Induction structure of shock absorber of electric vehicle
By installing an induction structure on the electric vehicle shock absorber and using sensors to determine the user's riding intention, the problem of difficult to distinguish rider instructions and misoperation in the prior art is solved, and a safer cycling experience and keylessness is achieved Convenience of travel.
Patent Information
- Application Number
- CN202421342127.7
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-06-12
- Publication Date
- 2025-02-25
- Estimated Expiration
- 2034-06-12
AI Technical Summary
Existing electric vehicle shock absorbers are difficult to effectively judge the user's riding intention, especially in the non-riding state, which may cause the car to lose control. At the same time, users hope to quickly start the vehicle without turning the key, especially in the demand for keyless travel.
Design an electric vehicle shock absorber sensing structure, by setting a coaxial sleeve ring card, buffering device and sensor on the shock absorber piston rod, and using the voltage changes of the sensor to determine whether someone is riding, thereby distinguishing the rider from sending it out. commands and commands issued by misoperation.
It realizes the effective identification of the instructions issued by the rider on the electric vehicle shock absorber, improves the safety of riding behavior, and allows users to travel without a key and quickly enter the riding state.
Smart Images
Figure CN222522791U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to the technical field of electric vehicle shock absorbers, in particular to an electric vehicle shock absorber induction structure. Background Art
[0002] In recent years, with the increasing number of two-wheeled vehicles on the road, riding safety has received more attention from users.
[0003] When not riding, sometimes the user will accidentally turn the speed knob, causing the bike to fly out of control; sometimes the speed knob is scratched by an external object, causing the bike to fly out of control. However, the user obviously has no intention of riding at this time, so a user behavior judgment device is needed to solve this problem.
[0004] In addition, with the popularity of smart phones, more and more users want keyless travel. Users hope to start the vehicle without turning the key, especially at night when they cannot see, it is also difficult to align the key with the keyhole. After the user has completed vehicle authentication (such as face, voiceprint, etc.), the user hopes to quickly enter the riding state, and this also requires a set of user behavior judgment devices to solve this problem. Utility Model Content
[0005] In view of the shortcomings of the above-mentioned existing production technology, the applicant provides a rationally structured electric vehicle shock absorber sensing structure, which is easy to install on the electric vehicle shock absorber and can effectively sense the load-bearing condition.
[0006] The technical solution adopted by the utility model is as follows:
[0007] A shock absorber sensing structure for an electric vehicle is coaxially sleeved on the piston rod of the shock absorber and located in the spring of the shock absorber; it includes an annular clamping plate sleeved on the piston rod and fixed to the shock absorber, a buffer component and a sensor located on one side of the annular clamping plate in the pressurizing direction, wherein the compressive displacement direction of the buffer component and the sensor is toward the outer cylinder of the shock absorber.
[0008] As a further improvement of the above technical solution:
[0009] The combined installation methods of the annular card plate, the buffer component and the sensor include:
[0010] The buffer component is installed on the side of the annular card plate facing the outer cylinder, and the sensor is installed between the buffer component and the annular card plate.
[0011] The buffer component is installed on the side of the annular clamp facing the outer cylinder, and the sensor is installed on the end surface of the buffer component facing the outer cylinder.
[0012] The buffer component is installed on the top seat of the outer cylinder, and the sensor is installed on the end surface of the buffer component facing the outer cylinder.
[0013] The buffer component is installed on the top seat of the outer cylinder, and the sensor is installed on the end surface of the buffer component on the side away from the outer cylinder.
[0014] The annular clamping plate is fixedly mounted on the piston rod or the upper support; in the initial state, the greater the distance between the annular clamping plate and the top seat of the outer cylinder, the greater the load range that the shock absorber can detect.
[0015] The sensor used is a pressure sensor or a resistance strain gauge sensor.
