Disclosure of Invention
The application provides an air spring vibration reduction system, a vehicle and a control method of the air spring vibration reduction system, which can cool down a vibration absorber so as to reduce or avoid the conditions of damping force temperature decay or sealing failure oil leakage and the like of the vibration absorber caused by overhigh temperature of the vibration absorber, and can effectively improve the working stability and durability of the vibration absorber.
One aspect of the application provides an air spring vibration reduction system, which comprises an air bag, an upper end cover and a lower end cover, wherein the upper end cover and the lower end cover are connected with two ends of the air bag, and a cavity is formed by surrounding the air bag, the upper end cover and the lower end cover together;
the vibration absorber is positioned in the cavity, one end of the vibration absorber is connected with the upper end cover, and the other end of the vibration absorber is connected with the lower end cover;
the shock absorber also comprises an isolation block positioned in the cavity, the isolation block is positioned between the outer wall of the shock absorber and the inner wall of the lower end cover, the isolation block divides the chamber into a spring chamber and a cooling chamber, and the cooling chamber is arranged around at least part of the periphery of the shock absorber;
The lower end cover is also provided with a first channel, one end of the first channel is communicated with the cooling cavity, and the other end of the first channel is communicated with a cooling medium.
According to the embodiment of the application, the first channel communicated with the cooling cavity is arranged in the air spring vibration reduction system, so that an external cooling medium can enter the cooling cavity, and the temperature of air in the cooling cavity is reduced. Therefore, the low-temperature air in the cooling cavity can cool down the shock absorber, so that the conditions of damping force temperature decay or sealing failure oil leakage and the like of the shock absorber caused by overhigh temperature of the shock absorber are reduced or avoided, and the working stability and durability of the shock absorber can be effectively improved.
In one possible implementation, the cooling medium is supplied to the first passage via a solenoid valve, and the cooling medium is supplied to the first passage via a solenoid valve.
In one possible implementation manner, the electromagnetic valve further comprises a controller, wherein the controller is in signal connection with the electromagnetic valve and is used for controlling the opening and closing of the electromagnetic valve.
In one possible implementation, the vibration absorber further comprises a temperature sensor, wherein the temperature sensor is positioned on the vibration absorber and is in signal connection with the controller;
the temperature sensor is used for measuring the temperature of the shock absorber and transmitting the measured temperature to the controller, and the controller is used for controlling the opening or closing of the electromagnetic valve according to the temperature measured by the temperature sensor.
In one possible implementation, the cooling device further comprises a second channel formed on the lower end cover, and the second channel is communicated with the cooling chamber;
The cooling medium enters the cooling chamber through the first channel, and the gas in the cooling chamber is discharged through the second channel.
In one possible implementation, the vibration damper further includes a heat conducting member, the heat conducting member is located in the cooling chamber, and the heat conducting member is enclosed around the periphery of the vibration damper.
In one possible implementation manner, the heat conducting member is in a hollow structure.
A second aspect of the present application provides a vehicle comprising a frame, a passenger compartment and an air spring vibration reduction system as described in any of the preceding claims, wherein a lower end cap of the air spring vibration reduction system is connected to the frame and an upper end cap of the air spring vibration reduction system is connected to the passenger compartment.
A third aspect of the present application provides a method of controlling an air spring vibration damping system, the air spring vibration damping system comprising a damper and a cooling chamber, the damper being located at least partially within the cooling chamber;
The electromagnetic valve is communicated with the cooling cavity, the electromagnetic valve is communicated with a cooling medium, the temperature sensor is arranged on the shock absorber, and the electromagnetic valve and the temperature sensor are both in signal connection with the controller;
The method comprises the following steps:
the temperature sensor measures the temperature of the shock absorber and obtains a measured temperature;
the temperature sensor transmits the measured temperature to the controller;
the controller controls the opening or closing of the electromagnetic valve according to the relation between the measured temperature and the preset temperature.
In one possible implementation, the controller controls the opening or closing of the solenoid valve according to a relationship between the measured temperature and a preset temperature, including:
When the measured temperature is less than or equal to the preset temperature, the controller closes the electromagnetic valve;
when the measured temperature is greater than the preset temperature, the controller opens the solenoid valve.
