Rigidity self-control type two-stage damping hydro-pneumatic suspension with four inertial elements

Abstract

The utility model discloses a rigidity self-control type two-stage vibration reduction hydro-pneumatic suspension with four inertial elements and a working method. The rod end of a plunger rod in an oil cylinder downwards extends out of the oil cylinder and is fixedly connected with a wheel through a third connecting device and a lower connecting device in sequence; the oil cylinder is sequentially connected with an inerter pipe, an adjustable throttling valve, a damper and a small oil gas chamber through a first oil pipe, and a pipeline between the adjustable throttling valve and the damper is sequentially connected with a rigidity control valve, a normally-open first electromagnetic valve and a large oil gas chamber through a second oil pipe. A second electromagnetic valve and a hydraulic pump station are sequentially connected to a pipeline between the normally open first electromagnetic valve and the large oil gas chamber through a third oil pipe; a valve body of the rigidity control valve is fixedly connected with a vehicle body through a valve body clamping device, and a suspension controller is connected with a height sensor and further connected with an adjustable throttling valve, a normally-open first electromagnetic valve, a normally-closed second electromagnetic valve and a hydraulic pump station. Small rigidity is automatically provided when the suspension is located near the balance position, and large rigidity and large damping are automatically provided when the suspension is away from the balance position.

Description

TECHNICAL FIELD

[0001] The utility model belongs to the technical field of automobile, and relates to the suspension structure of automobile, specifically is the automobile stiffness self -control type four inertia element secondary damping oil gas suspension. BACKGROUND

[0002] Suspension is an important structure and function part of automobile, mainly when the automobile is running on bad road, the vibration transmitted to the vehicle body by the wheel is attenuated, and the passenger obtains good ride comfort. In order to obtain good high frequency vibration suppression effect of vehicle body, the document with patent application number CN2023106406357 and the name "suspension structure and parameter design method of three measures to suppress high frequency vibration of vehicle body" provides a kind of suspension that three measures to suppress high frequency vibration of vehicle body are formed by existing stiffness damping inertia autonomous controllable suspension and wheel high frequency dynamic vibration absorber, to improve the high frequency vibration suppression effect of vehicle body. However, the problem is that when the suspension is far away from the balance position, it cannot automatically provide large stiffness, and further cannot automatically ensure the stability of the vehicle body posture.

[0003] In order to provide good low frequency and high frequency vibration suppression effect of vehicle body at the same time, the document with patent application number CN2024112169851 and the name "stiffness increasing type three mass secondary damping grading control suspension and design and application" provides a kind of stiffness increasing type spring with air spring as basic component, stiffness control valve is arranged between air bag and stiffness control air chamber, and the stiffness increasing type spring is driven by suspension travel. When the absolute value of suspension dynamic travel is less than or equal to a certain preset threshold value, the stiffness control valve connects the air bag and the stiffness control air chamber, and the stiffness increasing type spring automatically provides small stiffness;When the absolute value of suspension dynamic travel is greater than or equal to a certain preset threshold value, the stiffness control valve disconnects the air bag and the stiffness control air chamber, and the stiffness increasing type spring automatically provides large stiffness. The stiffness increasing type spring cooperates with the damper with large damping to obtain good low frequency vibration suppression effect of vehicle body, the stiffness increasing type spring cooperates with the damper with small damping and the wheel dynamic vibration absorber to obtain good high frequency vibration suppression effect of vehicle body, and the stiffness increasing type spring automatically provides large stiffness when the suspension is far away from the balance position, and automatically ensures the stability of the vehicle body posture. However, the problem is that it cannot provide inertia, cannot produce anti-resonance function with small stiffness when the suspension is in the balance position, and further cannot obtain the optimal high frequency vibration suppression effect of vehicle body, the stiffness increasing type spring automatically provides large stiffness when the suspension is far away from the balance position, but cannot provide large damping, the constraint ability of large travel of suspension needs to be improved, and the volume is large.