[0016] When using a pressure sensor, the specific structure is set as follows:
[0017] The sensor includes a coaxially arranged annular card plate, a buffer component, an insulating protective upper gasket, an insulating isolation panel, and an insulating protective lower gasket; a conductive sheet is arranged on the insulating protective upper gasket, and another conductive sheet is arranged on the insulating protective lower gasket.
[0018] In the initial state, the distance between the two conductive sheets is set, and both are in a power-off state.
[0019] The insulating protective upper gasket and the insulating protective lower gasket adopt a ring structure with the piston rod as the center. The ring structure includes a closed ring part, an open ring part, or is obtained by splicing a plurality of fan-shaped parts.
[0020] When using a resistance strain gauge sensor, the specific structure is set as follows:
[0021] The sensor is equipped with a resistance wire sensitive grid, which is annularly sleeved on the piston rod, or a U-shaped structure installed on the surface of the device.
[0022] Wires are led out from both ends of the resistance wire sensitive grid and connected to the vehicle body computer.
[0023] When the sensor is in the initial state, it has the initial resistance value calibrated in the laboratory;
[0024] When the piston rod moves to the maximum stroke, the deformation of the buffer component is less than its limit deformation. Specifically, 95% of the axial saturation deformation of the buffer component is greater than or equal to the deformation of the buffer component when the piston rod moves to the maximum stroke.
[0025] In the initial state, the output voltage of the sensor is 0.
[0026] The beneficial effects of the utility model are as follows:
[0027] The utility model has a compact and reasonable structure and is easy to operate. By arranging a sensor on the shock absorber, the voltage change of the sensor is used to reflect whether there is someone riding. It can effectively distinguish whether the command is issued by the rider or the command is issued by erroneous operation, making the riding behavior safer.
[0028] The utility model discloses several installation methods, all of which are designed based on the principle that the sensor sends out signals when it is subjected to force. The technical key points are that the sensor structure is built into the spring, coaxially sleeved on the piston rod, and the annular clamping plate or the top of the outer cylinder is used as the installation reference on the piston rod, which can be applied to the positive shock absorber or the reverse shock absorber.
[0029] The sensor structure of the utility model is easy to install on the shock absorber, takes up less extra space, makes less modification to the whole vehicle, and is suitable for vehicles of various specifications. BRIEF DESCRIPTION OF THE DRAWINGS
[0030] Figure 1 The figure is a schematic diagram of an installation method of the sensor structure of the utility model installed on the shock absorber.
[0031] Figure 2-1 This is a schematic diagram of a separate sensor structure of the utility model.
[0032] Figure 2-2 This is a schematic diagram of another installation method of a separate sensor structure of the utility model.
[0033] Figure 2-3 This is a schematic diagram of the third installation method of the independent sensor structure of the utility model.
[0034] Figure 3 This is an exploded schematic diagram of the sensor structure of the utility model.
[0035] Figure 4 for Figure 3 Alternative opening for the sensor shown.
[0036] Figure 5 This is an exploded schematic diagram of another sensor structure of the utility model.
[0037] Figure 6 for Figure 5 Schematic diagram of another resistive wire sensitive grid structure of the sensor shown.
[0038] Figure 7 This is a schematic diagram of the relationship between the piston displacement and the change in sensor resistance.
[0039] Figure 8 Schematic diagram of the relationship between sensor resistance and load change.
[0040] Among them: 1. upper support; 2. spring; 3. piston rod; 4. annular clamping plate; 5. outer cylinder; 6. lower support; 7. buffer component; 8. sensor;
[0041] 801, insulating protective upper gasket; 802, conductive sheet; 803, insulating isolation panel; 804, hollow hole; 805, insulating protective lower gasket; 806, wire; 807, resistance wire sensitive grid. DETAILED DESCRIPTION
[0042] The specific implementation of the utility model is described below in conjunction with the accompanying drawings.
