69 results about "Unsprung mass" patented technology

The invention provides an OBD message analysis and attitude rendering method and system based on a vehicle dynamics model, and belongs to the field of vehicle electronics and control. The method comprises the steps that a message is analyzed through an OBD interface, and vehicle operation parameters are obtained; establishing a unified time base and carrying out resampling and synchronous processing on the data of each channel; constructing a fifteen-degree-of-freedom vehicle dynamics model comprising a vehicle body six-degree-of-freedom pose, a vehicle body angular velocity, a four-wheel rotation angular velocity and unsprung mass vertical displacement for state prediction; designing an observation function to map a model state to an OBD observation space, and adopting an observability enhancement strategy; predicting and observing data are fused by using a nonlinear filter, and abnormal observation gating is carried out based on a mahalanobis distance and an amplitude threshold value; compensating system time delay and adaptively adjusting observation noise; and performing three-dimensional real-time rendering on the attitude information. According to the method, high-precision and high-robustness vehicle attitude estimation can be realized only by depending on the OBD message, and the system cost is effectively reduced.

The invention belongs to the field of vehicle under-actuated system control, and particularly relates to an active suspension control method based on a Wuka theory analysis kinetic model and a vehicle. The control method comprises the following steps: firstly, constructing an equivalent 1 / 4 suspension model of a vehicle; then, the roll angle, the pitch angle and the vertical displacement of the vehicle and the displacement of the unsprung mass in each wheel suspension serve as one degree of freedom, and a seven-degree-of-freedom whole vehicle dynamic model based on the active suspension is constructed and converted into a matrix form; then, taking the roll angle, the pitch angle and the vertical displacement following expectation as control targets, establishing a corresponding three-dimensional error equation and a constraint equation, and converting the constraint equation into a matrix form; and finally, designing a control strategy of the vehicle based on the constraint following error, and calculating a servo control force and an additional control force in combination with the real-time state of the vehicle so as to obtain an active control vector. According to the method, the pitching and roll coupling control effect of the vehicle can be remarkably improved, and the dynamic response speed and the control precision of the system are improved.

Provided are a suspension system and an active force control method, relating to the technical field of suspensions. The suspension system comprises a first constant flow source (401), a second constant flow source (402), a first damping valve (403), a second damping valve (404), a shock absorber (405), and a liquid container (406). The shock absorber (405) comprises a first liquid cavity (4051) and a second liquid cavity (4052) separated by a piston. The first constant flow source (401) and the second constant flow source (402) are used for outputting liquid at a constant flow rate. The liquid container (406) is used for storing or replenishing liquid flowing in the system. An outlet of the first constant flow source (401) is connected to a first end of the first damping valve (403) and the first liquid cavity (4051). A second end of the first damping valve (403) is connected to the liquid container (406), and the liquid container (406) is connected to an inlet of the first constant flow source (401). An outlet of the second constant flow source (402) is connected to a first end of the second damping valve (404) and the second liquid cavity (4052). A second end of the second damping valve (404) is connected to the liquid container (406), and the liquid container (406) is connected to an inlet of the second constant flow source (402). A suspension system having a high operating bandwidth without additionally significantly increasing unsprung mass can be implemented.

A kind of truck wheel structure of rolling steel, including hub (1), spoke (2) and rim (3), it is characterized in that, wheel diameter is 840mm, the thickness of rim (3) is 60mm, the inner diameter of rim (3) is 720mm, the aperture of hub (1) is 210mm, overall weight is 314kg.The application increases the thickness of rim from 50mm of HESA wheel to 60mm under the premise of ensuring that the mass of wheel does not increase, which will not increase the unsprung mass, suitable for both 70t level truck, also can be used for 60t level truck.The relative HESA wheel of existing 70t level truck has the technical characteristics of high safety factor, light wheel weight, wide application range, and good application prospect.

