Infrared load and riding induction device for electric vehicle

Abstract

The utility model relates to an infrared type loading and riding induction device for an electric vehicle, which is assembled on a vehicle body shock absorber and used for measuring the axial displacement of a piston rod of the shock absorber, the shock absorber comprises an upper support, a lower support, an outer cylinder, the piston rod and a spring, and the induction device comprises a sensor which is fixedly arranged on the shock absorber and a reflection area and is arranged opposite to the sensor; light is reflected between the reflection area and the sensor to form a transmitting-receiving path, the deformation quantity of the shock absorber is reflected as the length variable of the transmitting-receiving path, and the relative position between any one of the sensor and the reflection area and the vehicle is kept constant. The structure of an original shock absorber is not changed, and the shock absorber and the shock absorber are assembled on the whole vehicle, so that the whole vehicle is slightly changed. Non-contact infrared induction distance measurement is used, consumables are not used, the service life is longer, and whether the vehicle is loaded or not can be effectively judged.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicle sensing and measurement, in particular to an infrared load-carrying and riding sensing device for electric vehicles. Background Art

[0002] As more and more two-wheeled vehicles are on the road, safety issues have been taken seriously by the majority of users. Sometimes, before the user gets on the vehicle, he or she will accidentally turn the speed knob, causing the vehicle to fly out of control. Sometimes, the speed knob is scratched by foreign objects, causing the vehicle to fly out of control. However, at this time, the user obviously has no intention of riding, so a user behavior judgment device is needed to solve this problem.

[0003] At the same time, there are many algorithms for estimating remaining mileage in the industry. The power consumption and remaining mileage of electric vehicles are closely related to the load capacity. The remaining mileage of a load of 100KG and a load of 200KG is definitely different. The remaining mileage of a vehicle with one person and two people is definitely different. Currently, the industry lacks algorithms and devices for estimating load capacity. Utility Model Content

[0004] In view of the shortcomings of the above-mentioned existing production technology, the applicant provides a rationally structured infrared load and riding sensing device for electric vehicles, which uses infrared reflection to accurately measure the deformation of the shock absorber spring and convert it into the load on the seat.

[0005] The technical solution adopted by the utility model is as follows:

[0006] An infrared load and ride sensing device for electric vehicles is mounted on the vehicle body shock absorber and is used to measure the axial displacement of the shock absorber piston rod. The shock absorber includes an upper support, a lower support, an outer cylinder, a piston rod and a spring.

[0007] The sensing device is located between the piston rod and the spring, and includes a sensor and a reflection area installed opposite to the sensor. The sensor and the reflection area are located in the space limited by the upper support and the outer cylinder of the shock absorber.

[0008] The relative position between the sensor, any one of the reflection areas and the shock absorber remains constant; the change in the distance between the sensor and the reflection area reflects the deformation of the shock absorber; the deformation of the shock absorber reflects the change in vehicle body load.

[0009] As a further improvement of the above technical solution:

[0010] The output voltage range requirement of the sensor is: within the distance variation range of the transmit-receive path, the output voltage of the sensor changes monotonically.

[0011] The output voltage curve of the sensor is a monotonically rising curve.

[0012] Sensors and reflective areas are arranged in an annular array around the piston rod.

[0013] The sensor and the reflection area are arranged in the space surrounded by the spring.

[0014] The sensor adopts a light sensor with a built-in light-emitting tube and a receiving tube; a reflective area is correspondingly set directly below the sensor.

[0015] A mounting cavity and a supporting plate are sequentially stacked on one side of the upper support facing the spring; the sensor is located in the mounting cavity, and the reflection area is located on the end surface of the outer cylinder.

[0016] The upper support surface is grooved on one side of the spring, and the mounting cavity is embedded in the groove; the sensor is embedded in the mounting cavity, and the wiring harness of the sensor is led out of the mounting cavity.

[0017] A mounting plate is welded to the mounting cavity, a PCB circuit board is placed and fixed on the mounting plate, the circuit board is at the bottom of the mounting plate, the sensor on the circuit board is directly opposite to the infrared light-transmitting hole, and a wiring harness is led out through the hole of the mounting cavity to be connected with an external computer.