[0043] like Figure 1-Figure 8 As shown, the electric vehicle shock absorber sensing structure of this embodiment is coaxially sleeved on the piston rod 3 of the shock absorber and is located in the spring 2 of the shock absorber; it includes an annular clamping plate 4 sleeved on the piston rod 3 and fixed to the shock absorber, a buffer component 7 and a sensor 8 located on the pressurized direction side of the annular clamping plate 4, and the compressive displacement direction of the buffer component 7 and the sensor 8 is toward the outer tube 5 of the shock absorber.
[0044] The combined installation method of the annular card plate 4, the buffer component 7, and the sensor 8 includes:
[0045] The buffer component 7 is installed on the side of the annular clamping plate 4 facing the outer cylinder 5, and the sensor 8 is installed between the buffer component 7 and the annular clamping plate 4.
[0046] The buffer component 7 is mounted on the side of the annular clamping plate 4 facing the outer cylinder 5, and the sensor 8 is mounted on the end surface of the buffer component 7 facing the outer cylinder 5.
[0047] The buffer component 7 is installed on the top seat of the outer cylinder 5, and the sensor 8 is installed on the end surface of the buffer component 7 facing the outer cylinder 5.
[0048] The buffer component 7 is mounted on the top seat of the outer cylinder 5 , and the sensor 8 is mounted on the end surface of the buffer component 7 which faces away from the outer cylinder 5 .
[0049] The annular clamping plate 4 is fixedly mounted on the piston rod 3 or the upper support 1; in the initial state, the greater the distance between the annular clamping plate 4 and the top seat of the outer tube 2, the greater the load range that the shock absorber can detect.
[0050] The sensor used is a pressure sensor or a resistance strain gauge sensor.
[0051] When using a pressure sensor, the specific structure is set as follows:
[0052] The sensor 8 includes a coaxially arranged annular card plate 4, a buffer component 7, an insulating protective upper gasket 801, an insulating isolation panel 803, and an insulating protective lower gasket 805; a conductive sheet 802 is arranged on the insulating protective upper gasket 801, and another conductive sheet 802 is arranged on the insulating protective lower gasket 805.
[0053] In the initial state, the two conductive sheets 802 are spaced apart from each other and both are in a power-off state.
[0054] The insulating protective upper gasket 801 and the insulating protective lower gasket 805 adopt a ring structure with the piston rod as the center. The ring structure includes a closed ring part, an open ring part, or is formed by splicing a plurality of fan-shaped parts.
[0055] When using a resistance strain gauge sensor, the specific structure is set as follows:
[0056] The sensor 8 is provided with a resistance wire sensitive grid 807, which is annularly sleeved on the piston rod 3, or is installed in a U-shaped structure on the surface of the device.
[0057] Wires 806 are led out from both ends of the resistance wire sensitive grid 807 and connected to the vehicle body computer.
[0058] When the sensor 8 is in the initial state, it has an initial resistance value calibrated in the laboratory;
[0059] When the piston rod 3 moves to the maximum stroke, the deformation of the buffer component 7 is less than its limit deformation. Specifically, 95% of the axial saturation deformation of the buffer component is greater than or equal to the deformation of the buffer component when the piston rod moves to the maximum stroke.
[0060] The specific structure of the utility model is as follows:
[0061] In a common shock absorbing mechanism of an electric vehicle, when the vehicle is unloaded, the compression amount of the spring 2 is small. As the load increases, the compression amount of the spring 2 will also increase.
[0062] The compression of the spring 2 is closely related to the stroke of the piston in the shock absorber. The design of this scheme can be applied to the shock absorber of the forward installation, and can also be applied to the shock absorber of the reverse installation.
[0063] like Figure 1 The figure shows the assembly diagram of the pressure sensor 8 and auxiliary components. In the figure, the shock absorber includes an upper support 1 and a lower support 6. The lower support 6 is fixedly connected to an outer tube 5. The outer tube 5 is provided with a piston rod 3. The piston rod 3 is connected to the upper support 1. An annular clamping plate 4 and a buffer sensor assembly are sleeved on the piston rod 3. The spring 2 is connected to the upper support 1 and sleeved on the annular clamping plate 4 and the buffer sensor assembly.
