclosed in this application;

[0038] Figure 2 This is a split diagram of the suspension disclosed in this application;

[0039] Figure 3 This is a front view of the suspended body disclosed in this application;

[0040] Figure 4 for Figure 3 A cross-sectional view along the AA direction;

[0041] Figure 5 This is a split view of the suspension body disclosed in the embodiments of this application;

[0042] Figure 6 This is an exploded view of the hydraulic body disclosed in the embodiments of this application;

[0043] Figure 7 for Figure 6 Further exploded view of the hydraulic body disclosed in the report;

[0044] Figure 8 This is a front view of the housing disclosed in the embodiments of this application;

[0045] Figure 9 This is a partial top view of the hydraulic module disclosed in the embodiments of this application;

[0046] Figure 10 for Figure 9 Cross-sectional view along the BB direction;

[0047] Figure 11 This is a simplified model diagram of the suspension disclosed in this application;

[0048] Figure 12 This diagram illustrates the influence of the counterweight mass and the cross-sectional area of ​​the first section of the inertial channel on the suspension dynamic stiffness in this application.

[0049] Figure 13 This diagram illustrates the influence of the counterweight mass and the cross-sectional area of ​​the first segment of the inertial channel on the suspension damping angle in this application.

[0050] Figure 14 This is a diagram showing the dimensional relationship between the counterweight and the inertial channel in this application;

[0051] Figure 15 This is a diagram showing the dimensional relationship between the decoupling membrane and the inertial channel in this application.

[0052] 100 is the suspension body, 200 is the suspension support arm, 300 is the suspension shell, 11 is the rubber main spring, 12 is the hydraulic module, 102 is the hydraulic body, 103 is the bottom shell, 1011 is the rubber body, 1012 is the main spring inner core, 1013 is the main spring bracket, 1021 is the flow channel cover, 1022 is the shell, 1023 is the decoupling membrane, 1024 is the limit spring, and 1025 is the counterweight.

[0053] 10221 is a filling hole, 10222 is a groove, 10223 is a through hole, 10224 is a decoupling area, 102221 is the first section, 102222 is the second section, 102223 is the third section, 10211 is a through hole, and 10212 is a connecting hole;

[0054] 1a is the upper liquid chamber, 1b is the lower liquid chamber, 1c is the inertial channel, and 1d is the decoupling membrane flow channel. Detailed Implementation

[0055] This invention discloses a hydraulic module for a vehicle suspension, which increases the damping mass within the inertial channel while maintaining a constant inertial channel volume, thereby enhancing the suspension's vibration reduction capability under low-frequency, large-amplitude excitation. Furthermore, this invention also discloses a suspension with the aforementioned hydraulic module and a vehicle equipped with the suspension.

[0056] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0057] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0058] In the automotive industry, a mount is a structural component of the powertrain used to reduce and control engine vibration transmission, serving to support the powertrain. Decoupled disc hydraulic mounts are commonly used in both internal combustion engines and hybrid engines to ensure the vehicle's NVH (noise, vibration, and harshness) performance requirements.

[0059] Typically, hydraulic suspensions rely on the stiffness and damping generated by the rubber main spring and the damping fluid in the hydraulic module's flow channels to reduce vibration and noise transmitted between the vehicle's powertrain and body. However, current hydraulic suspensions suffer from limited stiffness and damping due to the relatively small mass of the damping fluid in the inertial channel when encountering low-frequency, large-amplitude excitations. Therefore, the vibration reduction performance of traditional hydraulic suspensions still has room for improvement when the vehicle encounters low-frequency, large-amplitude conditions such as bumps or uneven roads.

[0060] Based on this, this application discloses a suspension that adds steel balls and a spring mechanism to the inertia channel. By replacing the simple damping fluid in the inertia channel of a traditional hydraulic suspension with a solid-liquid coupling body, the mass of the damping structure (including damping fluid and steel balls) in the inertia channel is increased, thereby improving the suspension stiffness and damping.

[0061] The following combination Figures 1 to 4 The basic structure of the suspension is explained.

[0062] in, Figure 1 This is a schematic diagram of the suspension structure disclosed in this application. Figure 2 This is a split diagram of the suspension disclosed in this application. Figure 3 This is a front view of the suspended body disclosed in this application. Figure 4 for Figure 3 A cross-sectional view along the AA direction.

