Active electromagnetic suspension based on linear motor

Abstract

The utility model discloses an active electromagnetic suspension based on a linear motor, which relates to the technical field of electromagnetic suspensions and comprises an upper connecting assembly, a damping portion arranged at the lower end of the upper connecting assembly, a lower mounting support connected to the lower portion of the damping portion, a lower swing arm connected to the lower portion of the lower mounting support, and a knuckle connected to one end of the lower swing arm and an upper swing arm. The damping part comprises a linear motor, a spring tray is arranged outside the linear motor, and a spiral spring is arranged between the spring tray and the upper connecting assembly. According to the active electromagnetic suspension based on the linear motor, damping force active adjustment and output with large amplitude, wide range and high responsivity are achieved through the linear motor electromagnetic suspension, vibration energy of road bumping is effectively monitored and absorbed in real time, the adhesion degree of wheels and the road is guaranteed, and the service life of the wheels is prolonged. The riding comfort and the driving stability of the whole vehicle are greatly improved, and the technical problems that an existing passive type suspension, a semi-active type suspension and an active type suspension are narrow in vibration bandwidth and complex in control system logic are solved.

Description

Technical Field

[0001] The utility model relates to the technical field of electromagnetic suspension, in particular to an active electromagnetic suspension based on a linear motor. Background Art

[0002] There are many types of modern automobile suspension systems. According to different suspension actuator structure designs, the current mainstream suspensions are mainly hydraulic electronic suspension and airbag electronic suspension. According to the control method of the suspension, automobile suspension can be divided into passive, semi-active and fully active. Regardless of the type of suspension, their basic principles and design purposes are the same, that is, by providing stiffness and damping force to absorb and disperse the vibration and impact energy caused by uneven roads, to ensure good contact between the wheels and the ground, thereby improving the vehicle's ride comfort and driving stability.

[0003] Passive hydraulic suspension is currently the most widely used due to its simple structure and low cost. However, due to the fixed damping force and stiffness design, its shock absorption performance can only take into account road conditions within a certain frequency range. It has poor adaptability to the road surface and cannot cover most road scenarios.

[0004] Semi-active hydraulic suspension uses adjustable valve flow to adjust the damping force within a few milliseconds (which can be divided into segmented and continuous adjustment) based on real-time detection and control calculation of road condition changes, thereby controlling the vibration amplitude of the vehicle body within a certain range. Compared with passive hydraulic suspension, semi-active can provide a wider vibration frequency bandwidth, but the adjustable range of damping force is limited, and the stiffness is not adjustable, so the improvement effect is not obvious, and the cost is relatively high.

[0005] The fully active hydraulic suspension adjusts the shock absorber oil pressure through an external electric-driven hydraulic pump, which can be divided into an internal gear pump and an axial piston pump. Compared with the semi-active type, the fully active hydraulic suspension provides a wider damping force adjustment range and a faster response speed. At the same time, by adjusting the stiffness with the airbag spring, the adaptability of the vehicle suspension to different road vibration frequencies is improved. Since the fully active hydraulic suspension includes a series of components such as a hydraulic pump, hydraulic shock absorber, and airbag spring, the structure is complex, the mass is heavier, the space occupied is large, the cost and energy consumption are also higher, and the control of the stiffness and damping force adjustment is more complex. At the same time, the airbag spring is made of rubber material. As the working time increases and the harsh working conditions increase, there is a problem of rubber aging and leakage, the service life is short, and the durability is not ideal.

[0006] Fully active airbag suspension is the same as semi-active hydraulic suspension. It usually uses an adjustable valve to control the flow of oil during the suspension movement to achieve damping force adjustment, and the stiffness is adjusted by the maximum amount of the airbag spring. The damping force can also be adjusted by an external electric drive hydraulic pump. With the airbag spring, the fully active airbag suspension and the fully active hydraulic suspension can be regarded as the same product. The basic principles and advantages and disadvantages of the two are the same.

[0007] Therefore, our technical department has developed an active electromagnetic suspension based on linear motors to solve the technical problems of existing passive, semi-active and active suspensions, such as narrow vibration frequency band, complex control system logic, complex structural design and poor adaptability to road conditions. Utility Model Content

[0008] The purpose of the utility model is to solve the above problems and provide an active electromagnetic suspension based on a linear motor, which can realize active adjustment and output of damping force with large amplitude, wide range and high responsiveness through the linear motor electromagnetic suspension, effectively monitor and absorb the vibration energy of road bumps in real time, ensure the adhesion between the wheels and the road surface, greatly improve the ride comfort and driving stability of the whole vehicle, and solve the technical problems of narrow vibration frequency band, complex control system logic, complex structural design and poor adaptability to road conditions in existing passive, semi-active and active suspensions.