The application belongs to the technical field of new energy vehicle dynamics control and energy management, and particularly relates to a power distribution method for a distributed drive vehicle in a variable-gradient transition working condition. First, a four-degree-of-freedom half-vehicle suspension dynamics model containing sprung mass vertical motion, pitching motion and front and rear unsprung mass vertical motion is constructed, Kalman filtering is used to fuse inertial measurement unit and suspension height sensor signals to observe front and rear axle dynamic normal loads in real time; based on the dynamic loads and a magic formula tire model, the upper limits of front and rear motor safe torques are calculated; finally, a hierarchical distribution strategy combining offline global efficiency optimization and online safety constraint compensation is used: an optimal driving mode table and an optimal distribution ratio table are generated offline, and after a reference torque is obtained by online table lookup, constraint checking and axle torque compensation are performed based on a dynamic safety boundary. The application realizes predictive slip control in a cross-gradient transient working condition, ensures driving stability and takes into account system efficiency in all working conditions.

The embodiment of the invention relates to the technical field of vehicle intelligent sensing and control, and discloses a road condition recognition method and device and a vehicle, and the method comprises the steps: for at least one wheel of the vehicle, obtaining a first vertical speed signal and a second vertical speed signal corresponding to each wheel; the first vertical speed signal represents the vertical speed of the sprung mass at the corresponding wheel position, and the second vertical speed signal is used for representing the vertical speed of the unsprung mass at the corresponding wheel position; determining an obstacle recognition condition corresponding to each wheel according to the first vertical speed signal and the second vertical speed signal; and determining obstacle information identified by the vehicle according to the obstacle identification conditions of all the wheels. By applying the technical scheme of the invention, the real-time and accurate recognition of the obstacle crossing event of the vehicle can be realized by fusing the dynamic response characteristics of the sprung mass and the unsprung mass and combining the multi-level collaborative arbitration logic.

The invention provides a multi-gear heavy truck electric drive device and a heavy truck, and relates to the technical field of heavy trucks. The multi-gear heavy truck electric drive device comprises a motor stator, a motor rotor, a sun gear, a differential mechanism, a first half shaft, a second half shaft and a variable-speed rotating assembly. The first half shaft is in transmission connection with the second half shaft through a differential; the motor stator is sleeved with the motor rotor, and the motor rotor is hollow and arranged on the first half shaft in a sleeving mode. And the sun gear is connected with the motor rotor and is in transmission connection with the variable-speed rotating assembly. According to the coaxial integrated structure, the rotor cantilever layout of a traditional offset type three-gear electric drive axle is eliminated, bearing unbalance loading and shell stress concentration are reduced, the structural rigidity is enhanced, and the fatigue life is prolonged. Meanwhile, the power source is directly coupled to the output end of the differential mechanism through the planet carrier after being decelerated through the planet row, the gear stage number and meshing loss are reduced, the transmission efficiency and endurance are improved, the unsprung mass, the whole machine size and the assembly complexity are reduced, and high performance, high reliability and engineering manufacturability are considered.

The embodiment of the invention relates to the technical field of vehicles, and discloses a pit identification method and device, and the method comprises the steps: obtaining the vertical speed information of the sprung mass and the vertical speed information of the unsprung mass of each wheel of a vehicle; determining speed characteristic information of each wheel according to the vertical speed information of the sprung mass and the vertical speed information of the unsprung mass of each wheel; and according to the speed characteristic information of each wheel, determining a pit identification result of the vehicle. By applying the technical scheme of the invention, the problem of poor accuracy of pit identification in the prior art can be solved.

The invention relates to the technical field of new energy axles, in particular to a hydraulic expansion forming type light-weight new energy axle which comprises a main beam body, end connecting parts arranged at the two ends of the main beam body and a differential mechanism shell connecting base arranged in the middle of the main beam body. The main beam body comprises an outer-layer pipe wall and a lining sleeve arranged on the inner side of the outer-layer pipe wall. The lining sleeve sequentially comprises an A-section reinforcing area, B-section gradual transition areas located on the two sides of the A-section reinforcing area and a C-section non-reinforcing area located on the outer side of the B-section gradual transition areas in the axial direction. And the main beam body is provided with a controllable collapse triggering area in the C-section non-reinforced area. Compared with the prior art, the outer-layer pipe wall and the lining sleeve are laminated in the A-section reinforcing area adjacent to the differential shell connecting base, so that the bending resistance and torsion resistance of the section are improved, and the equivalent wall thickness is increased; and meanwhile, a lining sleeve is omitted and thinned in a C-section non-reinforced area far away from a key load transmission path, so that the material consumption is reduced, and the unsprung mass is reduced.

