An active suspension device for electric vehicles based on multi-chamber air spring

Abstract

The utility model discloses a kind of electric vehicle active suspension based on multi-chamber air spring, including air spring body, the front and rear sides of air spring body are connected with air cavity assembly, and air cavity assembly includes secondary air chamber, solenoid valve and connecting pipe, the lower end of secondary air chamber is connected with connecting pipe, and solenoid valve is installed on connecting pipe, the upper end of air spring body is connected with support assembly, and the upper end of support assembly is connected with center stress plate, the lower end of air spring body is connected with straight frame component. The electric vehicle active suspension based on multi-chamber air spring compared with the existing ordinary electric vehicle active suspension, the equipment also uses solenoid valve to control damping force, so as to make equipment keep good stability, reduce the damage of each shock to minimum, the equipment can play protective effect to the chassis of vehicle, reduce the impact force of shock to chassis cause damage.

Description

Technical Field

[0001] This utility model relates to the field of active suspension technology for electric vehicles, specifically an active suspension device for electric vehicles based on multi-chamber air springs. Background Technology

[0002] An active suspension system for electric vehicles is an intelligent suspension system installed on electric vehicles that can dynamically optimize vehicle performance by actively adjusting suspension stiffness, damping force, or vehicle height based on the vehicle's real-time driving status (such as speed, steering, and braking), road conditions (such as bumps and slopes), and driving needs (such as comfort and handling). It breaks through the limitations of traditional passive suspensions with "fixed stiffness / damping" and is one of the core components for the intelligentization, comfort, and handling of electric vehicle chassis.

[0003] Existing active suspension systems for electric vehicles often require external equipment to assist in actively adjusting the stiffness and damping of optional components. For example, if air springs are used as the shock absorption structure of the suspension, the air supply structure needs to adjust the air pressure inside the air springs to change the damping force of the suspension. This method of using external devices causes a certain impact to the external devices with each shock absorption, which can easily lead to damage to the structure over a long period of time and cannot meet people's needs. In view of the above, we will carry out technical innovation on the basis of existing active suspension systems for electric vehicles. Utility Model Content

[0004] The purpose of this invention is to provide an active suspension device for electric vehicles based on multi-chamber air springs, in order to solve the problem mentioned in the background art that the general suspension cannot adequately meet people's usage needs.

[0005] To achieve the above objectives, this utility model provides the following technical solution: an active suspension device for electric vehicles based on a multi-chamber air spring, comprising an air spring body, air chamber assemblies connected to the front and rear sides of the air spring body, and the air chamber assembly comprising a secondary air chamber, a solenoid valve and a connecting pipe, the lower end of the secondary air chamber being connected to the connecting pipe, and a solenoid valve being installed on the connecting pipe, the upper end of the air spring body being connected to a support assembly, and the upper end of the support assembly being connected to a central force plate.

[0006] Furthermore, a straight frame assembly is connected to the lower end of the air spring body, and a mounting assembly is connected to one side of the straight frame assembly.

[0007] Furthermore, the mounting assembly includes a central rod, vertical rods, mounting plates, side auxiliary support frames, and auxiliary connecting shafts. Vertical rods are connected to the left and right sides of the central rod, the upper end of the vertical rods is connected to the mounting plates, and side auxiliary support frames are installed on the front and rear sides of the vertical rods. Auxiliary connecting shafts are provided at the left and right ends of the side auxiliary support frames.

[0008] Furthermore, the straight frame assembly includes a first connector, a connecting rod, and a rotating connector, wherein the connecting rod is connected to the side of the first connector away from the mounting assembly, and the rotating connector is connected to the end of the connecting rod away from the first connector.

[0009] Furthermore, the straight frame assembly also includes a rotating connecting rod and a hub, with the rotating connecting rod connected to the end of the rotating connector away from the connecting straight rod, and the hub connected to the end of the rotating connecting rod away from the rotating connector.

[0010] Furthermore, the support assembly includes a second connector, a mounting sleeve, a central shaft, and a rear movable plate. The mounting sleeve is connected to the side of the second connector away from the air spring body, the central shaft is connected to the side of the mounting sleeve away from the second connector, and the rear movable plate is connected to the end of the central shaft away from the mounting sleeve.