[0064] As an optional embodiment, the sensor 8 is a flexible film pressure sensor 8, which generates a deformation by receiving pressure from the surface layer, so that the internal conductive material is in contact, thereby making the circuit connected thereto conductive.
[0065] like Figure 3 The figure shows the structure of a novel flexible film pressure sensor 8. In order to adapt to the structure of the electric vehicle shock absorber, the sensor 8 uses a 5-layer structure.
[0066] The first layer is an annular clamping plate 4, which can be welded and fixed with a metal material to bind and fix the piston of the shock absorber, or can be fixed with a plastic material to a fixed position of the piston, which usually requires a groove on the outer surface of the piston.
[0067] The second layer is the buffer component 7, which can be made of easily deformable silicone or rubber material. Its function is to reduce the impact damage of the shock absorber on the sensor 8 body when the vehicle load is reduced, but it cannot affect the overall shock absorption effect. Therefore, the device itself needs to have a certain deformation ability to release pressure.
[0068] The top two layers can be independent, and the bottom three to five layers need to be glued together.
[0069] The third layer is the insulating protective upper gasket 801, which can be insulated with PC material and fully sealed with paper and glue to prevent moisture, corrosion and damage. Its thickness is about 0.02-0.04mm.
[0070] A circle of conductive material is also attached to the third layer of insulating sheet, which is formed by connecting a conductive disc and a conductive wire (which can be gold, platinum, copper, graphene, etc.) to form a ring. The conductive material can be 0.1-0.2mm thick.
[0071] The fourth layer is the insulating panel, which can be made of rubber or polydimethylsiloxane material. Its thickness can be designed to be 0.2-0.4mm, which plays the role of insulation buffer, and a hollow structure is designed in this layer, such as Figure 3 As shown, the upper and lower heights of the hollow column formed by the hollow hole 804 cannot be too high, otherwise it will affect the judgment of the sensor 8.
[0072] The fifth layer is the insulating protective lower gasket 805, which is made of the same material as the insulating protective upper gasket 801 and also serves to prevent moisture, corrosion and damage.
[0073] As an alternative implementation, Figure 5 As shown, the opening structure of the sensor 8 can also adopt multi-directional opening.
[0074] like Figure 3 As shown, the hollow holes 804 of the sensor 8 should correspond to the positions of the conductive discs. There can be four or eight conductive discs, but at least one is required, and they are connected in series through conductive wires. The positions of the upper and lower layers of conductive discs are aligned. When the surface of the sensor 8 is subjected to pressure, the upper and lower layers of conductive discs are aligned and attached. Two conductive wires: wire 806A and wire 806B; the electrical signal of wire 806A is transmitted to wire 806B through a circular path.
[0075] There are four installation methods for the sensor 8, referring to FIG. 2 and FIG. Figure 3, wherein the annular buffer member 7 can be installed at the upper part and bonded to the annular clamping plate 4, or can be installed at the lower part and bonded to the top seat of the shock absorber outer tube 5;
[0076] The sensor 8 can be installed on the upper surface or the lower surface of the ring buffer, so there are four combinations, namely:
[0077] The buffer component 7 is adhered to the annular card plate 4, and the sensor 8 is installed on the upper surface of the annular buffer.
[0078] The buffer component 7 is adhered to the annular card plate 4, and the sensor 8 is installed on the lower surface of the annular buffer.
[0079] The buffer component 7 is adhered to the outer cylinder 5, and the sensor 8 is installed on the upper surface of the annular buffer.
[0080] The buffer component 7 is adhered to the outer cylinder 5, and the sensor 8 is installed on the lower surface of the annular buffer.
[0081] like Figure 2-1 , Figure 2-2 and Figure 2-3 Shown are two exemplary installation methods.
