Active shock absorption method for vehicle, active shock absorption system and vehicle

Abstract

The present application provides an active shock absorption method, an active shock absorption system and a vehicle for a vehicle. The active shock absorption method obtains the unsprung acceleration a of the front axle, when the unsprung acceleration a≧a1, a1 is a threshold, records the driving time T of the vehicle, and controls the rear axle shock absorber to adjust the damping according to the driving time T of the vehicle, so as to improve the shock absorption performance of the vehicle and improve the comfort of the vehicle.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to an active shock absorption method, an active shock absorption system and a vehicle for a vehicle. Background Art

[0002] For car consumers, in addition to price, comfort and safety are also key factors. These performances directly affect consumers' driving experience and personal safety. Therefore, this has become one of the main research directions for car manufacturers and researchers. At present, shock absorption control obtains road information by adding radar, laser sensors or cameras to the vehicle, but this solution increases the cost of vehicle equipment, and image processing is difficult and error-prone, and the algorithm and software are complex, which places extremely high requirements on the controller, which is not conducive to commercialization and industrialization. Summary of the invention

[0003] In order to solve one of the above technical problems, the present application obtains the front axle unsprung acceleration a, and when the front axle unsprung acceleration a≧a1, records the vehicle's driving time T, and controls the rear axle shock absorber to adjust the damping according to the vehicle's driving time T, so as to improve the vehicle's shock absorption performance and improve the vehicle's comfort. At the same time, the present solution does not need to obtain road information through additional devices such as radar, laser sensors or cameras, etc., which reduces vehicle costs, and the control method of the present solution is simple.

[0004] To achieve the above-mentioned purpose, the present application provides an active shock absorption method for a vehicle, comprising: obtaining the front axle unsprung acceleration a, when the front axle unsprung acceleration a≧a1, a1 is a threshold value, recording the vehicle's driving time T, and controlling the rear axle shock absorber to adjust the damping according to the vehicle's driving time T.

[0005] The active shock absorption method provided by the present application obtains the unsprung acceleration a of the front axle. When the unsprung acceleration a≧a1, a1 is a threshold value, and the driving time T of the vehicle is recorded. According to the driving time T of the vehicle, the rear axle shock absorber is controlled to adjust the damping to improve the shock absorption performance of the vehicle and improve the comfort of the vehicle. At the same time, the present solution does not need to obtain road information through additional devices such as radar, laser sensors or cameras, thereby reducing vehicle costs, and the present solution does not need to perform image recognition and processing, and does not need to speculate on road conditions; at the same time, the control method of the present solution is simple, and can reduce the requirements for controller performance compared to the prior art. In summary, the solution provided by the present application is convenient for commercialization and industrialization and has significant advancement.

[0006] To achieve the above-mentioned objectives, the present application also provides an active shock absorption system for a vehicle, an acceleration sensor for collecting the unsprung acceleration of the front axle, a rear axle shock absorber, and a controller electrically connected to the rear axle shock absorber and the unsprung acceleration sensor, for receiving the unsprung acceleration a of the front axle transmitted by the unsprung acceleration sensor, and the controller controls the rear axle shock absorber to adjust the damping according to the unsprung acceleration a of the front axle and the driving time T of the vehicle.

[0007] To achieve the above objectives, the present application also provides a vehicle, which includes the above active shock absorbing system. BRIEF DESCRIPTION OF THE DRAWINGS

[0008] The above and / or additional aspects and advantages of the present disclosure will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0009] Figure 1 A schematic diagram of an implementation of an active vibration reduction method provided in the present application;

[0010] Figure 2 A schematic diagram of another embodiment of the active vibration reduction method provided in the present application;

[0011] Figure 3 A schematic diagram of another embodiment of the active vibration reduction method provided in the present application;

[0012] Figure 4 A schematic diagram of an implementation scheme of an active shock absorbing system provided in the present application;

[0013] Figure 5 A schematic diagram of an embodiment of a vehicle provided in the present application. DETAILED DESCRIPTION

[0014] Embodiments of the present application are described in detail below, and examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present application, and should not be construed as limiting the present application.