[0011] Furthermore, the support assembly also includes a metal spring, an outer protective sleeve, and a third connector. The metal spring is disposed outside the central shaft, and the outer protective sleeve is disposed outside the metal spring. The third connector is connected to the end of the outer protective sleeve away from the second connector.

[0012] Compared with the prior art, the beneficial effects of this utility model are as follows: The device uses an electromagnetic valve to control the damping force, thereby enabling the device to maintain good stability and minimizing the damage of each shock absorption. The device can protect the chassis of the vehicle and reduce the impact force during shock absorption from damaging the chassis. 1. The solenoid valve of this utility model can control the opening and closing of the connecting pipe, thereby controlling the connection between the auxiliary air chamber and the air spring body. By changing the gas volume in this way, the damping force can be controlled. The entire process uses only one electronic component, the solenoid valve, which ensures the stability of the equipment and minimizes the damage to the equipment during each shock absorption operation. In addition, the auxiliary air chamber is located at the bottom, which can also protect the chassis to a certain extent, increase the load-bearing capacity of the electric vehicle bottom, and avoid the impact of scratches on the electric vehicle battery. 2. The air spring body of this utility model is connected to the central force plate through a support component. In this way, during the shock absorption process, the upward impact force of the air spring body can be changed into a lateral impact force, which is then applied to the central force plate. This allows the central force plate to withstand greater force, thereby preventing excessive upward impact force during shock absorption from directly impacting the chassis and causing damage to the vehicle chassis. Attached Figure Description

[0013] Figure 1 This is a three-dimensional structural diagram of the present invention; Figure 2 This is an enlarged structural diagram of the mounting components of this utility model; Figure 3 This is an enlarged structural schematic diagram of the air cavity assembly of this utility model; Figure 4 This is an enlarged structural schematic diagram of the support component of this utility model.

[0014] In the diagram: 1. Mounting assembly; 101. Center rod; 102. Vertical rod; 103. Mounting plate; 104. Side auxiliary support frame; 105. Auxiliary connecting shaft; 2. Straight frame assembly; 201. First connector; 202. Connecting straight rod; 203. Rotating connector; 204. Rotating connecting rod; 205. Hub; 3. Air spring body; 4. Air chamber assembly; 401. Secondary air chamber; 402. Solenoid valve; 403. Connecting pipe; 5. Support assembly; 501. Second connector; 502. Mounting sleeve; 503. Center shaft; 504. Rear moving plate; 505. Metal spring; 506. Outer protective sleeve; 507. Third connector; 6. Central load-bearing plate. Detailed Implementation

[0015] like Figure 1 , Figure 3 and Figure 4 As shown, an active suspension device for electric vehicles based on a multi-chamber air spring includes an air spring body 3. Air chamber assemblies 4 are connected to the front and rear sides of the air spring body 3. The air chamber assembly 4 includes a secondary air chamber 401, a solenoid valve 402, and a connecting pipe 403. The lower end of the secondary air chamber 401 is connected to the connecting pipe 403, and the solenoid valve 402 is installed on the connecting pipe 403. The upper end of the air spring body 3 is connected to a support assembly 5, and the upper end of the support assembly 5 is connected to a central force plate 6. Solenoid valve 402 controls the opening and closing of connecting pipe 403, thereby controlling the connection between auxiliary air chamber 401 and air spring body 3. By changing the gas volume in this way, the damping force can be controlled. The entire process uses only one electronic component, solenoid valve 402, which ensures the stability of the equipment and minimizes the damage to the equipment during each vibration damping operation. The main reason for this is the simplification of the system structure and control logic: on the one hand, the use of a single component reduces the signal delay and mechanical interference that may occur when multiple components work together, thus reducing the probability of failure; on the other hand, solenoid valve 402 adjusts the gas volume by directly controlling the opening and closing of the air path, eliminating the need for complex external air supply equipment or multi-stage transmission mechanisms, reducing the cumulative damage caused by friction and impact between components during vibration damping, thereby improving the overall working stability and durability of the equipment. In addition, the auxiliary air chamber 401 is located at the bottom, which can also provide some protection for the chassis, increase the load-bearing capacity of the bottom of the electric vehicle, and prevent scratches from affecting the battery of the electric vehicle. The air spring body 3 is connected to the central force plate 6 through the support component 5. In this way, during the shock absorption process, the upward impact force of the air spring body 3 can be changed into a lateral impact force, which is then applied to the central force plate 6. This allows the central force plate 6 to withstand greater force, thereby preventing the excessive upward impact force during shock absorption from directly impacting the chassis and causing damage to the vehicle chassis.