The application discloses a wheeled armored vehicle dynamics simulation platform and a construction method, equipment and medium thereof, relates to the field of wheeled armored vehicle simulation, and comprises the following steps: based on a Lagrange dynamics method, a dynamics model of a wheeled armored vehicle is constructed; the dynamics model of the wheeled armored vehicle comprises a sprung mass dynamics model, an unsprung mass dynamics model and a turret system dynamics model; and the dynamics model of the wheeled armored vehicle is iteratively simulated and solved to obtain a simulation result of the wheeled armored vehicle. The application improves the refinement degree of the construction of the dynamics model of the wheeled armored vehicle.

The present disclosure relates to a corner module arrangement comprising: a hub connected to a wheel; a body spaced apart from the hub; a first motor disposed within the main body; a second motor disposed within the body and spaced apart from the first motor; a driving member configured to be connected to the first motor and the hub and to provide a driving force to the wheel; and a steering member configured to be connected to the second motor and the hub and adjust a steering angle of the wheel. According to the corner module apparatus, since the main body and the first steering body are supported by the second steering body fixed to the vehicle body, the size of the unsprung mass is reduced, thereby ensuring improved ride comfort and durability.

The double-motor coaxial electric drive axle comprises two motors, two groups of planetary gears, a differential and half shafts assembled at left and right ends of the differential, the motors, the planetary gears, the differential and the half shafts are coaxially arranged, characterized in that the two groups of planetary gears are symmetrically arranged at left and right sides of the differential, left and right ends of a differential case of the differential are respectively connected with output ends of the planetary gears through clutches, the output end of one group of planetary gears is assembled with a differential lock assembly capable of locking the differential function of the differential, and the input end of each group of planetary gears is connected with a shaft end of one motor. The double-motor coaxial electric drive axle can reduce the axial size of the electric drive axle, reduce the unsprung mass, be compatible with more application vehicle models, balance the load dynamic distribution of the double motors, reduce the average energy consumption, improve the endurance mileage, improve the passing performance and improve the adaptability of the vehicle to complex road conditions.

An electronically controlled suspension system for a motor vehicle having a sprung mass, an unsprung mass, and a control arm attached between the sprung and unsprung masses, may include an active mass damper and a driver to control the active mass damper, wherein the active mass damper is mounted to the control arm such that a first force applied by the active mass damper to the unsprung mass through the control arm is a fraction of a total force applicable by the active mass damper and a second force applied by the active mass damper to the sprung mass through the control arm is a remaining fraction of the total force, wherein the fraction is defined by a ratio of a distance of the active mass damper from the one end of the control arm and a length of the control arm.

The wheel-side drive structure of a rigid dump truck for mining includes a gearbox, a wheel-end planetary gear set mounted on the wheel hub, and an MCU controller mounted on the rear of the gearbox. The gearbox comprises a motor unit controlled by the MCU controller, a planetary reduction assembly formed by at least two single-stage planetary gear sets connected in series, and a clutch assembly mounted on the gearbox housing and cooperating with the planetary reduction assembly. The motor unit is formed by at least two axial flux motors connected coaxially in series. The input end of the planetary reduction assembly is connected to the motor unit, and the output end is connected to the input end of the wheel-end planetary gear set. The planetary reduction assembly adjusts its speed ratio according to the control of the clutch assembly. This invention ensures independent control of wheel power, reduces unsprung mass, achieves multi-level torque output, adapts to power demands in high-load, multi-terrain scenarios, improves the coverage of the motor's high-efficiency range, enhances the vehicle's adaptability to various operating conditions, and improves the reliability of the wheel-side drive.