[0063] Figure 1 and Figure 2 The suspension includes: suspension body 100, suspension support arm 200 and suspension housing 300.

[0064] The main material of the suspension body 100 is rubber, which provides stiffness and damping characteristics for the suspension, thereby providing support for the vehicle's powertrain and realizing the function of using the suspension to attenuate large-amplitude swaying of the powertrain and isolate small-amplitude vibrations. The suspension body 100 has a socket.

[0065] The suspension housing 300 is used to connect to the vehicle body. For example, the suspension housing 300 has mounting holes, and the connection between the suspension and the vehicle body can be achieved by bolts. The suspension housing 300 is connected to the suspension body 100, and the connection method includes, but is not limited to, bolt connection.

[0066] The suspension arm 200 is used to connect to the powertrain. For example, the suspension arm 200 has mounting holes, and the connection between the suspension and the powertrain can be achieved by bolts. The suspension arm 200 has a connector that is inserted into a socket to connect the suspension arm 200 to the suspension body 100.

[0067] During assembly, after the suspension body 100 and suspension housing 300 are assembled and connected, they are then connected to the suspension support arm 200 to form a suspension. The suspension body 100 and suspension housing 300 are both interference-fitted, as are the suspension body 100 and suspension support arm 200. It should be noted that the shape, size, and connection relationship of the suspension body 100, suspension support arm 200, and suspension housing 300 can be configured according to different needs; please refer to existing suspension structures and connection relationships.

[0068] Combination Figure 3 and Figure 4 As shown, the suspension body 100 includes a rubber main spring 11 and a hydraulic module 12. The hydraulic module 12 includes a hydraulic body 102 and a bottom shell 103.

[0069] The rubber main spring 11 has a sealed upper liquid chamber 1a, the hydraulic body 102 has an inertial channel 1c, and the bottom shell 103 has a sealed lower liquid chamber 1b. Specifically, the inertial channel 1c connects the upper liquid chamber 1a and the lower liquid chamber 1b, and the inertial channel 1c is used to circulate damping fluid within the upper liquid chamber 1a and the lower liquid chamber 1b.

[0070] Combination Figures 5 to 10 The specific structure of the suspension body 100 is described.

[0071] in, Figure 5 This is a split view of the suspension body 100 disclosed in the embodiments of this application. Figure 6 and Figure 7 This is a connection diagram of the hydraulic body 102 disclosed in the embodiments of this application; Figure 8 This is a front view of the housing 1022 disclosed in the embodiments of this application; Figure 9 This is a partial top view of the hydraulic module 12 disclosed in the embodiments of this application; Figure 10 for Figure 9 Cross-sectional view along the BB direction.

[0072] Specifically, the rubber main spring 11 includes: a rubber body 1011, a main spring inner core 1012, and a main spring support 1013.

[0073] Among them, the rubber body 1011 is used to interact with Figure 1 The central suspension arm 200 and the suspension housing 300 are connected.

[0074] The main spring core 1012 is integrated into the outer contour of the insertion interface of the rubber body 1011, and the main spring bracket 1013 is integrated into the side of the rubber body 1011 near the hydraulic module 12, which can be understood as the bottom of the rubber body 1011. Specifically, the main spring core 1012 and the main spring bracket 1013 are, but are not limited to, made of metal, providing support for the rubber body 1011 and giving the rubber body 1011 a certain rigidity. For example, the main spring core 1012 and the main spring bracket 1013 are embedded in the rubber body 1011 through a vulcanization process, thereby forming a rubber main spring 11 with tensile and compressive properties, thus providing basic rigidity and damping performance for the suspension.

[0075] The main spring bracket 1013 can be a frame structure and is arranged circumferentially around the bottom of the rubber body 1011.

[0076] Specifically, the hydraulic module 12 includes a hydraulic body 102 and a bottom shell 103. The hydraulic body 102 includes a flow channel cover 1021, a housing 1022, a decoupling membrane 1023, a limit spring 1024, and a counterweight 1025.

[0077] Combination Figure 4 and Figure 5 As shown, the upper part of the hydraulic body 102 is connected to the rubber main spring 11, and the lower part of the hydraulic body 102 is connected to the bottom shell 103, so that the upper liquid chamber 1a is located above the lower liquid chamber 1b, and the inertial channel 1c is located in the middle. The bottom shell 103 includes, but is not limited to, an elastic base. The shape, size and material of the bottom shell 103 can be set according to different needs, and all are within the protection range.