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the embodiments of the present invention more apparent, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is apparent that the described embodiments are some embodiments of the present invention, but not all embodiments of the present invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
The embodiment of the application provides an air spring vibration reduction system and a vehicle comprising the air spring vibration reduction system, wherein the vehicle can be a car, a passenger car or a truck. For example, the vehicle may be any one of an electric vehicle/electric vehicle (ELECTRIC VEHICLE; EV for short), a Pure electric vehicle (Pure ELECTRIC VEHICLE/Battery ELECTRIC VEHICLE; PEV/BEV for short), a Hybrid ELECTRIC VEHICLE (HEV for short), a Range Extended ELECTRIC VEHICLE (REEV for short), a Plug-in Hybrid ELECTRIC VEHICLE (PHEV for short), a new energy vehicle (NEW ENERGY VEHICLE), and a fuel vehicle.
The vehicle may include a frame and a passenger compartment disposed on the frame, and may have primary and secondary riders and rear seats within the passenger compartment, where a driver may sit to steer the vehicle, and the secondary and rear seats may sit on other occupants. Wherein the air spring vibration reduction system may be located between the frame and the passenger compartment to provide cushioning between the passenger compartment and the frame.
At present, the shock absorber is positioned in the cavity of the air spring, so that the parts exposed to the air are fewer, and the heat dissipation condition of the shock absorber is reduced. In the working process of the air spring, heat is generated by relative movement between a piston rod and a working cylinder in the shock absorber, the heat is difficult to effectively discharge in a cavity, the heat dissipation effect of the shock absorber is reduced, and the shock absorber is enabled to have the conditions of damping force temperature decay or sealing failure oil leakage and the like, so that the stability and durability of the shock absorber are affected.
In order to solve the above-mentioned problems, an embodiment of the present application provides an air spring vibration damping system, in which an inlet channel communicating with a chamber is provided, so that an external cooling medium can enter the chamber, thereby reducing the temperature of air in the chamber. Therefore, the low-temperature air in the cavity can cool down the shock absorber, so that the conditions of damping force temperature decay or sealing failure oil leakage and the like of the shock absorber caused by overhigh temperature of the shock absorber are reduced or avoided, and the working stability and durability of the shock absorber can be effectively improved.
The air spring provided by the embodiment of the application is described in detail below with reference to the accompanying drawings.
Fig. 1 is a schematic structural diagram of an air spring vibration damping system according to an embodiment of the present application, and fig. 2 is a cross-sectional view of an air spring vibration damping system according to an embodiment of the present application.
The embodiment of the present application provides an air spring vibration reduction system 100, where the air spring vibration reduction system 100 may be applied to a vehicle, as shown in fig. 1 and 2, the air spring vibration reduction system 100 may include an air bag 110, and an upper end cover 120 and a lower end cover 130 connected to two ends of the air bag 110, and the air bag 110, the upper end cover 120 and the lower end cover 130 may jointly enclose a chamber 111.
Wherein the upper end cap 120 may be coupled to a passenger compartment in a vehicle and the lower end cap 130 may be coupled to a vehicle frame. When the vehicle frame vibrates due to uneven road surface, the distance between the upper end cover 120 and the lower end cover 130 in the air spring can be changed, so that the air bag 110 is deformed, the size of the cavity is changed, and the air in the cavity can absorb vibration impact.
The air spring vibration reduction system 100 may further include a vibration absorber 140 positioned in the chamber 111, one end of the vibration absorber 140 may be connected to the upper end cap 120, and the other end is connected to the lower end cap 130, the vibration absorber 140 may include a cylinder and a piston rod, for example, the piston rod may be connected to the upper end cap 120, the cylinder may be connected to the lower end cap 130, and the piston rod may reciprocate with respect to the cylinder to move the upper end cap 120 to change the size of the chamber 111.
Wherein a spring chamber air supply channel 133 may be provided on the lower end cap 130, one end of the spring chamber air supply channel 133 may be in communication with the chamber 111, the other end may be connected to a height valve (not shown), and the spring chamber air supply channel 133 may be used to inflate or deflate the chamber 111.