[0004] In order to push the wheel dynamic vibration absorber from the concept to the practicality, a document with the patent application number CN2023112961812 and the name "Modular compact high-frequency vibration suppression wheel dynamic vibration absorber and its use method" provides a vibration absorber arranged on a double-head shock absorber shell, with a vibration absorbing mass, and an upper and lower baffle and an upper and lower spring to restrict the vibration absorbing mass to move in the space between the upper and lower baffles of the shock absorber piston rod, so as to ensure that the vibration absorbing mass can work normally with more than one gravitational acceleration. However, it has the problem that: since it is necessary to use a double-head shock absorber as the installation base component, the structure is relatively complex, resulting in a large price cost. SUMMARY

[0005] The utility model discloses a stiffness self-control type four inertia element secondary damping oil gas suspension and its working method, which solves the problems of the prior art, integrates and improves the above-mentioned suspension related technologies, adopts a compact oil gas spring and a wheel dynamic vibration absorber with a simpler structure, automatically provides small stiffness when the suspension is near the equilibrium position, automatically provides large stiffness and large damping when it is far from the equilibrium position, adopts small stiffness isolation / anti-resonance / wheel dynamic vibration absorber three measures when the vehicle body is in high-frequency vibration suppression, and further reduces the manufacturing difficulty and cost under the condition of ensuring further improvement of the high-frequency vibration suppression effect of the vehicle body.

[0006] To achieve the above object, the stiffness self-control type four inertia element secondary damping oil gas suspension adopts the following technical scheme: an oil cylinder, the upper end of the cylinder body of the oil cylinder is fixedly connected with the vehicle body through an upper connecting device, a plunger rod is arranged in the oil cylinder, the rod end of the plunger rod extends out of the oil cylinder downward and is fixedly connected with the wheel in sequence through a third connecting device and a lower connecting device, the oil cylinder is connected with a inertance tube, an adjustable flow valve, a damper and a small oil gas chamber in sequence through a first oil pipe, the second oil pipe is connected with a stiffness control valve, a normally open first electromagnetic valve and a large oil gas chamber in sequence on the pipeline between the adjustable flow valve and the damper, the third oil pipe is connected with a second electromagnetic valve and a hydraulic pump station in sequence on the pipeline between the normally open first electromagnetic valve and the large oil gas chamber; the stiffness control valve has a valve body and a valve core, the valve body is fixedly connected with the vehicle body through a valve body holder, the lower end of the valve core is fixedly connected with the third connecting device, and a height sensor is arranged between the valve body and the third connecting device; a suspension controller is connected with the height sensor through a signal line, and is also connected with the adjustable flow valve, the normally open first electromagnetic valve, the normally closed second electromagnetic valve and the hydraulic pump station through control lines.

[0007] Further, the wheel dynamic vibration absorber is fixedly connected above the third connecting device.

[0008] Further, the wheel dynamic vibration absorber is centrally provided with the vibration absorbing mass, the overall structure is symmetric about the center of the vibration absorbing mass, the force transmission rod is a circular rod structure with a threaded upper segment and a smooth middle segment, the lower end of the force transmission rod is fixedly connected to the third connecting device, and the vibration absorbing mass is coaxially and slidingly sleeved on the middle segment of the force transmission rod.

[0009] Further, the vibration absorbing mass is provided above with an upper nut, an upper baffle and a first buffer block which are closely attached from top to bottom, and the upper nut, the upper baffle and the first buffer block are coaxially and fixedly connected to the upper segment of the force transmission rod through threads; the vibration absorbing mass is provided below with a lower nut, a lower baffle and a second buffer block which are closely attached from bottom to top, and the lower nut, the lower baffle and the second buffer block are coaxially and fixedly connected to the lower segment of the force transmission rod through threads.

[0010] The utility model has the beneficial effects after adopting the above technical scheme:

[0011] (1) Compared with the three measures for suppressing high-frequency vibration of a vehicle body suspension provided in the document with the patent application number CN2023106406357, when the high-frequency vibration of the vehicle body is suppressed, the suspension automatically provides large stiffness and large damping when it is far away from the balance position, and the stability of the vehicle body posture is automatically ensured.

[0012] (2) Compared with the stiffness-increasing spring provided in the document with the patent application number CN2024112169851, when there is a demand for high-frequency vibration suppression of the vehicle body, an inertial damper can be provided to more effectively suppress the high-frequency vibration of the vehicle body by using the three measures of small-stiffness vibration isolation, anti-resonance and wheel dynamic vibration absorption, and the volume of the entire suspension system is reduced, facilitating installation between the vehicle body and the wheels.