[0016] like Figure 1 and Figure 2 As shown, the lower end of the air spring body 3 is connected to the straight frame assembly 2, and one side of the straight frame assembly 2 is connected to the mounting assembly 1.

[0017] like Figure 2 As shown, the mounting assembly 1 includes a central rod 101, a vertical rod 102, a mounting plate 103, a side auxiliary support frame 104, and an auxiliary connecting shaft 105. The central rod 101 is connected to the vertical rod 102 on both the left and right sides. The upper end of the vertical rod 102 is connected to the mounting plate 103. The side auxiliary support frame 104 is installed on the front and rear sides of the vertical rod 102. The auxiliary connecting shaft 105 is provided at both the left and right ends of the side auxiliary support frame 104. The side auxiliary support frame 104 is connected to the first connector 201 through the auxiliary connecting shaft 105, which can provide auxiliary support for the first connector 201. When the equipment is working, the connection of the first connector 201 has good strength, avoiding excessive impact force and damage to the equipment.

[0018] like Figure 1As shown, the straight frame assembly 2 includes a first connector 201, a connecting straight rod 202, and a rotating connector 203. The connecting straight rod 202 is connected to the side of the first connector 201 away from the mounting assembly 1, and the rotating connector 203 is connected to the end of the connecting straight rod 202 away from the first connector 201. The straight frame assembly 2 also includes a rotating connecting rod 204 and a hub 205. The rotating connecting rod 204 is connected to the end of the rotating connector 203 away from the connecting straight rod 202, and the hub 205 is connected to the end of the rotating connecting rod 204 away from the rotating connector 203. The first connector 201 is rotatably connected to the connecting rod 202, and the rotating connector 203 is rotatably connected to the rotating connecting rod 204, so that the rotating connector 203 will not affect the turning or other operations of the wheel hub 205.

[0019] like Figure 4 As shown, the support assembly 5 includes a second connector 501, a mounting sleeve 502, a central shaft 503, and a rear moving plate 504. The mounting sleeve 502 is connected to the side of the second connector 501 away from the air spring body 3. The central shaft 503 is connected to the side of the mounting sleeve 502 away from the second connector 501. The rear moving plate 504 is connected to the end of the central shaft 503 away from the mounting sleeve 502. The support assembly 5 also includes a metal spring 505, an outer protective sleeve 506, and a third connector 507. The metal spring 505 is provided on the outside of the central shaft 503. The outer protective sleeve 506 is provided on the outside of the metal spring 505. The third connector 507 is connected to the end of the outer protective sleeve 506 away from the second connector 501. The rear movable plate 504 forms an elastic structure with the outer protective sleeve 506 via the metal spring 505. When the second connector 501 is subjected to an upward thrust, the force is transferred to the central shaft 503 by the rotational connection between the second connector 501 and the mounting sleeve 502, thereby transmitting the force to the rear movable plate 504. The elasticity of the metal spring 505 is used to absorb the force. Here, the metal spring 505 is a high-strength spring. The main function of the support component 5 is to change the upward force to a lateral force. The purpose of the metal spring 505 is to prevent damage to the support component 5 when the force is too large. The main function of the metal spring 505 is not to absorb the force. Therefore, the metal spring 505 changes only a small distance during operation. Thus, the metal spring 505 does not need to be used with an energy-absorbing structure for shock absorption, because the main function of the metal spring 505 is not shock absorption, but overload protection.