[0018] The shock absorber outer shell is provided with a dust cover, and two ends of the dust cover are respectively fitted with the upper support and the lower support.

[0019] The beneficial effects of the utility model are as follows:

[0020] The utility model has a compact and reasonable structure, is easy to operate, and is designed to adapt to the shock absorbing structure and can be installed in the spring coil of the shock absorber. It is convenient to install it on the shock absorber without changing the original shock absorber structure. Its manufacturing process can be designed independently and finally assembled on the whole vehicle together with the shock absorber, with little change to the whole vehicle.

[0021] The sensing device of the utility model uses non-contact infrared sensing distance measurement, has no consumables, will not wear out, and has a longer service life; by sensing the distance of the reflection plate, the expansion and contraction force of the shock absorber is indirectly calculated, thereby indirectly judging the load capacity.

[0022] This sensing structure can effectively determine whether there is someone sitting in the vehicle and roughly estimate the load, preventing the vehicle from mistakenly triggering other functions when there is no load, thus avoiding safety hazards. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 The figure is a schematic diagram of the installation of the infrared sensor structure on the shock absorber of the utility model.

[0024] Figure 2 This is a schematic diagram of the infrared sensor circuit principle of the utility model.

[0025] Figure 3 This is a relationship diagram between the output voltage of the infrared sensor of the utility model and the downward displacement of the piston rod.

[0026] Figure 4 It is a schematic diagram of the upper support bottom surface structure of the shock absorber of the utility model.

[0027] Figure 5 It is a top view of the spring support plate structure of the utility model.

[0028] Figure 6 It is a top view schematic diagram of the sensor installation cavity of the present utility model.

[0029] Among them: 1. Upper support; 2. Lower support; 3. Piston rod; 4. Outer cylinder; 5. Spring; 6. Sensor; 7. Reflection area; 8. Infrared light transmission hole; 9. Dust cover; 10. Limiting groove;

[0030] 101, mounting cavity; 102, support plate; 103, mounting plate;

[0031] 601. Wire harness; 602. Circuit board. DETAILED DESCRIPTION

[0032] The specific implementation of the present utility model is described below in conjunction with the accompanying drawings.

[0033] like Figure 1-Figure 6 As shown, the infrared load and riding sensing device for electric vehicles of this embodiment is mounted on the vehicle body shock absorber and is used to measure the axial displacement of the shock absorber piston rod 3. The shock absorber includes an upper support 1, a lower support 2, an outer tube 4, a piston rod 3 and a spring 5.

[0034] The sensing device is located between the piston rod 3 and the spring 5, including a sensor 6 and a reflection area 7 installed opposite to the sensor 6. The sensor 6 and the reflection area 7 are located in the space limited by the upper support 1 and the outer tube 4 of the shock absorber.

[0035] The relative position between the sensor 6, any one of the reflection area 7 and the shock absorber remains constant; the change in the distance between the sensor 6 and the reflection area 7 reflects the deformation of the shock absorber; the deformation of the shock absorber reflects the change in the vehicle body load.

[0036] The output voltage range requirement of the sensor 6 is: within the distance variation range of the transmission-reception path, the output voltage of the sensor 6 changes monotonically.

[0037] The output voltage curve of the sensor 6 is a monotonically rising curve.

[0038] The sensors 6 and the reflection areas 7 are arranged in an annular array on the circumference of the piston rod 3 .

[0039] The sensor 6 and the reflective area 7 are arranged in the space surrounded by the spring 5 .

[0040] The sensor 6 is a light sensor 6 with a built-in light-emitting tube and a receiving tube; a reflective area 7 is correspondingly arranged directly below the sensor 6 .

[0041] A mounting cavity 101 and a support plate 102 are sequentially stacked on one side of the upper support 1 facing the spring 5 ; the sensor 6 is located in the mounting cavity 101 , and the reflection area 7 is located on the end surface of the outer tube 4 .