[0078] In some embodiments, the housing 1022 is not limited to the lower end of the rubber main spring 11. The housing 1022 can be arranged in the middle of the suspension or other positions by different designs of the rubber main spring 11, as long as the damping fluid changes the stiffness and damping performance of the suspension through the housing 1022 when the suspension is excited.

[0079] See Figure 7 As shown, the housing 1022 has a groove 10222, which extends in a U-shape around the edge of the housing 1022. This groove 10222 forms an inertial channel 1c with the flow channel cover plate 1021. It should be noted that the flow channel cover plate 1021 has a connecting hole 10212 that communicates with the inertial channel 1c. The connecting hole 10212 allows communication between the inertial channel 1c and the upper liquid chamber 1a. A limiting spring 1024 is installed within the inertial channel 1c. Specifically, one end of the limiting spring 1024 is fixed to the side wall of the groove, and the other end contacts a counterweight 1025. The counterweight 1025 can move along the inertial channel 1c and, during its movement, abuts against the limiting spring 1024 to limit the movement of the counterweight 1025.

[0080] It should be noted that the counterweight 1025 in this article includes, but is not limited to, steel balls. It can be any object arranged in the inertial channel 1c that can move with the damping fluid, and whose mass can be changed within the inertial channel 1c. For example, the rotation of the steel balls can reduce the frictional force during the movement of the counterweight 1025.

[0081] In some embodiments, the sidewall of the housing 1022 has a filling hole 10221, which communicates with the groove 10222, and a sealing bead is disposed inside the filling hole 10221. In practice, damping fluid can be filled into the inertial channel 1c through the filling hole 10221, and the sealing bead can be embedded in the filling hole 10221 to seal the filling hole 10221.

[0082] like Figure 8 As shown in the front view of the housing 1022, the inertial channel 1c in this embodiment has a U-shaped structure, and the groove 10222 includes a first segment 102221, a second segment 102222, and a third segment 102223. The first segment 102221, the second segment 102222, and the third segment 102223 are sequentially connected to form a U-shaped structure, and the second segment 102222 and the third segment 102223 are arranged opposite to each other. The filling hole 10221 communicates with the first segment 102221. It should be noted that the first segment 102221 of the groove 10222 in this document is the first segment of the inertial channel 1c.

[0083] For example, after the second segment 102222 is bent, it connects to the first segment 102221, and the width dimension of the connection between the second segment 102222 and the first segment 102221 is smaller than the width dimension of the first segment 102221, resulting in a structure with a sudden width change at the connection between the first segment 102221 and the second segment 102222. Similarly, a structure with a sudden width change is formed at the connection between the first segment 102221 and the third segment 102223.

[0084] A limiting spring 1024 is provided at the connection between the first segment 102221 and the second segment 102222, and another limiting spring 1024 is provided at the connection between the first segment 102221 and the third segment 102223. This allows the limiting spring 1024 to be limited by the location of the abrupt change in size. Alternatively, the limiting spring 1024 can be fixed at the location of the abrupt change in size. For example, the two limiting springs 1024 are symmetrically arranged about the filling hole 10221, and two counterweights 1025 are provided between them. During the movement of the counterweights 1025, they will compress the limiting springs 1024. That is, the limiting springs 1024 restrict the position of the counterweights 1025 to the middle of the inertial channel 1c, preventing the counterweights 1025 from being impacted to the edge by the damping fluid, which would cause the inertial channel 1c to be blocked and the suspension stiffness to increase sharply. This also achieves the purpose of using the limiting springs 1024 to buffer the counterweights 1025. The limiting spring 1024 and the housing 1022 in this article are not necessarily two parts; they can be formed into a single structure through different design and processing methods.

[0085] It should be noted that there is a gap between the counterweight 1025 and the inertial channel 1c to prevent the counterweight 1025 from blocking the inertial channel 1c. The position of the limiting spring 1024 in this paper is not limited to the two ends of the inertial channel 1c; the limiting spring 1024 can also be arranged between two counterweights 1025. The limiting spring 1024 can move with the counterweight 1025, restricting the movement of the counterweight 1025 to certain specific positions, providing cushioning for the counterweight 1025, reducing abnormal noise generated by the counterweight 1025 during operation, and preventing blockage of the inertial channel.