[0015] The active vibration reduction method of the present application will be described in detail below with reference to the accompanying drawings and in combination with embodiments.

[0016] In the first embodiment, see Figure 1 , Figure 1A schematic diagram of an embodiment of the active shock absorption method provided in the present application. In this embodiment, the active shock absorption method for a vehicle includes: obtaining the unsprung acceleration a of the front axle, recording the driving time T of the vehicle, and controlling the rear axle shock absorber to adjust the damping according to the driving time T of the vehicle. In a certain scenario: obtaining the unsprung acceleration a of the front axle, when the unsprung acceleration a of the front axle is greater than or equal to a1, it can be judged that the vehicle has just started to contact an obstacle, and at this time, the driving time T of the vehicle is recorded, and the rear axle shock absorber is controlled to adjust the damping according to the driving time T of the vehicle. This scenario is only used as an example for the present technical solution, and is not used to limit the present solution to a specific scenario. Controlling the rear axle shock absorber to adjust the damping can be adjusting the damping of the rear axle shock absorber in stages, and the change of the damping of the rear axle shock absorber can be continuous or discontinuous. In this embodiment, the unsprung acceleration a of the front axle is obtained by the existing acceleration sensor on the vehicle, and the rear axle shock absorber is controlled to adjust the damping according to the driving time T of the vehicle, so as to improve the shock absorption performance of the vehicle and improve the comfort of the vehicle. At the same time, this embodiment obtains the unsprung acceleration of the front axle through the existing acceleration sensor on the vehicle, and does not need to obtain road information through additional radar, laser sensor or camera devices, thereby reducing vehicle costs. This solution does not require image recognition and processing, and does not need to speculate on road conditions. At the same time, the control method of this embodiment is simple and can reduce the requirements on controller performance compared to the prior art.

[0017] The application scenario of this embodiment may be a scenario where the vehicle needs to pass an obstacle, and the obstacle may be a speed bump. Specifically, when the vehicle passes over a speed bump, the front axle unsprung acceleration a is obtained. When the front axle unsprung acceleration a≧a1, it is considered that the front axle of the vehicle has contacted the speed bump. a1 is a threshold value, and a1 is set according to actual conditions. a1 may be the unsprung acceleration when passing over a standard speed bump.

[0018] In this application, soft damping and hard damping are definitions of shock absorber damping at the same suspension speed. The damping force of a soft damping shock absorber is small, while the damping force of a hard damping shock absorber is large. At the same suspension speed, the damping range of soft damping is different from the damping range of hard damping, and the damping value of soft damping is lower than the damping value of hard damping. At different suspension speeds, the damping range of soft damping will be different, and the damping range of hard damping will also be different, and the damping range of soft damping and the damping range of hard damping will overlap. For example: the damping range of hard damping when the suspension speed is very low will overlap with the damping range of soft damping when the suspension speed is higher. For example: for a certain shock absorber, when the suspension speed is 0.05m / s, the damping range of soft damping is 0-200N, and the damping range of hard damping is 200-500N of hard damping; when the suspension speed is 0.06m / s, the damping range of soft damping is 300-400N, and the damping range of hard damping is 1500-3000N of hard damping; when the suspension speed is 1m / s, the damping range of soft damping is 400-1000N, and the damping range of hard damping is 3000-6000N of hard damping. From the above data, it can be seen that when the suspension speed is 0.05m / s, the damping range of hard damping is 200-500N of hard damping, and when the suspension speed is 0.06m / s, the damping range of soft damping is 300-400N, and the damping value range of hard damping overlaps with the damping range of soft damping. The damping range of soft damping and the damping range of hard damping may be different for shock absorbers of different models and brands. The above examples are only for the convenience of understanding the concepts of soft damping and hard damping, and are not used to limit the value range of soft damping and hard damping.