[0042] The upper support 1 is grooved on the side facing the spring 5 , and the mounting cavity 101 is embedded in the groove; the sensor 6 is embedded in the mounting cavity 101 , and the wiring harness 601 of the sensor 6 is led out of the mounting cavity 101 .

[0043] The mounting cavity 101 is welded with a mounting plate 103, on which a PCB circuit board 602 is placed and fixed. The circuit board 602 is at the bottom of the mounting plate 103, and the sensor 6 on the circuit board 602 is opposite to the infrared light-transmitting hole 8, and the wiring harness 601 is led out through the hole of the mounting cavity 101 to be connected to an external computer.

[0044] The shock absorber outer shell is provided with a dust cover 9, and the two ends of the dust cover 9 are respectively matched with the upper support 1 and the lower support 2.

[0045] The specific structure, design ideas and working principle of the utility model are as follows:

[0046] When the vehicle is not loaded, the compression amount of the shock absorber spring 5 of the electric vehicle is small. As the load increases, the compression amount of the spring 5 will also increase. By judging the compression amount of the spring 5, the load of the vehicle can be indirectly judged.

[0047] The load of the vehicle is positively correlated with the deformation of the spring 5, and the deformation of the spring 5 is closely related to the stroke of the piston rod 3 in the shock absorber. The shock absorber has two structures: normal installation and inverted installation. This article illustrates the normal installation. The design of this article can also be applied to the inverted shock absorber.

[0048] like Figure 1 As shown, it is a schematic diagram of the structure of the sensor 6 mounted on the shock absorber. The sensor 6 adopts an infrared sensor 6. The basic principle of the distance measurement of the infrared sensor 6 is: the infrared light-emitting tube of the infrared transmitting circuit emits infrared light, which is reflected by the reflection area 7, and then the photosensitive receiving tube of the infrared receiving circuit receives the reflected light of the object in front. The reflector can be any material, but the reflectivity of different materials is different. The material of the shock absorber outer tube 4 is metal, and the reflectivity exceeds 70%. Some metal reflectivity can reach more than 95%. The reflectivity of the metal is fixed, and the distance of the reflector can be judged according to the intensity of the reflected light. Because the light intensity received by the photosensitive receiving tube changes with the distance of the reflecting object, the reflected light is strong when the distance is close, and the reflected light is weak when the distance is far.

[0049] The relationship between the output voltage of the infrared sensor 6 and the reflection distance is not monotonically linear, but usually has two stages, one stage monotonically rising and the other stage monotonically falling. In practical applications, we can choose a suitable range so that the output voltage of the infrared sensor 6 changes monotonically within the range of the reflector distance, which is convenient for calculation. The suitable range is determined by the installation height and the maximum stroke of the shock absorber piston rod 3.

[0050] like Figure 3 As shown, the downward movement of the piston rod 3 will shorten the distance between the reflector plates, thereby increasing the voltage output by the infrared sensor 6. Since the movable range of the piston rod 3 is small, the output curve is a monotonically rising curve.

[0051] As an alternative implementation, the reflective plate is not necessary. If the material of the shock absorber outer tube 4 itself has a high reflectivity, there is no need to place a reflective plate separately.

[0052] The maximum output voltage of the infrared sensor 6 is V, V=F(L), L is the vertical distance between the reflector and the sensor 6, △V=△F(L)=F(L2)-F(L1), where △V is the voltage change, L2 is the distance after the change, and L1 is the distance before the change. The change in distance can be indirectly measured by measuring the change in the output voltage of the sensor 6.

[0053] Based on V to find L, the function can be expressed as: L=F(V), △L=△F(V)=F(V2)-F(V1), M=F(△L), where M is equal to the load, M=F(△L) function needs to be calibrated in the laboratory; the tabular method can be used for calibration, and finally the continuous function relationship is represented by tabular scatter points.

[0054] When the M value needs to be obtained, the closest M value can be found based on the △L value using the table lookup method.