[0086] In some embodiments, the positions where the dimensions of the first segment 102221 and the second segment 102222 change abruptly, and the positions where the dimensions of the first segment 102221 and the third segment 102223 change abruptly, are provided with chamfers, which can provide buffering when the counterweight 1025 compresses the limiting spring 1024 and reduce the abnormal noise caused by the counterweight 1025 impacting the groove 10222.

[0087] Specifically, when the suspension encounters a large load impact, the damping fluid flows through the inertial channel 1c in the upper liquid chamber 1a and the lower liquid chamber 1b. The high-pressure damping fluid pushes the counterweight 1025 to compress the limiting spring 1024 to the extreme compression position. The chamfer of the inertial channel 1c provides a buffer for the counterweight 1025, reducing the abnormal noise generated when the counterweight 1025 moves to the extreme position and hits the end of the inertial channel 1c.

[0088] The housing 1022 has a decoupling region 10224, in which a through hole 10223 extends along the thickness direction. The shape, number, and size of the through hole 10223 can be set according to different needs, and all are within the protection range. For example, the groove 10222 is arranged around the decoupling region 10224, and there are multiple through holes 10223 evenly arranged.

[0089] A decoupling membrane 1023 is applied to the decoupling region 10224. Specifically, the decoupling membrane 1023 includes a membrane body and a membrane sheet. The membrane body has a membrane channel that runs through the membrane body along its thickness direction, while the membrane sheet is connected to the membrane body and extends in a cantilever shape along the thickness direction of the membrane body. The decoupling membrane 1023 does not conduct under high-frequency, low-amplitude excitation, but conducts under high-amplitude excitation.

[0090] See Figure 6 As shown, the flow channel cover 1021 is sealed and fixed to the upper end of the housing 1022 (near the upper liquid chamber 1a). The connection between the flow channel cover 1021 and the housing 1022 includes, but is not limited to, adhesive bonding or threaded connection. The flow channel cover 1021 can cover the groove of the housing 1022, so that the space between the groove and the flow channel cover 1021 forms an inertial channel 1c. The flow channel cover 1021 has a through hole 10211 that extends along the thickness direction of the flow channel cover 1021 at the position opposite to the decoupling membrane 1023. The shape, number and size of the through hole 10211 can be set according to different needs. It should be noted that the through hole 10211 is opposite to the decoupling membrane 1023.

[0091] Combination Figure 6 as well as Figure 9 and Figure 10 In this paper, the through-hole 10211, the decoupling membrane 1023, and the through-hole 10223 form a decoupling membrane flow channel 1d. The decoupling membrane flow channel 1d connects the upper liquid chamber 1a and the lower liquid chamber 1b, and the decoupling membrane flow channel 1d is independent of the inertial channel 1c. In some embodiments, the damping fluid flows between the upper liquid chamber 1a and the lower liquid chamber 1b through the inertial channel 1c and the decoupling membrane flow channel 1d, generating nonlinear damping.

[0092] The working principle of the suspension will be explained in conjunction with the suspension structure disclosed in this application.

[0093] Specifically, when the suspension encounters large-amplitude excitation, the requirement for the suspension is that it "must support the engine and allow for minimal engine deformation." In this case, the suspension should possess high stiffness. Specifically, the decoupling membrane 1023 blocks the decoupling membrane flow channel 1d, forcing the damping fluid to flow only through the inertial channel 1c. During the process of filling the hydraulic module 12 with damping fluid, the damping fluid flows into the upper chamber 1a and lower chamber 1b through the inertial channel 1c and the connecting hole 10212. Specifically, during the flow of the damping fluid, the movement of the counterweight 1025 can be limited by the limiting spring 1024 to prevent the counterweight 1025 from blocking the end of the inertial channel 1c, i.e., blocking the connecting hole 10212, thus preventing the damping fluid from being filled. Furthermore, when the suspension encounters a large amplitude excitation, the counterweight 1025 moves in the inertial channel 1c with the flow of damping fluid, thereby the limiting spring 1024 can provide damping force for the movement of the counterweight 1025 and prevent the counterweight 1025 from blocking the inertial channel 1c.