[0009] In order to achieve the above purpose, the technical solution adopted by the utility model is:

[0010] An active electromagnetic suspension based on a linear motor comprises an upper connecting assembly, a shock absorbing part is arranged at the lower end of the upper connecting assembly, the lower part of the shock absorbing part is connected to a lower mounting bracket, the lower part of the lower mounting bracket is connected to a lower swing arm, a steering knuckle connected to one end of the lower swing arm is connected to the upper swing arm, the shock absorbing part comprises a linear motor, a spring tray is arranged outside the linear motor, and a coil spring is arranged between the spring tray and the upper connecting assembly.

[0011] As a further improvement of the above solution, a stabilizer bar bracket is arranged outside the shock absorbing part, and a mounting hole is arranged on the stabilizer bar bracket.

[0012] As a further improvement of the above solution, the lower end portion of the first connecting rod arranged outside the shock absorbing part is connected to the stabilizing rod.

[0013] As a further improvement of the above solution, the spring tray is sleeved on the outside of the linear motor, and the spring tray supports the lower end of the coil spring.

[0014] As a further improvement of the above solution, the coil spring is arranged outside the second connecting rod in the linear motor, and the top of the coil spring contacts and presses the buffer top glue on the lower surface of the upper connecting assembly.

[0015] As a further improvement of the above solution, the buffer top rubber is a round block structure made of high-rigidity rubber blocks.

[0016] As a further improvement of the above solution, a position sensor is arranged below the steering knuckle and above the lower bending arm. The position sensor is electrically connected to the MCU controller. The controller MCU receives signal feedback from the electromagnetic suspension position sensor and the acceleration sensor, calculates the damping force requirement, and sends the requirement signal to the motor driver MD. The motor driver MD sends a current signal to the linear motor, thereby outputting a damping force to absorb road vibration energy.

[0017] As a further improvement of the above solution, a cooling mechanism is provided below the shock absorbing part, and the cooling mechanism includes a cooling pump and a coolant tank.

[0018] Compared with the prior art, the beneficial effects of the utility model are: through the linear motor electromagnetic suspension, it can realize large-amplitude, wide-range, and high-responsiveness active adjustment and output of damping force, effectively monitor and absorb the vibration energy of road bumps in real time, ensure the adhesion between the wheels and the road surface, greatly improve the ride comfort and driving stability of the whole vehicle, and solve the technical problems of existing passive, semi-active and active suspensions such as narrow vibration frequency band, complex control system logic, complex structural design, and poor adaptability to road conditions. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 It is a schematic diagram of the three-dimensional structure of the utility model.

[0020] Figure 2 It is a schematic diagram of the three-dimensional structure of the utility model from another viewing angle.

[0021] Figure 3 It is a schematic diagram of the structure of the utility model from top view.

[0022] Figure 4 It is a schematic diagram of the cross-sectional structure of the shock absorbing part of the utility model.

[0023] Figure 5 This is a schematic diagram of the cross-sectional structure of the buffer top glue position advantage of the utility model.

[0024] Figure 6 This is a logic control block diagram of the position sensor and MCU controller of the utility model.

[0025] The text markings in the figure are as follows: 1. upper swing arm; 2. shock absorber; 3. steering knuckle; 4. first connecting rod; 5. lower swing arm; 6. stabilizer bar; 7. lower mounting bracket; 8. stabilizer bar bracket; 9. upper connecting assembly; 10. lower bending arm; 11. position sensor; 12. cooling mechanism; 201. coil spring; 202. spring tray; 203. linear motor; 204. second connecting rod; 205. buffer top glue. DETAILED DESCRIPTION

[0026] In order to enable those skilled in the art to better understand the technical solution, the utility model is described in detail below in conjunction with embodiments. The description in this section is only exemplary and explanatory and should not have any limiting effect on the protection scope of the utility model.

[0027] like Figure 1-6 As shown, the specific scheme of this embodiment is: an active electromagnetic suspension based on a linear motor, including an upper connecting assembly 9, a shock absorbing part 2 is arranged at the lower end of the upper connecting assembly 9, the lower part of the shock absorbing part 2 is connected to the lower mounting bracket 7, the lower part of the lower mounting bracket 7 is connected to the lower swing arm 5, the steering knuckle 3 connected to one end of the lower swing arm 5 is connected to the upper swing arm 1, the shock absorbing part 2 includes a linear motor 203, a spring tray 202 is arranged outside the linear motor 203, and a coil spring 201 is arranged between the spring tray 202 and the upper connecting assembly 9.