For example, the degree to which the airbag 110 is compressed varies depending on the number of occupants in the vehicle, and when there are many occupants in the vehicle, the airbag 110 receives a large pressure, the amount of compression is large, and the height of the airbag 110 is lower than the design standard height. At this time, the height valve may be inflated into the chamber 111 through the spring chamber air supply passage 133 to increase the height of the air bag 110, maintaining the height of the air bag 110 at the height of the design standard.
Conversely, when there are fewer occupants in the vehicle, the air bag 110 is also less pressurized and less compressed, and the height of the air bag 110 is higher than the design standard. At this time, the height valve may be deflated into the chamber 111 through the spring chamber air supply passage 133 to lower the height of the air bag 110, maintaining the height of the air bag 110 at the design standard height.
This allows the height of the airbag 110 to be maintained within a reasonable height range, which helps to improve the comfort of the user's ride,
With continued reference to FIG. 2, air spring vibration reduction system 100 may further include a spacer 150 positioned within chamber 111, spacer 150 may be positioned between an outer wall of vibration absorber 140 and an inner wall of lower end cap 130, and spacer 150 may divide chamber 111 into a spring chamber 1111 and a cooling chamber 1112. The cooling chamber 1112 may be disposed around at least a portion of the periphery of the damper 140,
The lower end cap 130 may further be provided with a first channel 131, where one end of the first channel 131 may be communicated with the cooling chamber 1112, and the other end may be communicated with a cooling medium. For example, the cooling medium may be cooling air, cooling liquid, or the like, and in the embodiment of the present application, taking the cooling medium as cooling air as an example, for example, the other end of the first channel 131 may be in communication with an air tank in a vehicle brake system, or the other end of the first channel 131 may be connected to an air conditioning system of a vehicle.
When the damper 140 generates heat during operation, an external cooling medium may enter the chamber 111 of the airbag 110 through the first passage 131 to reduce the temperature of air in the chamber 111, thereby cooling the damper 140.
The first channel 131 connected to the cooling chamber 1112 is provided in the air spring vibration damping system 100, so that the external cooling medium can enter the cooling chamber 1112 to reduce the temperature of the air in the cooling chamber 1112. Thus, the low-temperature air in the cooling chamber 1112 can cool down the shock absorber 140, so as to reduce or avoid the situations of sealing failure or oil leakage of the shock absorber 140 caused by overhigh temperature of the shock absorber 140, and effectively improve the reliability and stability of the shock absorber 140.
Also, the embodiment of the present application divides the chamber 111 of the airbag 110 into a spring chamber 1111 and a cooling chamber 1112, which are independent of each other, and the spring chamber 1111 can be used to absorb shock generated by vibration of the vehicle to provide a cushion between the vehicle frame and the passenger compartment.
And the cooling chamber 1112 is in communication with the cooling gas through the first channel 131, and may cool down the damper 140. This allows the cooling chamber 1112 to be independent of the working chamber 111 of the air spring vibration reduction system 100, and prevents the cooling medium from entering the air bag 110 to affect the normal operation of the air spring vibration reduction system 100, which is beneficial to improving the reliability and stability of the operation of the air spring vibration reduction system 100.
With continued reference to FIG. 2, the air spring vibration reduction system 100 may further include a solenoid valve 160, the solenoid valve 160 may be connected in series with the first passage 131, and the cooling medium may be in communication with the first passage 131 when the solenoid valve 160 is opened.
For example, the electromagnetic valve 160 may be connected in series with an outlet of an air tank in a brake system of the vehicle, and when the electromagnetic valve 160 is opened, air in the air tank may enter the cooling chamber 1112 through the electromagnetic valve 160 and the first channel 131 to cool the damper 140 in the cooling chamber 1112, for example, when the ambient temperature is higher or the road condition is worse, the heat dissipation rate of the damper is low, the heat generating power is higher, and it is required to reach the heat balance at a higher temperature point. At this time, the solenoid valve 160 may be opened so that the gas in the gas tank may enter the cooling chamber 1112 through the solenoid valve 160 and the first passage 131, thereby cooling the damper 140 in the cooling chamber 1112.