[0094] The damping force provided by the damping fluid, the counterweight 1025, and the limiting spring 1024 gives the suspension a large damping force.

[0095] When the suspension is subjected to high-frequency, low-amplitude excitation, the engine itself deforms and sways little, so the engine's support is less needed. At this time, the suspension has low stiffness and can weaken the vibration through its own elastic deformation. The force of the liquid on the decoupling membrane 1023 is relatively small. The decoupling membrane 1023 is open, and the damping fluid can flow into the upper liquid chamber 1a and the lower liquid chamber 1b through the decoupling membrane flow channel 1d. That is, there will be no large flow of damping fluid through the inertial channel 1c, so that the suspension has a small damping force.

[0096] In summary, in this application, a portion of the damping fluid in the inertial channel 1c is replaced by a solid-liquid coupling material (including damping fluid, counterweight, and limiting spring). This increases the mass of the damping structure in the inertial channel 1c, increases the stiffness and peak damping of the suspension at low frequencies, and reduces the frequency at which the stiffness and peak damping are applied. This results in better vibration reduction performance when the suspension encounters low-frequency, large-amplitude excitation. When the suspension encounters small-amplitude excitation, there is no damping fluid flow in the inertial channel 1c, and the suspension exhibits the characteristics of high-frequency, low-damping, and low-stiffness characteristics.

[0097] The above has described the structure of the suspension in this application; the following, in conjunction with... Figure 11 The derivation of how increasing the weight of the damping structure in the inertial channel 1c improves the suspension vibration reduction effect is presented in this application. Among other things, Figure 11 This is a simplified model diagram of the suspension disclosed in this application.

[0098] Figure 11 k in r For the stiffness of the rubber main spring 11, c rLet A be the damping coefficient of the rubber in the rubber main spring 11, and let A be the contact area when the rubber main spring 11 applies pressure to the hydraulic module 12. The pressures of the upper liquid chamber 1a and the lower liquid chamber 1b are P1 and P2, respectively, and their stiffnesses are k1 and k2, respectively. The cross-sectional area of ​​the first segment of the inertial channel 1c is A. i The length of the first segment of inertial channel 1c is L. i The damping coefficient of the damping fluid is R. i The mass of the object in inertial channel 1c is I. i The displacement of the damping fluid in inertial channel 1c is x. i The mass of counterweight 1025 is m b , set I i-liquid When the inertial channel 1c of a traditional hydraulic suspension contains only damping fluid, the mass of the damping fluid is I. i-hybrid The mass of the solid-liquid coupling material in the suspended inertial channel 1c in this application.

[0099] Depend on Figure 11 According to the model, the flow balance equation for the upper liquid chamber 1a is:

[0100]

[0101] The flow balance equation for the lower liquid chamber 1b is:

[0102]

[0103] The momentum equation for inertial channel 1c:

[0104]

[0105] Let the density of the suspended damping fluid be ρ. l In traditional hydraulic suspension, the object within the inertial channel is damping fluid, i.e., the object's mass I... i The mass I of the damping fluid i-liquid And the mass of the damping fluid is:

[0106] I i-liquid =ρ l ·A i ·L i (4)

[0107] Let the mass of the counterweight 1025 be m. b The volume is V b Therefore, the object in the suspended inertial channel 1c in this application is a solid-liquid coupled object, that is, the object's mass I i The mass I of the solid-liquid coupling material i-liquid And the mass of the liquid coupling agent is:

[0108] I i-hybrid =ρ l ·(Ai L i -V b )+2m b (5)

[0109] Assuming that the inertial channel volume of a conventional hydraulic suspension is the same as that of the suspension in this application, and the density of the counterweight 1025 is much greater than that of the damping fluid:

[0110] ρ b >>ρ l (6)

[0111] Therefore, it can be seen that the mass suspended in the inertial channel 1c in this application is greater than the mass of a conventional hydraulic suspension in the inertial channel:

[0112] I i-hybrid >I i-liquid (7)

[0113] From formulas (3) and (7), it can be seen that increasing the mass I of the object in inertial channel 1c... i This can increase the damping force of the inertial channel, thereby improving the vibration reduction effect of the suspension.

[0114] The above formulas are pre-stored in Matlab, and a model is built. After modeling, the required parameters are input according to the needs for calculation. It can be concluded that the suspension in this application has greater stiffness and damping performance compared with traditional hydraulic suspension in the low frequency band.