[0028] Specifically, the present application adopts an integrated structural design of a linear motor electromagnetic suspension, in which the linear motor 203 is an actuator, and the installation method is consistent with that of passive, semi-active and active suspensions. It is installed by connecting with the frame suspension tower top and the swing arm. A high-strength connecting rod is designed inside the linear motor 203, and the connecting rod is composed of a magnetic shaft. The connecting rod is installed and fixed with the buffer top glue 205 through the upper end thread of the connecting rod. The buffer top glue 205 is designed as a high-rigidity rubber block. When the connecting rod is connected and fixed with the buffer top glue 205, the buffer top glue 205 will compress the coil spring 201 downward, apply pre-pressure to the coil spring 201, and cause the coil spring 201 to deform between the buffer top glue 205 and the spring tray 202. The buffer top glue 205 has an installation threaded hole, which is connected to the vehicle suspension tower top through a nut to complete the connection between the linear motor electromagnetic suspension as a whole and the suspension tower top.

[0029] During vehicle driving, the wheel will be lifted when passing through a raised road surface, and at the same time drive the linear motor electromagnetic suspension to move, causing the coil spring 201 to be compressed. During the compression process, the coil spring 201 converts the road impact energy into compression potential energy. When the wheel passes the highest point of the raised road surface and begins to descend, the coil spring 201 performs a pulling movement to release the compression potential energy. The linear motor 203 actively applies a damping force to disperse and consume the road impact energy in real time, thereby achieving a shock absorption effect.

[0030] When the vehicle passes through a bumpy road, the suspension height position and acceleration change information are collected by the position sensor 11 and the acceleration sensor. The motor controller MCU receives the signal feedback from the electromagnetic suspension position sensor 11 and the acceleration sensor, calculates the corresponding damping force demand based on the built-in Skyhook ceiling damping control algorithm, and sends the demand signal to the motor driver MD. The motor driver MD sends the corresponding current signal to the linear motor 203, outputs the appropriate damping force to absorb the road vibration energy, and the sensor signal and the control signal are transmitted through the high-speed CAN bus. The signal transmission and execution are completed within a few milliseconds, thereby realizing the real-time monitoring and response of the electromagnetic suspension to the road conditions.

[0031] like Figure 1 As shown, as a preferred embodiment of the above embodiment, a stabilizer bar bracket 8 is provided outside the shock absorbing part 2, and a mounting hole is provided on the stabilizer bar bracket 8.

[0032] Specifically, the outer portion of the linear motor 203 is designed with a lower mounting bracket 7 and a spring tray 202, the lower mounting bracket 7 is connected to the automobile swing arm bushing, and the spring tray 202 is used to place and carry the coil spring 201. The lower mounting bracket 7 is provided with an anti-roll bar mounting hole for mounting the suspension anti-roll bar.

[0033] like Figure 1 As shown, as a preferred embodiment of the above embodiment, the lower end of the first connecting rod 4 arranged outside the shock absorbing part 2 is connected to the stabilizing rod 6 .

[0034] like Figure 1 As shown, as a preferred embodiment of the above embodiment, the spring tray 202 is sleeved on the outside of the linear motor 203, and the spring tray 202 supports the lower end of the coil spring 201.

[0035] Specifically, the spring tray 202 is used to place and carry the coil spring 201. The bottom mounting bracket is provided with an anti-roll bar mounting hole for mounting the suspension anti-roll bar.

[0036] like Figure 1 As shown, as a preferred embodiment of the above embodiment, the coil spring 201 is arranged outside the second connecting rod 204 in the linear motor 203, and the top of the coil spring 201 contacts the buffer top glue 205 on the lower surface of the upper connecting assembly 9.

[0037] Specifically, a high-strength connecting rod is designed inside the linear motor 203. The connecting rod is composed of a magnetic shaft and is installed and fixed to the buffer top glue 205 through the thread on the upper end of the connecting rod. The buffer top glue 205 is designed to have a high-rigidity rubber block.

[0038] like Figure 1 As shown, as a preferred embodiment of the above embodiment, the buffer top rubber 205 is a round block structure made of a high-rigidity rubber block.