When the ambient temperature is low and the road condition is good, the heat generating power of the shock absorber is low, the heat balance can be achieved at a low temperature point, and the shock absorber 140 does not need to conduct forced heat dissipation and cooling. At this time, the solenoid valve 160 may be closed to disconnect the communication between the cooling chamber 1112 and the air tank, preventing the air in the air tank from entering the cooling chamber 1112.
For example, in an embodiment of the present application, the air spring vibration damping system 100 may further include a controller 190 (shown with reference to fig. 3), the controller 190 may be in signal connection with the solenoid valve 160, and the controller 190 may be used to control opening and closing of the solenoid valve 160. For example, when the ambient temperature is high or the road condition is poor, the heat generating power of the damper is high, and the damper 140 needs to be cooled. At this time, the controller 190 may be caused to open the solenoid valve 160 so that the gas in the gas tank may enter the cooling chamber 1112 through the solenoid valve 160 and the first passage 131, thereby cooling the damper 140 in the cooling chamber 1112.
When the ambient temperature is low and the road condition is good, the heat generating power of the shock absorber is low, and the shock absorber 140 does not need to radiate heat or cool. At this time, the controller 190 may close the solenoid valve 160 to disconnect the communication between the cooling chamber 1112 and the air tank, preventing the air in the air tank from entering the cooling chamber 1112.
Fig. 3 is a schematic diagram of signal control of an air spring vibration damping system according to an embodiment of the present application.
With continued reference to FIG. 2, the air spring vibration reduction system 100 may further include a temperature sensor 170, the temperature sensor 170 may be located on the vibration absorber 140, and the temperature sensor 170 may be in signal communication with a controller 190, as shown in connection with FIG. 3. The temperature sensor 170 may be used to measure the temperature of the damper 140 and transmit the measured temperature to the controller 190, and the controller 190 may control the opening or closing of the solenoid valve 160 according to the temperature measured by the temperature sensor 170.
For example, referring to fig. 3, a preset temperature may be set in the controller 190, when the temperature measured by the temperature sensor 170 received by the controller 190 is greater than the preset temperature, which indicates that the temperature of the damper 140 is high, and cooling is required, at this time, the controller 190 may open the solenoid valve 160 through a control command, so that the gas in the gas tank in the brake system may enter the cooling chamber 1112 through the solenoid valve 160 and the first channel 131, so as to exchange heat with the damper 140 in the cooling chamber 1112, and cool the damper 140 in the cooling chamber 1112.
When the temperature measured by the temperature sensor 170 received by the controller 190 is less than or equal to the preset temperature, the temperature of the damper is lower, and the damper 140 does not need to radiate heat or cool. At this time, the controller 190 may close the solenoid valve 160 by a control command to disconnect the communication between the cooling chamber 1112 and the air tank, preventing the air in the air tank from entering the cooling chamber 1112.
For example, the preset temperature may be 70 °, that is, when the temperature detected by the temperature sensor 170 is greater than 70 °, the controller 190 may open the solenoid valve 160 to cool down the shock absorber 140. When the temperature detected by the temperature sensor 170 is less than or equal to 70 °, the controller 190 may close the solenoid valve 160 to stop the cooling down of the damper 140.
Therefore, the automatic effect of cooling the vibration damper 140 can be achieved, when the temperature of the vibration damper 140 is higher, the vibration damper 140 can be timely cooled, the accuracy of cooling the vibration damper 140 is improved, the waste of energy is avoided, the vibration damper 140 is prevented from being failed to be timely cooled, and the protection of the vibration damper 140 is facilitated.
With continued reference to fig. 2, the air spring vibration reduction system 100 may further include a second channel 132 formed above the lower end cap 130, where the second channel 132 may be in communication with the cooling chamber 1112, and after the cooling gas enters the cooling chamber 1112 through the first channel 131, the gas in the cooling chamber 1112 may be exhausted through the second channel 132 to exchange heat, thereby cooling the damper 140.