[0019] In one embodiment, see Figure 2 , Figure 2 A schematic diagram of another embodiment of the active shock absorption method provided in the present application. Obtain the front axle unsprung acceleration a. When the front axle unsprung acceleration a≧a1, a1 is a threshold value. Record the vehicle's driving time T. When the vehicle's driving time T=T1, T1 is a preset value. Control the rear axle shock absorber to adjust the damping to soft damping C1 and maintain it to reduce the damping force of the rear axle shock absorber. The value range of soft damping C1 can be C1∈[0 1000]N. The specific value of C1 needs to be set according to the parameters of the vehicle and the shock absorber. Under this working condition, the shock absorber damping is set to soft damping to reduce the damping force of the rear axle shock absorber. When the front axle unsprung acceleration a≧a1, record the vehicle's driving time T, so that the vehicle can record the starting time of passing the obstacle.

[0020] In one embodiment, see Figure 3 , Figure 3A schematic diagram of another embodiment of the active damping method provided by the present application obtains the front axle unsprung acceleration a. When the front axle unsprung acceleration a≧a1, it is considered that the front wheel of the vehicle has contacted the obstacle, and the vehicle speed v at this time is recorded. The T1 is determined according to the vehicle wheelbase L and the driving speed v. The wheelbase L is the distance between the front axle and the rear axle of the vehicle.

[0021] In one embodiment, T1>L / v. When the vehicle is driving over an obstacle, the obstacle may be a speed bump. The duration T1 between the start time when the front wheels of the vehicle contact the obstacle and the start time when the rear wheels of the vehicle contact the obstacle, T1=t1-t0, t1=L / v, t0 is the response time of the control system. After the front wheels of the vehicle begin to contact the speed bump, after time T1, before the rear wheels of the vehicle contact the speed bump, soft damping is applied to the rear axle shock absorber. After the response time t0 of the control system, the damping of the rear axle shock absorber is adjusted to the soft damping C1. The soft damping C1 may be the minimum damping of the rear axle shock absorber, or other small damping values ​​calibrated according to actual conditions.

[0022] In one embodiment, see Figure 2 , Figure 2 A schematic diagram of another embodiment of the active shock absorption method provided in the present application. When the driving time of the vehicle is T=T2, T2 is a preset value, T2>T1, and the rear axle shock absorber is controlled to adjust the damping to hard damping C2 to reduce the vibration of the vehicle. The value range of hard damping C2 can be C2∈[0 6000]N, and the specific value of C2 needs to be set according to the parameters of the vehicle and the shock absorber. Under this working condition, the shock absorber damping is set to hard damping to increase the damping force of the rear axle shock absorber.

[0023] When the front wheels of the vehicle start to contact the speed bump, after time T1, the damping of the axle shock absorber is adjusted to the soft damping C1 and maintained. When the driving time of the vehicle reaches T2, the rear axle shock absorber is controlled to adjust the damping to the hard damping C2 and maintain it. The driving time T2 can be calibrated according to the parameters of the vehicle and is not limited here.

[0024] In one embodiment, when the driving time of the vehicle is T=T2, T2>T1, the rear axle shock absorber is controlled to adjust the damping to hard damping C2, C2∈[0 6000]N, so as to reduce the vibration of the vehicle.

[0025] In one embodiment, see Figure 3 , Figure 3A schematic diagram of another embodiment of the active shock absorption method provided in the present application. When the driving time of the vehicle is T=T2, and the driving speed v decreases and v≦v1, v1 is a threshold value, and the rear axle shock absorber is controlled to adjust the damping to hard damping C2, C2∈[0 6000]N to reduce the vibration of the vehicle. Or when the driving time of the vehicle is T=T2, and the rear wheels of the vehicle move downward, the rear axle shock absorber is controlled to adjust the damping to hard damping C2, C2∈[0 6000]N to reduce the vibration of the vehicle. Adding the judgment condition of the driving speed v on the basis of the driving time can more accurately judge the driving condition of the vehicle.