[0115] Furthermore, combining the formula for the dynamic stiffness of the suspension, where F2 is the reaction force of the upper suspension on the lower suspension when the suspension is subjected to vibration, and X is the distance the lower suspension moves:

[0116]

[0117] The dimensions of the first segment of the inertial channel 1c and the mass range of the counterweight 1025 in this application are calculated using formula (8) to ensure that the suspension in this application has a good vibration reduction effect:

[0118] Specifically, in order to reduce the transmission of resonance caused by suspension modes to the powertrain, the suspension in this application needs to have good vibration damping performance at around 10Hz to 14Hz. This requires that the cross-sectional area A of the first segment of the inertial channel 1c in this application be large. i In conjunction with the mass design of the counterweight 1025, the frequency of the suspension damping angle is designed to fall within the range of 10Hz to 14Hz. Using formula (8), the cross-sectional area of ​​the first segment of the suspension inertial channel 1c in this application is calculated to be 23mm². 2 The dynamic stiffness of counterweight 1025 when its mass is 1g; the cross-sectional area of ​​the first section of inertial channel 1c is 26mm². 2The dynamic stiffness of counterweight 1025 when its mass is 1g; the cross-sectional area of ​​the first section of inertial channel 1c is 23mm². 2 The dynamic stiffness of counterweight 1025 with a mass of 1.5g was used to compare the influence of the mass of counterweight 1025 and the cross-sectional area of ​​the first segment of the inertial channel 1c on the dynamic stiffness and damping angle of the suspension in this application. The results are as follows: Figure 12 and Figure 13 As shown, where, Figure 12 The diagram shows the influence of the mass of counterweight 1025 and the cross-sectional area of ​​the first segment of the inertial channel on the suspension dynamic stiffness in this application. Figure 13 This diagram illustrates the influence of the mass of counterweight 1025 and the cross-sectional area of ​​the first segment of the inertia channel on the suspension damping angle in this application. It should be noted that... Figure 12 and Figure 13 The steel ball in the formula is the counterweight 1025. For the parameters in formula (8), please refer to the explanation of the parameters above.

[0119] See Figure 12 and Figure 13 It can be seen that when the cross-sectional area of ​​the first segment of the inertial channel 1c remains unchanged, increasing the mass of the counterweight 1025 will increase the dynamic stiffness of the suspension but decrease the damping frequency (horizontal axis) accordingly. If only the cross-sectional area of ​​the inertial channel 1c is increased, the damping frequency can be improved.

[0120] Combination Figure 14 As shown, in practice, the gap between the counterweight 1025 and the inertial channel 1c needs to be controlled within a reasonable range, where D 1c D is the diameter of the first segment of inertial channel 1c. 1025 The diameter of the counterweight 1025 (which can be understood as a steel ball) should be specified. It should be noted that the diameter of the counterweight 1025 in this application should meet the following requirements:

[0121] 95% D 1c ≥D 1025 ≥50%D 1c .

[0122] Excessive clearance increases the likelihood of the counterweight 1025 impacting vertically within the inertia channel 1c during operation, causing abnormal noise. Insufficient clearance causes the counterweight 1025 to block the inertia channel 1c, preventing the lower chamber 1b of the hydraulic module 12 from functioning and hindering the flow of fluid in the upper chamber 1a. Consequently, the hydraulic module 12 loses its proper function, and the suspension stiffness increases.

[0123] In addition, combined Figure 15 The relationship between the cross-sectional area of ​​the first segment of the inertial channel 1c and the area of ​​the decoupling membrane 1023 is explained.

[0124] Since the dimensions of the inertial channel 1c determine the vibration damping performance of the suspension at low frequencies, and the dimensions of the decoupling membrane 1023 affect the high-frequency hardening of the suspension, it is not advisable to design the size of the decoupling membrane 1023 too small in order to excessively increase the size of the inertial channel 1c within the limited area of ​​the flow channel. For example, the cross-sectional area W of the first segment of the inertial channel 1c 1c The width W of the decoupling membrane 1023 1023 satisfy:

[0125]

[0126] The length L of the inertial channel 1c along the first direction 1c The length L of the decoupling membrane 1023 along the first direction 1023 satisfy:

[0127] L 1c ≥L 1023 ≥0.25L 1c .