[0013] (3) Compared with the compact wheel dynamic vibration absorber provided in the document with the patent application number CN2023112961812, the structure is simpler and the processing cost is lower. BRIEF DESCRIPTION OF DRAWINGS

[0014] Figure 1 is a structural schematic view of the stiffness self-control type four-inertial-element two-stage damping oil-gas suspension of the utility model;

[0015] Figure 2 is Figure 1 a structural enlarged schematic view of the wheel dynamic vibration absorber in

[0016] In the figure: 1. vehicle body; 2. oil cylinder; 3. small oil-gas chamber; 4. adjustable flow valve; 5. inerter pipe; 6. wheel dynamic vibration absorber; 7. plunger rod; 8. third connecting device; 9. lower connecting device; 10. wheel; 11. height sensor; 12. hydraulic pump station; 13. second electromagnetic valve; 14. first electromagnetic valve; 15. large oil-gas chamber; 16. suspension controller; 17. stiffness control valve; 18. valve body holder; 19. upper connecting device; 20. upper nut; 21. upper baffle; 22. first buffer block; 23. force transmission rod; 24. vibration absorbing mass; 25. second buffer block; 26. lower baffle; 27. lower nut; 28. damper. DETAILED DESCRIPTION

[0017] Referring to Figure 1 The utility model stiffness self -control type four inertial element two stage damping oil gas suspension is by self -control type stiffness inerter oil gas spring and wheel dynamic vibration absorber 6, the self -control type stiffness inerter oil gas spring includes oil cylinder 2, and the upper end of the cylinder body of oil cylinder 2 is fixedly connected with vehicle body 1 through upper connecting device 19, and the inside of oil cylinder 2 is equipped with plunger rod 7, and the upper end of plunger rod 7 is piston end, and piston end extends in oil cylinder 2, and is sealed and slidingly connected oil cylinder 2, and the rod end of plunger rod 7 extends outside oil cylinder 2, and is fixedly connected wheel 10 through third connecting device 8 and lower connecting device 9 in proper order, and oil cylinder 2 and plunger rod 7 are installed between vehicle body 1 and wheel 10 from top to bottom through upper connecting device 19 and lower connecting device 9.

[0018] Oil liquid is also installed in the cavity of oil cylinder 2 except plunger rod 7, and oil cylinder 2 is connected inerter pipe 5, adjustable flow valve 4, damper 28 and small oil-gas chamber 3 through first oil pipe in proper order, and is connected stiffness control valve 17, normally open first electromagnetic valve 14 and large oil-gas chamber 15 through second oil pipe in proper order, and the starting point of second oil pipe is between adjustable flow valve 4 and damper 28, and stiffness control valve 17, normally open first electromagnetic valve 14 and large oil-gas chamber 15 are connected in proper order through second oil pipe on the pipeline between adjustable flow valve 4 and damper 28, and a branch is connected on the pipeline between normally open first electromagnetic valve 14 and large oil-gas chamber 15, and the branch is connected closed second electromagnetic valve 13 and hydraulic pump station 12 through third oil pipe in proper order.

[0019] Stiffness control valve 17 has valve body and valve core, and the valve body of stiffness control valve 17 is fixedly connected to vehicle body 1 through valve body holder 18, and the lower end of the valve core of stiffness control valve 17 is fixedly connected to third connecting device 8, and height sensor 11 is arranged between the valve body of stiffness control valve 17 and third connecting device 8.

[0020] Suspension controller 16 is connected to height sensor 11 through signal line, and suspension controller 16 is also connected to adjustable flow valve 4, normally open first electromagnetic valve 14, normally closed second electromagnetic valve 13 and hydraulic pump station 12 through control line respectively.