The double-swing-arm steering and driving integrated angle module suspension device comprises a steering mechanism connected between a hub motor and a vehicle frame, and the steering mechanism comprises a steering motor, a speed reducer, an absolute value encoder and a steering knuckle; the speed reducer comprises a first-stage speed reduction assembly and a second-stage speed reduction assembly, the first-stage speed reduction assembly is a planetary speed reducer, and the second-stage speed reduction assembly comprises a shell and a worm and gear transmission mechanism arranged in the shell; an output shaft of the absolute value encoder is connected with the worm shaft; the steering knuckle is fixed with the worm wheel shaft, one side of the steering knuckle is connected with the frame through a damping mechanism, and the other side of the steering knuckle is connected with the hub motor through a brake mechanism; the steering mechanism and the double-swing-arm damping suspension mechanism are integrated on the hub motor, the chassis space is saved, the unsprung mass is reduced, and the steering mechanism can achieve independent steering torque and position control over each wheel through cooperation of a multi-stage speed reduction and torque rise structure composed of planetary speed reduction and worm gears and worms and an absolute value encoder.

The utility model belongs to the technical field of automobile suspensions, and relates to a multi-connecting-rod independent integral axle composite suspension and a chassis, suspension assemblies are symmetrically installed at the two ends of a main axle, and each suspension assembly comprises an upper swing arm, a lower swing arm, a wheel center stand column, a direction pull rod and a shock absorber. The bottom of the wheel center stand column is in spherical hinge connection with the main axle and the girder through a lower swing arm and a rear dragging arm respectively, the top of the wheel center stand column is in spherical hinge connection with the main axle through an upper swing arm, the middle of the upper swing arm is rotationally connected with one end of an inner swing arm through a first pull rod, and the inner swing arm is connected with a shock absorber through a second pull rod. A sliding groove is formed in the main axle, the inner swing arm is fixedly connected with an inner swing arm connecting rod, and the inner swing arm connecting rod horizontally slides in the sliding groove in a limited mode. A pure mechanical structure is adopted to combine an independent suspension and an integral bridge suspension into a whole, the working modes of the independent suspension and the integral bridge suspension are switched according to the compression stroke of the suspension, the unsprung mass of a traditional hard bridge is reduced, and comfort and controllability are improved.

The utility model discloses a light electric two-wheeled vehicle of modularization drive, including vehicle overall frame, front wheel system and rear wheel system, the vehicle overall frame includes frame, seat cushion and pedal, the front wheel system includes front wheel set, front wheel shafting, front shock absorber system and front handlebar. A high-speed motor is used for speed reduction through a gear and power transmission through a constant velocity universal joint, and finally a belt speed reducer is used for driving a wheel set to rotate, so that modular power layout is achieved. Through the rearranged power unit, unsprung mass can be minimized. The suspension structure of the triangular double shock absorbers can reduce the number of components, the design of the shock absorption structure is simplified, and the reliability is improved. The upper half part of the universal coupling is fixed in the shell of the driving unit, the lower half sliding part of the universal coupling is positioned below the damping system spring, and the motor is fixedly mounted through the expansion joint of the universal coupling, so that the power unit does not move along with the suspension.

The invention provides a flatness prediction method and system based on a wavelet and a physical neural network, and relates to the technical field of road engineering, and the method comprises the steps: carrying out the calculation through a scale function of a dbN wavelet, and obtaining a first weight coefficient of a pavement longitudinal contour elevation function; solving the quarter vehicle dynamic equation, determining unsprung mass displacement and sprung mass displacement, and obtaining a second weight coefficient and a third weight coefficient corresponding to the unsprung mass displacement and the sprung mass displacement respectively through wavelet transform; training a preset deep learning network model by using the obtained weight coefficient, and determining a loss function of the preset deep learning network model; performing iterative optimization on the preset deep learning network model by using a Bayesian optimization algorithm and the loss function to obtain a target deep learning network model; and inputting the fourth weight coefficient of the to-be-measured pavement into the target deep learning network model, and determining the to-be-measured unsprung mass displacement, the to-be-measured sprung mass displacement and the international flatness index.