[0128] Based on the above analysis, it can be seen that the suspension disclosed in this application, by changing the type and mass of the damping structure in the inertial channel 1c, makes the suspension have greater stiffness and damping effect under low-frequency excitation, which can better attenuate the problem of vehicle body transmitting vibration to the powertrain due to uneven road surface during vehicle driving, thereby improving the driving comfort of the vehicle.

[0129] In addition, this application also discloses a vehicle including a suspension, wherein the suspension is the suspension disclosed in the above embodiments. Therefore, the vehicle with the suspension also has all the above-mentioned technical effects, which will not be repeated here.

[0130] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0131] The above description of the disclosed embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A hydraulic module for vehicle suspension, characterized in that, include: A flow channel cover plate, the flow channel cover plate having a through hole and a through hole extending along the thickness direction; The housing has a groove and a decoupling area, the decoupling area has a through hole extending along the thickness direction, the flow channel cover is sealed to the upper surface of the housing, the housing and the groove form an inertial channel, the inertial channel communicates with the connecting hole, and the through hole communicates with the guiding hole; A counterweight is disposed within the groove and is movable along the groove; A decoupling membrane is attached to the decoupling area of ​​the housing, and the decoupling membrane, the through hole, and the through hole form a decoupling membrane flow channel; The bottom shell is sealed to the lower surface of the housing. The bottom shell has a lower liquid chamber that is connected to both the decoupling membrane flow channel and the inertial channel.

2. The hydraulic module according to claim 1, characterized in that, Also includes: A limiting spring is disposed in the groove and is used to limit the movement of the counterweight. The limiting spring restricts the counterweight from moving to a position in the groove close to the communicating hole.

3. The hydraulic module according to claim 2, characterized in that, The groove is a U-shaped groove, and the U-shaped groove includes a first section, and a second section and a third section distributed on both sides of the first section. The first section extends along a first direction and has a liquid filling hole. The limiting spring restricts the movement of the counterweight within the first segment.

4. The hydraulic module according to claim 3, characterized in that, There are two limiting springs, one of which is fixed at the connection between the first segment and the second segment, and the other is fixed at the connection between the first segment and the third segment; The connection points between the first and second segments, as well as between the first and third segments, are chamfered to prevent the counterweight from colliding.

5. The hydraulic module according to claim 3, characterized in that, The diameter of the first segment is D 1c The counterweight is a spherical component with a diameter of D. 1025 And the diameter of the counterweight and the diameter of the first segment satisfy the following: 95%D 1c ≥D 1025 ≥50%D 1c 。 6. The hydraulic module according to claim 3, characterized in that, The cross-sectional area of ​​the first segment is W 1c The width of the decoupling membrane is W. 1023 And the cross-sectional area of ​​the first segment and the width of the decoupling membrane satisfy the following: The width direction of the decoupling membrane is perpendicular to the first direction.

7. The hydraulic module according to claim 6, characterized in that, The length of the first segment along the first direction is L 1c The length of the decoupling membrane along the first direction is L. 1023 And the length of the first segment along the first direction and the length of the decoupling membrane along the first direction satisfy the following: L 1c ≥L 1023 ≥0.25L 1c 。 8. A vehicle suspension, characterized in that, include: A hydraulic module and a rubber main spring connected to the hydraulic module, characterized in that the hydraulic module is the hydraulic module as described in any one of claims 1 to 7. Furthermore, the rubber main spring has an upper liquid chamber that is connected to both the decoupling membrane flow channel and the inertial channel of the hydraulic module.

9. The vehicle suspension according to claim 8, characterized in that, The rubber main spring includes: A rubber body for connection to the hydraulic module, and the rubber body having the upper liquid chamber; The main spring core and the main spring bracket are embedded within the rubber body and are used to support the rubber body.

10. The vehicle suspension according to claim 8 or 9, characterized in that, Also includes: The suspension housing, the rubber main spring and the hydraulic module are connected to form the suspension body, and the suspension housing connects the suspension body to the vehicle body; A suspension bracket, which is used to connect the suspension body to the vehicle's powertrain.

11. A vehicle, comprising a suspension, characterized in that, The suspension is the suspension as described in any one of claims 1 to 10.

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