[0039] like Figure 1 As shown, as a preferred embodiment of the above embodiment, a position sensor 11 is arranged below the steering knuckle 3 and above the lower bending arm 10, and the position sensor 11 is electrically connected to the MCU controller. The controller MCU receives the signal feedback of the electromagnetic suspension position sensor 11 and the acceleration sensor, calculates the damping force demand, and sends the demand signal to the motor driver MD. The motor driver MD sends a current signal to the linear motor 203, thereby outputting the damping force to absorb the vibration energy of the road surface.

[0040] like Figure 1 As shown, as a preferred embodiment of the above embodiment, a cooling mechanism 12 is provided below the shock absorbing part 2, and the cooling mechanism 12 includes a cooling pump and a coolant tank.

[0041] The specific working principle of this utility model:

[0042] When the vehicle passes through a bumpy road, the suspension height position and acceleration change information are collected by the position sensor 11 and the acceleration sensor. The motor controller MCU receives the signal feedback from the electromagnetic suspension position sensor 11 and the acceleration sensor, calculates the corresponding damping force demand based on the built-in Skyhook ceiling damping control algorithm, and sends the demand signal to the motor driver MD. The motor driver MD sends the corresponding current signal to the linear motor 203, outputs the appropriate damping force to absorb the road vibration energy, and the sensor signal and the control signal are transmitted through the high-speed CAN bus. The signal transmission and execution are completed within a few milliseconds, thereby realizing the real-time monitoring and response of the electromagnetic suspension to the road conditions.

[0043] It should be noted that, in this article, the terms include, contain or any other variant thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. Specific examples are used in this article to illustrate the principle and implementation of the technical solution of the utility model. The above examples are only used to help understand the method and core idea of ​​the utility model. The above are only preferred implementations of the utility model. It should be pointed out that due to the limitations of textual expression and the objective existence of infinite specific structures, for ordinary technicians in this technical field, without departing from the principle of the utility model, several improvements, modifications or changes can be made, and the above technical features can also be combined in an appropriate manner; these improvements, modifications, changes or combinations, or the direct application of the concept and technical solution of the utility model to other occasions without improvement, should be regarded as the protection scope of the utility model.

Claims

1. An active electromagnetic suspension based on a linear motor, characterized in that: The invention comprises an upper connection assembly (9), a shock absorbing part (2) is arranged at the lower end of the upper connection assembly (9), the lower part of the shock absorbing part (2) is connected to a lower mounting bracket (7), the lower part of the lower mounting bracket (7) is connected to a lower swing arm (5), a steering knuckle (3) connected to one end of the lower swing arm (5) is connected to the upper swing arm (1), the shock absorbing part (2) comprises a linear motor (203), a spring tray (202) is arranged outside the linear motor (203), and a coil spring (201) is arranged between the spring tray (202) and the upper connection assembly (9).

2. The active electromagnetic suspension based on a linear motor according to claim 1, characterized in that: A stabilizing rod bracket (8) is arranged outside the shock absorbing part (2), and a mounting hole is arranged on the stabilizing rod bracket (8).

3. The active electromagnetic suspension based on a linear motor according to claim 1, characterized in that: The lower end of a first connecting rod (4) arranged outside the shock absorbing part (2) is connected to a stabilizing rod (6).

4. The active electromagnetic suspension based on a linear motor according to claim 1, characterized in that: The spring tray (202) is sleeved on the outside of the linear motor (203), and the spring tray (202) supports the lower end of the coil spring (201).

5. The active electromagnetic suspension based on a linear motor according to claim 1, characterized in that: The coil spring (201) is arranged outside the second connecting rod (204) in the linear motor (203), and the top of the coil spring (201) contacts and presses the buffer top glue (205) on the lower surface of the upper connecting assembly (9).

6. The active electromagnetic suspension based on a linear motor according to claim 5, characterized in that: The buffer top rubber (205) is a round block structure made of a high-rigidity rubber block.

7. The active electromagnetic suspension based on a linear motor according to claim 1, characterized in that: A position sensor (11) is arranged below the steering knuckle (3) and above the lower bending arm (10); the position sensor (11) is electrically connected to an MCU controller; the controller MCU receives signal feedback from the electromagnetic suspension position sensor (11) and the acceleration sensor, calculates a damping force requirement, and sends the requirement signal to the motor driver MD; the motor driver MD sends a current signal to the linear motor (203), thereby outputting a damping force to absorb road vibration energy.

8. The active electromagnetic suspension based on a linear motor according to claim 1, characterized in that: A cooling mechanism (12) is provided below the shock absorbing part (2), and the cooling mechanism (12) comprises a cooling pump and a cooling liquid tank.

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