The application provides a distributed electronic mechanical brake actuator based on a gear push shaft type lever, which mainly comprises a power transmission mechanism, a gear push shaft type lever mechanism, a mounting base and a motor arranged on a vehicle body; during braking, the motor rotates to drive the bevel gear set to rotate through the power transmission mechanism; the first lever is driven by the second bevel gear to make the first lever push block translate backward to drive the front brake caliper to make the front brake pad press against the brake disc; the second lever is driven by the second bevel gear to make the second lever push block translate forward to drive the rear brake caliper to make the rear brake pad press against the brake disc; thus, the braking force is applied, and the braking force can be adjusted by adjusting the motor torque; the scheme can effectively reduce the unsprung mass of the vehicle, improve the working environment of the motor, and improve the ride comfort, the steering stability and the driving safety of the vehicle, and provides a solution for the traditional brake system and the active brake, and provides an important support for the intelligent chassis.

The invention relates to a semi-active suspension control method, device and equipment, a vehicle, a medium and a product, in the method, after control data of each shock absorber is obtained, according to sprung mass displacement, sprung mass speed, a historical sprung mass acceleration sequence, unsprung mass displacement and unsprung mass speed in the control data, the sprung mass acceleration sequence is calculated according to the sprung mass displacement, the sprung mass speed, the historical sprung mass acceleration sequence, the sprung mass displacement and the sprung mass speed; and calculating a pavement characteristic frequency domain parameter and a pavement characteristic time domain parameter. And forming a state vector, and inputting the state vector into a damping prediction model to obtain a damping coefficient of the shock absorber. And finally, the damping of each shock absorber is adjusted according to the damping coefficient of each shock absorber. According to the scheme, the damping of the shock absorber is adjusted through the sprung mass displacement, the sprung mass velocity, the historical sprung mass acceleration sequence, the unsprung mass displacement, the unsprung mass velocity, the road surface characteristic frequency domain parameter and the road surface characteristic time domain parameter, and the matching degree of the damping of the shock absorber and the road surface can be improved.

The present invention relates to a saddle-type vehicle comprising a frame, a front wheel and a rear wheel, a suspension system (6) coupling the frame to the front and rear wheels in a variable relative position, and an engine; the vehicle comprising a sprung mass portion and an unsprung mass portion comprising at least a portion of the engine; the suspension system (6) being interposed between said mass portions so as to support the sprung portion relative to the unsprung portion. The suspension system (6) comprises a hybrid mechanical hydropneumatic suspension (15) comprising, in turn, an elastic element (7) having a first stiffness (k1), and a hydropneumatic spring (8) having a second stiffness (k2), which are operationally coupled to each other and define an equivalent stiffness (keq) of the hybrid suspension (15) that varies according to the relative position. Figure 2

An air spring with an air spring rolling bellows made of elastomer material with reinforcing layers embedded within the rolling bellows wall, the air spring being clamped in between a sprung and an unsprung mass, and the air spring rolling bellows, at least at one of its two open ends, having a bead ring or a reinforced end region and being fastened in an airtight manner to an air spring cover connected to the sprung mass, the rolling bellows being fastened in an airtight manner by way of its other open end to a connection part connected to the unsprung mass, and the cover, connection part and rolling bellows delimiting a working space filled with compressed air, wherein at least the airtight connection between the air spring rolling bellows and the air spring cover is effected by means of a connecting element which is fastened to the bead ring or to the reinforced end region in a materially bonded and / or positively locking manner.

This invention relates to a multi-material composite vertically layered bead structure and its design method, belonging to the field of tire structure and manufacturing methods. It comprises multiple layers of composite layers with different elastic moduli stacked together; each composite layer contains at least two materials with different elastic moduli, and the configuration of the elastic moduli of each composite layer results in a non-linear gradient change in the overall lateral elastic modulus distribution of the bead along the lateral direction; at least one composite layer is a non-metallic fiber-reinforced composite layer. The lateral spatial position and material selection of each composite layer are determined by a multi-objective optimization algorithm driven by finite element simulation analysis results of the internal stress field distribution of the bead under extreme working conditions. This invention achieves deep weight reduction while maintaining or even improving the overall load-bearing capacity of the bead, actively eliminating local stress peaks, and significantly improving the fatigue life of the bead, providing a new engineering path for the unsprung mass reduction and durability design of high-performance tires.