[0082] like Figure 2-3 As shown, the annular clamping plate 4 is fixed on the piston, the sensor 8 is bonded and fixed on the top seat of the shock absorber outer cylinder 5, and the annular buffer is bonded on the strain type pressure sensor 8, forming a Figure 2-3 The structure shown.
[0083] Below Figure 2-3 The installation method is used to illustrate the principle of power on and off.
[0084] like Figure 5 As shown, in actual application, two wires 806 need to be connected to the sensor 8, and the wires 806 are connected to a microcomputer. A common microcomputer such as an MCU module can determine whether the sensor 8 is conductive by judging whether there is a high voltage on wire B (whether it is the same as the voltage on wire A), thereby indirectly judging whether the pressure on the pressure sensor 8 has reached a threshold. At this time, it can be indirectly judged whether there is someone riding.
[0085] The principle is that when there is someone in the car, the shock absorber will be pressed down and the shock absorbing spring 2 will be compressed. At this time, the annular clamping plate 4 on the piston will move downward and squeeze the annular buffer component 7, forcing the pressure sensor 8 against it to be subjected to force, so that the upper and lower conductive discs of the pressure sensor 8 are in contact through the middle insulating isolation panel 803, and finally the wire A is connected with the wire B.
[0086] As an alternative implementation, the sensor 8 includes an insulating protective upper gasket 801 , a resistance wire sensitive grid 807 , and an insulating protective lower gasket 805 .
[0087] The resistance wire sensitive grid 807 needs to be wound into a ring shape with a conductive wire (which can be gold, platinum, copper, graphene, etc.) with a diameter of 0.015 to 0.05 mm. The ring structure effectively avoids the piston in the middle of the shock absorber and does not affect the stability of the circuit. The structure is the main body of the sensor 8. When it is subjected to pressure, the resistance will increase. The resistance calculation formula is: R = ρL / A, where R is the strain gauge resistance, ρ is the resistivity of the strain gauge material, L is the strain gauge length, and A is the cross-sectional area of the strain gauge.
[0088] In this embodiment, except that the annular clamping plate 4 can be independently arranged, the insulating protective upper gasket 801, the resistance wire sensitive grid 807, the insulating protective lower gasket 805, and the buffer need to be bonded and fixed.
[0089] As an alternative implementation, Figure 6 As shown, the resistance wire sensitive grid 807 can also be different from Figure 4 U-shape in the ring structure.
[0090] In actual application, two wires 806 need to be connected to the strain sensor 8, and the wires 806 are connected to a microcomputer. Common microcomputers such as MCU modules can read the resistance value through the internal ADC module, thereby indirectly determining the pressure on the surface of the strain sensor 8. The pressure is closely related to the stroke of the piston.
[0091] The principle is that when there is someone in the car, the shock absorber will be pressed down and the shock absorbing spring 2 will be compressed. At this time, the annular clamping plate 4 on the piston will move downward and squeeze the annular buffer component 7, forcing the strain type pressure sensor 8 against it to be subjected to force, thereby changing the resistance value of the pressure sensor 8.
[0092] like Figure 7 As shown in FIG. 1 , the relationship between the piston displacement and the resistance change of the sensor 8 is depicted. Figure 8 , it can be deduced that Figure 8The relationship between the resistance of the sensor 8 and the load shown. It can be seen that when the annular card plate 4 fixed on the piston is not in contact with the buffer layer, that is, when the annular card plate 4 does not contact the buffer component 7 at the bottom, the resistance at this time is the initial resistance, which can be calibrated in a laboratory environment. When the annular card plate 4 begins to contact the buffer component 7 and is further compressed downward (the car is loaded, the shock absorber piston produces a downward displacement, driving the annular card plate 4 to squeeze downward), the surface pressure on the strain sensor 8 will become larger and larger, thereby causing deformation. According to the formula R = ρL / A, L will become larger, and the resistance value will increase. In the following process, the greater the weight of the car, the greater the displacement of the shock absorber piston, the greater the deformation of the buffer component 7, the greater the pressure on the bottom sensor 8, and the greater the resistance, but when a certain upper limit is reached, the resistance value will not increase.