[0021] The wheel dynamic shock absorber 6 is fixedly connected above the third connecting device 8. See also... Figure 2 The wheel-powered vibration absorber 6 has a vibration-absorbing mass 24 at its center, and the overall structure is symmetrical about the center of the vibration-absorbing mass 24. The force transmission rod 23 is a round rod structure with threads on the upper and lower sections and a smooth middle section. The lower end of the force transmission rod 23 is fixedly connected to the third connecting device 8, and the vibration-absorbing mass 24 is coaxially slidably sleeved outside the middle part of the force transmission rod 23. Above the vibration-absorbing mass 24 are an upper nut 20, an upper baffle 21, and a first buffer block 22. The upper nut 20, upper baffle 21, and first buffer block 22 are arranged tightly from top to bottom and are all coaxially fixedly connected to the upper section of the force transmission rod 23 by threads. Below the vibration-absorbing mass 24 are a lower nut 27, a lower baffle 26, and a second buffer block 25. The lower nut 27, lower baffle 26, and second buffer block 25 are arranged tightly from bottom to top and are all coaxially fixedly connected to the lower section of the force transmission rod 23 by threads. In this way, the upper nut 20 fixes the upper baffle 21 to the upper end of the force transmission rod 23 through the thread at the upper end of the force transmission rod 23, and the lower nut 27 fixes the lower baffle 26 to the upper end of the force transmission rod 23 through the thread at the lower end of the force transmission rod 23.

[0022] The middle section of the vibration-absorbing mass 24 is a cylindrical metal block. A cylindrical structure extends upwards from the upper circumference of the vibration-absorbing mass 24, and another cylindrical structure extends downwards from the lower circumference. Both the first buffer block 22 and the second buffer block 25 are variable cross-section conical structures, with the large ends of the cones located inside the corresponding cylindrical structures. Using cylindrical structures at both ends of the vibration-absorbing mass maximizes the use of the space in the height of the vibration absorber, reducing the radial dimension of the vibration absorber while maintaining the same vibration-absorbing mass. Replacing the two springs and vibration dampers in the applicant's patent application CN2023112961812 with two buffer blocks significantly reduces processing difficulty and cost.

[0023] The suspension provided by this utility model has four inertial elements: the sprung mass mainly provided by the vehicle body 1, the unsprung mass provided by the wheel 10, the vibration-absorbing mass provided by the wheel power shock absorber 6, and the inertial capacity provided by the inertial capacity tube 5. Therefore, it belongs to a four-inertial-element two-stage damping hydro-pneumatic suspension.

[0024] If the existing single-chamber gas spring (refer to "Cheng Xiangrui, Gao Qinhe, Liu Zhihao, et al. Simulation analysis of stiffness and frequency characteristics of single-chamber gas spring [J]. Computer Simulation, 2016, 33(11): 120-124.") Figure 1 The rated volume of the oil and gas chamber shown is V0. The rated volume of the small oil and gas chamber 3 is designed to be between 0.4V0 and 0.6V0, and the rated volume of the large oil and gas chamber 15 is designed to be between 1.6V0 and 4.6V0.

[0025] The rigidity control valve 17 adopts the structure scheme of the "stroke type rigidity control valve" provided in the document with the patent application number CN2024112169851 and the name "Rigidity gradually increasing type three mass two stage damping hierarchical control suspension and design and application".

[0026] The mass of the vibration absorbing mass 24 is designed by the method provided in the document with the patent application number CN2023112961812, and the first segment rigidity of the first buffer block 22 and the second buffer block 25 is twice the spring rigidity designed in the document. Figure 1 Figure 1 The first segment rigidity of the first buffer block 22 and the second buffer block 25 is twice the spring rigidity designed in the document.

[0027] The rigidity of the inertial damper of the inertial damper tube 5 is the smaller rigidity determined by the rated volume of the large oil and gas chamber 15, and the specific reference is the document with the patent application number CN2023106406357.

[0028] Before the automobile travels, the suspension controller 16 receives the expected height of the vehicle body input by the chassis system controller, and combines the real-time vehicle body height input by the height sensor 11, and compares the two, when the real-time vehicle body height is less than the expected height of the vehicle body, the suspension controller 16 controls the hydraulic pump station 12 to work, and opens the second electromagnetic valve 13, until the real-time vehicle body height is equal to the expected height of the vehicle body position, then control the second electromagnetic valve 13 to close and the hydraulic pump station 12 to stop working. Conversely, when the real-time vehicle body height is greater than the expected height of the vehicle body, the suspension controller 16 controls the second electromagnetic valve 13 to open, until the real-time vehicle body height is equal to the expected height of the vehicle body position, then close the second electromagnetic valve 13.

[0029] When the suspension controller 16 receives the good road high-speed driving working mode instruction signal input by the chassis system controller or the driver, the suspension controller 16 controls the normally open first electromagnetic valve 14 to close, controls the adjustable flow valve 5 to output larger damping, so that the entire suspension system outputs larger rigidity and larger damping, so that the automobile obtains good road high-speed driving safety.