This can make the air pressure in the cooling chamber 1112 keep stable, can reduce or avoid cooling air to get into the cooling chamber 1112 and increase the internal pressure of the cooling chamber 1112, help promoting the stationarity of the internal pressure of the cooling chamber 1112, and realize heat exchange with the outside through the second channel 132, can also promote the cooling effect to the shock absorber 140.
Fig. 4 is a schematic structural diagram of a heat conducting member provided in an air spring vibration damping system according to an embodiment of the present application.
With continued reference to fig. 2, the air spring vibration damping system 100 may further include a heat conducting member 180, and as shown in connection with fig. 4, the heat conducting member 180 may be located in the cooling chamber 1112, and the heat conducting member 180 may be disposed around the periphery of the vibration damper 140, and the heat conducting member 180 may have a hollowed structure. For example, the heat conductive member 180 may be spiral, and heat generated from the damper 140 may be transferred to the heat conductive member 180, and the heat conductive member 180 may be in contact with air in the cooling chamber 1112 to exchange heat. The heat conducting member 180 with a hollow structure has a larger contact area with air, so that the heat exchange efficiency with the cooling gas can be improved.
FIG. 5 is a flow chart of a method for controlling an air spring vibration damping system according to an embodiment of the present application.
The embodiment of the present application may further provide a method for controlling the air spring vibration damping system 100, where the method may control the air spring vibration damping system 100, as shown in fig. 5, and the method may include:
the temperature sensor 170 measures the temperature of the damper 140 and obtains the measured temperature S101.
The temperature sensor 170 transmits the measured temperature to the controller 190S 102.
The controller 190 controls the opening or closing of the solenoid valve 160 according to the relationship between the measured temperature and the preset temperature S103.
For example, during air spring operation, temperature sensor 170 may measure the temperature of shock absorber 140 to obtain a measured temperature. The temperature sensor 170 may transmit the measured temperature to the controller 190 in real time as the temperature is measured for the vibration damper 140. The controller 190 may control the opening and closing of the solenoid valve 160 according to the magnitude relation between the measured temperature and the preset temperature, thereby realizing the switching of the cooling state of the damper 140.
For example, for the controller 190 in step S103 to control the opening or closing of the solenoid valve 160 according to the relationship between the measured temperature and the preset temperature, specifically, it may include:
when the measured temperature is less than or equal to the preset temperature, the controller 190 closes the solenoid valve 160.
When the measured temperature is greater than the preset temperature, the solenoid valve 160 is controlled to open.
For example, the preset temperature may be 70 °, and when the measured temperature is less than or equal to the preset temperature 70 °, the controller 190 may close the solenoid valve 160 to stop the input of the cooling medium to the cooling chamber 1112.
When the measured temperature is greater than the preset temperature of 70 °, the controller 190 may open the solenoid valve 160 so that cooling gas in the vehicle brake system may enter the cooling chamber 1112 through the solenoid valve 160 to cool down the shock absorber 140.
In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. indicate orientations or positional relationships based on the drawings are merely for convenience in describing the present invention and simplifying the description, and do not indicate or imply that the device or element in question must have a specific orientation, be configured and operated in a specific orientation, and thus should not be construed as limiting the present invention.
In the description of the present invention, it should be understood that the terms "comprises" and "comprising," and any variations thereof, as used herein, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements that are expressly listed or inherent to such process, method, article, or apparatus.
Unless specifically stated or limited otherwise, the terms "mounted," "connected," "secured" and the like are to be construed broadly as being either permanently connected or removably connected or integrally formed, or as being directly connected or indirectly connected through an intervening medium such that two elements may be interconnected or in an interactive relationship. The specific meaning of the above terms in the present invention can be understood by those of ordinary skill in the art according to the specific circumstances. Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated.
It should be noted that the above embodiments are merely for illustrating the technical solution of the present invention and not for limiting the same, and although the present invention has been described in detail with reference to the above embodiments, it should be understood by those skilled in the art that the technical solution described in the above embodiments may be modified or some or all of the technical features may be equivalently replaced, and these modifications or substitutions do not make the essence of the corresponding technical solution deviate from the scope of the technical solution of the embodiments of the present invention.