[0055] L=F(V) can be obtained using a high-order polynomial fitting method. Assume L=F(V)=aV3+bV2+cV+d. The values ​​of constants a, b, c, and d can be obtained through four sets of measured values ​​of L and V.

[0056] In actual application, the functions are calculated in advance in a laboratory environment. When riding, the computer substitutes the output value of sensor 6 into the known formula to obtain the distance of the reflector. The load capacity of the electric vehicle can be calculated by combining the change in the distance of the reflector with the table lookup method.

[0057] Based on the above theory, the following sensing detection structure is designed.

[0058] like Figure 4The figure shows the bottom surface of the upper support 1 of the shock absorber. This part is made of metal, and steel or iron can be used. There is a spring 5 limit plate on the outer periphery of the back, which is used to limit the lower spring 5; the inner circle of the front is provided with a circular limit groove 10, which is used to limit and fix the sensor 6 installation cavity 101.

[0059] like Figure 6 As shown in FIG. 1 , it is a top view of the sensor 6 mounting cavity 101. This part is made of metal, such as steel or iron. The mounting cavity 101 is welded with a mounting plate 103, on which a PCB circuit board 602 is placed and fixed. The circuit board 602 is at the bottom of the mounting plate 103, and the sensor 6 on the circuit board 602 is facing the infrared light transmission hole 8, as shown in FIG. Figure 5 As shown, the infrared light transmission hole 8 is located on the support plate 102; and the wiring harness 601 is led out through the hole of the installation cavity 101 and connected to an external computer.

[0060] like Figure 5 The figure shows a top view of the spring 5 support plate 102. This part is made of metal, and steel or iron can be used. The top surface of the spring 5 support plate 102 has a circular limit groove 10, which is used to limit and fix the sensor 6 installation cavity 101. The bottom surface is provided with a piston rod 3 limit groove, which is used to limit the shock absorber piston rod 3. The internal opening allows infrared emission light and reflected light to pass through.

[0061] The following is a detailed description of the installation method of this device.

[0062] like Figure 1 As shown, the sensor 6 installation cavity 101 and the spring 5 support plate 102 are designed. The sensor 6 installation cavity 101 is a cylindrical cavity with a cavity inside for placing the sensor 6. The material thereof is metal material, such as common iron and steel.

[0063] A fixing device is provided in the sensor 6 installation cavity 101 for fixing the sensor 6. An outer wall of the sensor 6 installation cavity 101 is provided with a hole for leading out the sensor 6 wiring harness 601.

[0064] The sensor 6 is first fixedly installed in the cavity, and then the wiring harness 601 is led out.

[0065] The spring 5 support plate 102 is also made of metal and is a circular flat plate welded to the mounting cavity 101. Its main function is to support the shock absorber spring 5 and the piston rod 3. A circular groove is provided at the center of the spring 5 support plate 102 to cooperate with the piston rod 3 and play a role in limiting and fixing.

[0066] The support plate 102 has holes to allow incident light and reflected light to pass through. The shock absorber is covered with a dust cover, the upper part of which is designed to be tightened and fits tightly with the sensor 6 installation cavity 101, and the lower part of which is also designed to be tightened and fits tightly with the shock absorber lower support 2; or a fitting device is provided, and a hole is required on the outside of the dust cover to lead out the wiring harness 601.

[0067] The installation sequence of the shock absorber is: first install the outer tube 4, the piston rod 3, the spring 5, the spring 5 support plate 102, the sensor 6 installation cavity 101, the sensor 6, then tighten the bottom of the dust cover 9, lead the sensor 6 wire harness 601 out of the dust cover, and finally fit the sensor 6 installation cavity 101 with the center of the shock absorber upper support 1, and finally tighten the top of the dust cover, seal the dust cover wire outlet hole, and complete the sealing of the entire device.

[0068] Figure 4 , Figure 5 , Figure 6 The device is relatively independent of the original shock absorber, with a small overall volume and easy installation. It can be produced separately from the traditional shock absorber and then tested together. The kit is easy to disassemble, replace and repair, and is suitable for the aftermarket.