[0030] ​When the suspension controller 16 receives the vehicle body low frequency vibration suppression mode instruction signal input by the chassis system controller or the driver, the suspension controller 16 controls the first electromagnetic valve 14 to open, and controls the adjustable flow valve 4 to output larger damping. When the automobile is running and the wheel 10 contacts the protruding road surface, the protruding road surface pushes the wheel 10 upward to move towards the vehicle body 1, so that the wheel 10 drives the spool of the stiffness control valve 17 through the lower connecting device 9 and the third connecting device 8, and moves towards the valve body of the stiffness control valve 17 fixedly installed on the vehicle body 1 through the valve body holder 18; or when the automobile is running and the wheel 10 contacts the concave road surface, the wheel 10 is pushed to move away from the vehicle body 1 under the action of gravity, so that the wheel 10 drives the spool of the stiffness control valve 17 through the lower connecting device 9 and the third connecting device 8, and moves away from the valve body of the stiffness control valve 17 fixedly installed on the vehicle body 1 through the valve body holder 18. When the suspension stroke is small, the spool step of the stiffness control valve 17 does not block the lower branch of the oil discharge manifold or the upper branch of the oil discharge manifold (corresponding to the "lower branch of the exhaust manifold or the upper branch of the exhaust manifold" in the patent application No. CN2024112169851, entitled "Stiffness increasing type three mass two stage damping staged control suspension and design and application"), mainly by the large oil gas chamber 15 to provide small stiffness, and cooperate with the larger damping output by the adjustable flow valve 5, so that the automobile obtains good vehicle body low frequency vibration suppression effect; when the suspension stroke is large, the spool step of the stiffness control valve 17 blocks the lower branch of the oil discharge manifold or the upper branch of the oil discharge manifold, only the small oil gas chamber 3 works alone to provide larger stiffness, and the damper 28 provides large damping to constrain the suspension dynamic stroke, and good vehicle body stability is obtained.

[0031] When the suspension controller 16 receives the vehicle body low frequency vibration suppression mode instruction signal input by the chassis system controller or the driver, the suspension controller 16 controls the first electromagnetic valve 14 to open, and controls the adjustable flow valve 4 to output larger damping,

[0032] When the wheel 10 contacts the convex road surface while the car is running, the convex road surface pushes the wheel 10 upward to move toward the car body 1, so that the wheel 10 drives the valve core of the stiffness control valve 17 through the lower connecting device 9 and the third connecting device 8 to move toward the valve body of the stiffness control valve 17 fixedly installed on the car body 1 through the valve body holder 18, or when the wheel 10 contacts the concave road surface while the car is running, the wheel 10 is pushed to move away from the car body 1 under the action of gravity, so that the wheel 10 drives the valve core of the stiffness control valve 17 to move away from the valve body of the stiffness control valve 17 fixedly installed on the car body 1 through the valve body holder 18. When the suspension stroke is small, the valve core step of the stiffness control valve 17 does not block the lower branch of the oil discharge manifold or the upper branch of the oil discharge manifold, and the small oil chamber 3 mainly works to provide small stiffness, and cooperates with the small damping output by the adjustable flow valve 4 and the wheel power absorber 6 to realize the three measures of vibration isolation / anti-resonance / wheel power absorption for the car body high frequency vibration suppression, so that the car has good car body high frequency vibration suppression effect; when the suspension stroke is large, the valve core step of the stiffness control valve 17 blocks the lower branch of the oil discharge manifold or the upper branch of the oil discharge manifold, and only the small oil chamber 3 works alone to provide large stiffness, and the damper 28 provides large damping to constrain the suspension dynamic stroke, and good car body stability is obtained.

[0033] When the rated volumes of the small oil chamber 3 and the large oil chamber 15 are respectively 0.4-0.6 V0 and 1.6-4.6 V0, the small stiffness provided by the small oil chamber 3 and the large oil chamber 15 together is about 1 / 7-1 / 5 of the stiffness provided by the small oil chamber 3 alone. Due to the flow and disconnection of the oil liquid between the small oil chamber 3 and the large oil chamber 15, the stiffness control valve 17 is directly driven by the suspension stroke to change, and then the output stiffness of the entire suspension system is changed, and this process is completed in the suspension system without external control, so it has the stiffness autonomous control feature, and the suspension provided by the utility model is named as stiffness self-control type four inertia element two-stage damping oil gas suspension.