[0020] Working Principle: When using this electric vehicle active suspension device based on multi-chamber air springs, the central force plate 6 and mounting plate 103 are first installed on the vehicle chassis to achieve device installation. A rotating structure is formed between the central force plate 6 and the first connector 201. During shock absorption, the air spring body 3 is compressed through this rotating structure, thus absorbing energy and reducing shock, increasing vehicle stability. When the air spring body 3 is performing shock absorption, the upward impact force of the air spring body 3 acts on the central shaft 503. Part of the force is absorbed by the metal spring 505, resulting in secondary shock absorption. This secondary shock absorption primarily protects the vehicle chassis, while the remaining impact force is absorbed by the metal spring 505. The rotating structure between the outer protective sleeve 506 and the third connector 507 acts on the third connector 507. At this time, the force is in the tilt direction of the outer protective sleeve 506, thereby correcting the upward impact force of the air spring body 3 into the lateral impact force of the third connector 507, which protects the chassis of the car. When the vehicle passes through more complex road conditions, it can be opened so that the auxiliary air chamber 401 is connected to the air spring body 3 through the connecting pipe 403, thereby increasing the volume of gas. In this way, the air spring body 3 is in a low stiffness mode, which is suitable for filtering the impact on bumpy roads and improving comfort. When the solenoid valve 402 is fully closed, it is in a high stiffness mode, which is suitable for high-speed driving and emergency lane changes, and suppresses body roll / pitch.

Claims

1. An active suspension device for electric vehicles based on multi-chamber air springs, characterized in that, The air spring body (3) is provided with air chamber assemblies (4) connected to its front and rear sides. The air chamber assembly (4) includes a secondary air chamber (401), a solenoid valve (402) and a connecting pipe (403). The lower end of the secondary air chamber (401) is connected to the connecting pipe (403), and the solenoid valve (402) is installed on the connecting pipe (403). The upper end of the air spring body (3) is connected to a support assembly (5), and the upper end of the support assembly (5) is connected to a central force plate (6).

2. The active suspension device for electric vehicles based on multi-chamber air springs according to claim 1, characterized in that, The lower end of the air spring body (3) is connected to the straight frame assembly (2), and one side of the straight frame assembly (2) is connected to the mounting assembly (1).

3. The active suspension device for electric vehicles based on multi-chamber air springs according to claim 2, characterized in that, The mounting assembly (1) includes a central rod (101), a vertical rod (102), a mounting plate (103), a side auxiliary support frame (104), and an auxiliary connecting shaft (105). The central rod (101) is connected to the left and right sides of the vertical rod (102). The upper end of the vertical rod (102) is connected to the mounting plate (103). The front and rear sides of the vertical rod (102) are equipped with side auxiliary support frames (104). The left and right ends of the side auxiliary support frames (104) are provided with auxiliary connecting shafts (105).

4. The active suspension device for electric vehicles based on multi-chamber air springs according to claim 2, characterized in that, The straight frame assembly (2) includes a first connector (201), a connecting rod (202) and a rotating connector (203), and the connecting rod (202) is connected to the side of the first connector (201) away from the mounting assembly (1), and the rotating connector (203) is connected to the end of the connecting rod (202) away from the first connector (201).

5. The active suspension device for electric vehicles based on multi-chamber air springs according to claim 4, characterized in that, The straight frame assembly (2) further includes a rotating connecting rod (204) and a hub (205), and the rotating connecting head (203) is connected to the rotating connecting rod (204) at one end away from the connecting straight rod (202), and the rotating connecting rod (204) is connected to the hub (205) at one end away from the rotating connecting head (203).

6. The active suspension device for electric vehicles based on multi-chamber air springs according to claim 1, characterized in that, The support assembly (5) includes a second connector (501), a mounting sleeve (502), a central shaft (503), and a rear moving plate (504). The mounting sleeve (502) is connected to the side of the second connector (501) away from the air spring body (3). The central shaft (503) is connected to the side of the mounting sleeve (502) away from the second connector (501). The rear moving plate (504) is connected to the end of the central shaft (503) away from the mounting sleeve (502).

7. The active suspension device for electric vehicles based on multi-chamber air springs according to claim 6, characterized in that, The support assembly (5) further includes a metal spring (505), an outer protective sleeve (506) and a third connector (507), and a metal spring (505) is provided on the outside of the central shaft (503), an outer protective sleeve (506) is provided on the outside of the metal spring (505), and a third connector (507) is connected to the end of the outer protective sleeve (506) away from the second connector (501).

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