[0069] As an alternative implementation, the present solution also discloses the following structure:

[0070] Alternative 1:

[0071] The light source of the sensor 6 can use infrared light or laser, etc., and various light sources can measure distance; the reflective material is not limited to metal materials, and any reflective material can be used.

[0072] Alternative 2:

[0073] The sensor 6 can be extended and placed outside the shock absorber structure, and the reflector should also be extended accordingly, and the two can achieve distance measurement through illumination and reflection.

[0074] Alternative 3:

[0075] Placing the infrared sensing device on the inner wall of the outer cylinder 4 or the inner cylinder, this method makes a large change to the shock absorber. It can be implemented in theory, but it is rarely used in practice.

[0076] The above description is an explanation of the utility model, not a limitation of the utility model. The scope of the utility model is defined by the claims. Any form of modification can be made within the protection scope of the utility model.

Claims

1. An infrared load and riding sensor for electric vehicles, characterized in that: The device is mounted on a vehicle body shock absorber and is used to measure the piston rod stroke. The shock absorber comprises an upper support (1), a lower support (2), an outer cylinder (4), a piston rod (3) and a spring (5). The sensing device is located between the piston rod (3) and the spring (5), and comprises a sensor (6) and a reflection area (7) installed opposite to the sensor (6). The sensor (6) and the reflection area (7) are located in a space defined by the upper support (1) and the outer cylinder (4) of the shock absorber. The relative position between any one of the sensor (6) and the reflection area (7) and the shock absorber remains constant; the change in the distance between the sensor (6) and the reflection area (7) reflects the deformation of the shock absorber; and the deformation of the shock absorber reflects the change in the vehicle body load.

2. The infrared load and riding sensing device for electric vehicles as claimed in claim 1, characterized in that: The output voltage range of the sensor (6) requires that within the distance variation range of the transmission-reception path, the output voltage of the sensor (6) changes monotonically.

3. The infrared load and riding sensing device for electric vehicles as claimed in claim 2, characterized in that: The output voltage curve of the sensor (6) is a monotonically rising curve.

4. The infrared load and riding sensing device for electric vehicles as claimed in claim 1, characterized in that: The sensors (6) and the reflection areas (7) are arranged in an annular array on the circumference of the piston rod (3).

5. The infrared load and riding sensing device for electric vehicles as claimed in claim 1, characterized in that: The sensor (6) and the reflection area (7) are arranged in the space surrounded by the spring (5).

6. The infrared load and riding sensing device for electric vehicles as claimed in claim 1, characterized in that: The sensor (6) adopts a light sensor (6) with a built-in light-emitting tube and a receiving tube; a reflection area (7) is correspondingly arranged directly below the sensor (6).

7. The infrared load and riding sensing device for electric vehicles as claimed in claim 6, characterized in that: A mounting cavity (101) and a support plate (102) are sequentially stacked on one side of the upper support (1) facing the spring (5); the sensor (6) is located in the mounting cavity (101), and the reflection area (7) is located on the end surface of the outer cylinder (4).

8. The infrared load and riding sensing device for electric vehicles as claimed in claim 7, characterized in that: The upper support (1) is grooved on one side facing the spring (5), and the mounting cavity (101) is embedded in the groove; the sensor (6) is embedded in the mounting cavity (101), and the wiring harness (601) of the sensor (6) is led out of the mounting cavity (101).

9. The infrared load and riding sensing device for electric vehicles as claimed in claim 8, characterized in that: The mounting cavity (101) is welded with a mounting plate (103), a PCB circuit board (602) is placed and fixed on the mounting plate (103), the circuit board (602) is at the bottom of the mounting plate (103), the sensor (6) on the circuit board (602) is directly opposite to the infrared light transmission hole (8), and the lead wire harness (601) passes through the hole of the mounting cavity (101) and is connected to an external computer.

10. The infrared load and riding sensing device for electric vehicles as claimed in claim 1, characterized in that: The shock absorber outer shell is provided with a dust cover (9), and two ends of the dust cover (9) are respectively fitted with the upper support (1) and the lower support (2).

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