[0093] According to the above principle, the resistance value of sensor 8 of a specified vehicle model can be calibrated in a laboratory environment, the resistance and load can be plotted into a complete table, and the table data can be imported into the vehicle microcomputer to facilitate the program to calculate the load based on the table data.
[0094] The utility model provides a sensor structure built in the annular space of a spring 2, which occupies little space and has a sensitive weight measurement function.
[0095] 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 electric vehicle shock absorber sensing structure, characterized in that: The coaxial sleeve is arranged on the piston rod (3) of the shock absorber and is located inside the spring (2) of the shock absorber; It comprises an annular clamping plate (4) sleeved on a piston rod (3) and fixed to a shock absorber, a buffer component (7) located on one side of the annular clamping plate (4) in a pressurizing direction, and a sensor (8), wherein the pressurized displacement directions of the buffer component (7) and the sensor (8) are toward an outer cylinder (5) of the shock absorber.
2. The electric vehicle shock absorber sensing structure according to claim 1, characterized in that: The combined installation method of the annular clamping plate (4), the buffer component (7) and the sensor (8) includes: The buffer component (7) is mounted on the side of the annular clamping plate (4) facing the outer cylinder (5), and the sensor (8) is mounted between the buffer component (7) and the annular clamping plate (4). The buffer component (7) is mounted on the side of the annular clamping plate (4) facing the outer cylinder (5), and the sensor (8) is mounted on the end surface of the buffer component (7) facing the outer cylinder (5). The buffer component (7) is mounted on the top seat of the outer cylinder (5), and the sensor (8) is mounted on the end surface of the buffer component (7) facing the outer cylinder (5). The buffer component (7) is mounted on the top seat of the outer cylinder (5), and the sensor (8) is mounted on the end surface of the buffer component (7) which is away from the outer cylinder (5).
3. The electric vehicle shock absorber sensing structure according to claim 1, characterized in that: The annular clamping plate (4) is fixedly mounted on the piston rod (3) or the upper support (1); in the initial state, the greater the distance between the annular clamping plate (4) and the top seat of the outer cylinder (5), the greater the load range that the shock absorber can detect.
4. The electric vehicle shock absorber sensing structure according to claim 1, characterized in that: When using a pressure sensor, the specific structure is set as follows: The sensor (8) comprises an annular clamping plate (4) coaxially sleeved on the piston rod (3), a buffer component (7), an insulating protective upper gasket (801), an insulating isolation panel (803), and an insulating protective lower gasket (805); a conductive sheet (802) is arranged on the insulating protective upper gasket (801), and another conductive sheet (802) is arranged on the insulating protective lower gasket (805). In the initial state, the two conductive sheets (802) are spaced apart from each other and both are in a power-off state.
5. The electric vehicle shock absorber sensing structure as claimed in claim 4, characterized in that: The insulating protective upper gasket (801) and the insulating protective lower gasket (805) adopt a ring-shaped structure with the piston rod as the center. The ring structure includes a closed ring part, an open ring part, or is obtained by splicing a plurality of fan-shaped parts.
6. The electric vehicle shock absorber sensing structure according to claim 1, characterized in that: When using a resistance strain gauge sensor, the specific structure is set as follows: The sensor (8) is provided with a resistance wire sensitive grid (807), which is annularly sleeved on the piston rod (3), or has a U-shaped structure installed on the surface of the device. Lead wires (806) are led out from both ends of the resistance wire sensitive grid (807) and connected to the vehicle body computer.
7. The electric vehicle shock absorber sensing structure according to claim 1, characterized in that: When the sensor (8) is in an initial state, it has an initial resistance value calibrated in a laboratory; When the piston rod (3) moves to a maximum stroke, the deformation amount of the buffer component (7) is smaller than its limit deformation amount.