Claims

1. A stiffness self-control type four-inertial element secondary damping oil-gas suspension, comprising an oil cylinder (2), the upper end of the cylinder body of the oil cylinder (2) is fixedly connected with the vehicle body through an upper connecting device (19), the inside of the oil cylinder (2) is provided with a plunger rod (7), the rod end of the plunger rod (7) extends out of the oil cylinder (2) downward and is fixedly connected with a wheel in sequence through a third connecting device (8) and a lower connecting device (9), characterized in that: the oil cylinder (2) is connected with an inertance tube (5), an adjustable flow valve (4), a damper (28) and a small oil-gas chamber (3) in sequence through a first oil pipe, a stiffness control valve (17), a normally open first electromagnetic valve (14) and a large oil-gas chamber (15) are connected in sequence through a second oil pipe on the pipeline between the adjustable flow valve (4) and the damper (28), a second electromagnetic valve (13) and a hydraulic pump station (12) are connected in sequence through a third oil pipe on the pipeline between the normally open first electromagnetic valve (14) and the large oil-gas chamber (15); the stiffness control valve (17) is provided with a valve body and a valve core, the valve body is fixedly connected with the vehicle body through a valve body holder (18), the lower end of the valve core is fixedly connected with the third connecting device (8), and a height sensor (11) is arranged between the valve body and the third connecting device (8); a suspension controller (16) is connected with the height sensor (11) through a signal line, and is also connected with the adjustable flow valve (4), the normally open first electromagnetic valve (14), the normally closed second electromagnetic valve (13) and the hydraulic pump station (12) through control lines respectively. A wheel dynamic vibration absorber (6) is fixedly connected above the third connecting device (8).

2. The stiffness self-controlled four inertial element secondary vibration reduction hydro-pneumatic suspension according to claim 1, characterized in that: The wheel dynamic vibration absorber (6) is provided with a vibration absorbing mass (24) in the middle, the overall structure is symmetrical upward and downward with the center of the vibration absorbing mass (24) as the center, a force transmission rod (23) is a circular rod structure provided with threads on an upper and lower section and smooth on a middle section, the lower end of the force transmission rod (23) is fixedly connected with the third connecting device (8), and the vibration absorbing mass (24) is coaxially and slidingly sleeved outside the middle section of the force transmission rod (23).

3. The stiffness self-controlled four inertial element secondary vibration damping hydro-pneumatic suspension according to claim 2, characterized in that: An upper nut (20), an upper baffle (21) and a first buffer block (22) are closely attached from top to bottom above the vibration absorbing mass (24), and the upper nut (20), the upper baffle (21) and the first buffer block (22) are fixedly connected with the upper section of the force transmission rod (23) in a coaxial and threaded manner; a lower nut (27), a lower baffle (26) and a second buffer block (25) are arranged below the vibration absorbing mass (24), the lower nut (27), the lower baffle (26) and the second buffer block (25) are closely attached from bottom to top, and are fixedly connected with the lower section of the force transmission rod (23) in a coaxial and threaded manner.

4. The stiffness self-controlled four inertial element secondary vibration damping hydro-pneumatic suspension according to claim 3, characterized in that: The middle section of the vibration absorbing mass (24) is a cylindrical metal block, the upper edge of the vibration absorbing mass (24) extends upward to form a cylinder structure, the lower edge of the vibration absorbing mass (24) extends downward to form a cylinder structure, the first buffer block (22) and the second buffer block (25) are both variable cross-section conical structures, and the large end of the conical structure is located inside the corresponding cylinder structure.

5. The stiffness self-controlled four inertial element secondary vibration damping hydro-pneumatic suspension according to claim 3, characterized in that: The vehicle body provides a sprung mass, the wheel provides an unsprung mass, the wheel dynamic vibration absorber (6) provides a vibration absorbing mass, and the inertance tube (5) provides an inertance.

6. The stiffness self-controlled four inertial element secondary vibration damping hydro-pneumatic suspension according to claim 1, characterized in that: ​

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