The invention discloses a motor-driven multi-disc wet brake, which relates to the technical field of motor vehicle braking and comprises a transmission device, a motor driving device and a braking device, the brake device comprises a brake carrier and a plurality of wet brake units; the brake carrier is arranged around the half shaft and is provided with a brake cavity with cooling oil; the plurality of wet brake units are mounted in the brake cavity and are arranged around the half shaft; the transmission device comprises a transmission carrier and a transmission unit; the transmission carrier is provided with a transmission cavity; the transmission unit is mounted in the transmission cavity; the motor driving device comprises a driving carrier and a motor driving unit; the driving carrier is provided with a driving cavity; the motor driving unit is mounted in the driving cavity; the transmission unit is connected with the motor driving unit and used for converting output torque of the motor driving unit into axial torque. By means of the design, the problems that due to a traditional wheel end brake, the unsprung mass is too large, the hub space is occupied, the braking heat management capacity is insufficient, and the control precision is limited are solved.

The embodiment of the present application provides a lower swing arm, a suspension system and a vehicle having the same. The lower swing arm comprises a lower swing arm body, the lower swing arm body comprising: a first component segment, a first end of the first component segment being provided with a first connecting piece, the first component segment being connected with a steering knuckle through the first connecting piece, a second end of the first component segment being provided with a first mounting bracket, the first component segment being connected with a subframe through the first mounting bracket; and a second component segment, a first end of the second component segment being connected between the first end of the first component segment and the second end of the first component segment, a second end of the second component segment being provided with a second mounting bracket, the second component segment being connected with the subframe through the second mounting bracket. The single-arm structure of the lower swing arm reduces the number of lower swing arms required by the traditional technology, reduces the unsprung mass and complexity of the suspension system, reduces the arrangement space of the suspension structure, and reduces the overall cost. The present application solves the problems of large unsprung mass and large space occupation of the suspension system in the prior art.

This utility model provides a vehicle with a closed wheel and a closed wheel assembly, including: a rim, a bracket assembly, and a sealing plate; the bracket assembly is provided inside the rim, the bracket assembly includes an integrally formed hub and several spokes, and a sealing plate is provided between two adjacent spokes and the rim, each sealing plate has a through hole near the hub, and one sealing plate is provided with an air valve position. This utility model, while ensuring the advantage of closed wheels in reducing air resistance, effectively reduces unsprung mass by optimizing structural parameters, which helps to improve the vehicle's handling, ride comfort, acceleration performance, and braking performance.

The present application discloses a vibration absorption system of a hub motor and an application thereof. The vibration absorption system of the hub motor comprises a brake, a vibration absorption mechanism, a torque transmission mechanism, and a hub motor; the brake is primarily used for braking and torque transmission; the vibration absorption mechanism is used for reducing an acting force of a weight of the motor on a vehicle hub, reducing hub loads, and increasing a reaction speed of the hub; and the torque transmission mechanism is used for indirectly transmitting rotational torque of the motor to the vehicle hub, and at the same time, for preventing the vehicle hub from transmitting a high-frequency large-magnitude impact force to the hub motor together with the vibration absorption mechanism and reducing an unsprung mass of a vehicle using the hub motor.

The application provides a bidirectional distributed electronic mechanical brake actuator based on universal transmission and gear rack, which is mainly composed of a motor, a transmission system shell, a ball cage universal joint, a shell, a left brake caliper rack pull rod, a left brake caliper, a retainer and a right brake caliper; when braking, the motor shaft rotates, drives the first gear shaft, the ball cage universal joint and the second gear shaft to rotate through bevel gears, drives the third gear shaft to rotate through the bevel gears, thereby drives the gear to rotate, the rack converts the rotary motion of the gear into linear motion, drives the left brake caliper to move along the left brake caliper guide groove, and drives the left brake pad to press against the brake disc through the left brake caliper; at the same time, the rack drives the right brake caliper to move along the right brake caliper shaft guide groove, and drives the right brake pad to press against the brake disc through the right brake caliper; thereby exerts the braking force on the wheel, and the size of the braking force can be adjusted by adjusting the motor torque; the motor is arranged on the vehicle body, which can effectively reduce the unsprung mass.