[0026] In one embodiment, see Figure 2 , Figure 2 A schematic diagram of another embodiment of the active shock absorption method provided in the present application. When the driving time of the vehicle is T=T3, T3 is a preset value, T3>T2, and the rear axle shock absorber is controlled to adjust the damping to soft damping C3 to reduce the damping force of the rear axle shock absorber. The value range of soft damping C3 can be C3∈[0 1000]N, and the specific value of C3 needs to be set according to the parameters of the vehicle and the shock absorber. Under this working condition, the shock absorber damping is set to soft damping to reduce the damping force of the rear axle shock absorber. . When the front wheels of the vehicle begin to contact an obstacle, which may be a speed bump, after a time T1, the damping of the rear axle shock absorber is adjusted to the soft damping C1 and maintained. When the driving time of the vehicle reaches T2, the rear axle shock absorber is controlled to adjust the damping to hard damping C2 and maintained. When the driving time of the vehicle reaches T3, the rear axle shock absorber is controlled to adjust the damping to soft damping C3 and maintain it, so as to reduce the damping force of the rear axle shock absorber.

[0027] In one embodiment, when the driving time of the vehicle is T=T3, T3>T2, the rear axle shock absorber is controlled to adjust the damping to soft damping C3, C3∈[0 1000]N, so as to reduce the damping force of the rear axle shock absorber.

[0028] In one embodiment, see Figure 3 , Figure 3A schematic diagram of another embodiment of the active shock absorption method provided in the present application. When the driving time of the vehicle is T=T3, and the vehicle body speed is downward, the rear axle shock absorber is controlled to adjust the damping to soft damping C3, C3∈[0 1000]N. Alternatively, when the driving time of the vehicle is T=T3, and the speed of the wheel moving downward increases, the rear axle shock absorber is controlled to adjust the damping to soft damping C3, C3∈[0 1000]N. Alternatively, when the driving time of the vehicle is T=T3, and the vehicle body speed is downward and the speed of the wheel moving downward increases, the rear axle shock absorber is controlled to adjust the damping to soft damping C3, C3∈

[01000] N. On the basis of the driving time of the vehicle T=T3, adding the judgment conditions of the vehicle body speed and the wheel speed can more accurately determine the driving condition of the vehicle, better adjust the damping of the shock absorber, and improve the comfort of the vehicle.

[0029] In one embodiment, see Figure 2 , Figure 2 A schematic diagram of another embodiment of the active shock absorption method provided in the present application. When the driving time of the vehicle is T=T4, T4 is a preset value, T4>T3, and the rear axle shock absorber is controlled to adjust the damping to the hard damping C4 to suppress the vibration of the vehicle body. The value range of the hard damping C4 can be C4∈[0 6000]N, and the specific value of C4 needs to be set according to the parameters of the vehicle and the shock absorber. Under this working condition, the shock absorber damping is set to the damping to increase the damping force of the rear axle shock absorber. The value of C2 may be different from the value of C4, C4 may be greater than C2, or C4 may be less than C2. When the front wheels of the vehicle begin to contact an obstacle, which may be a speed bump, after a time T1, the damping of the rear axle shock absorber is adjusted to the soft damping C1 and maintained. When the driving time of the vehicle reaches T2, the rear axle shock absorber is controlled to adjust the damping to the hard damping C2 and maintained. When the vehicle's driving time reaches T3, the rear axle shock absorber is controlled to adjust the damping to soft damping C3 and maintain it to reduce the damping force of the rear axle shock absorber. When the vehicle's driving time reaches T4, the rear axle shock absorber is controlled to adjust the damping to hard damping C4 to suppress the vibration of the vehicle body.

[0030] In one embodiment, see Figure 2 , Figure 2 A schematic diagram of another embodiment of the active shock absorption method provided in this application. Based on the previous embodiment, when the driving time of the vehicle reaches T4, the rear axle shock absorber is controlled to adjust the damping to hard damping C4, and the rear axle shock absorber is controlled to maintain the damping of the shock absorber at hard damping C4 within T5 to reduce the aftershock of the vehicle body, and T5 is a preset value.

[0031] In one embodiment, see Figure 3 , Figure 3A schematic diagram of another embodiment of the active shock absorption method provided in the present application. When the driving time of the vehicle is T=T4, and the downward speed of the vehicle body increases and / or the speed of the wheel moving downward decreases; or when the driving time of the vehicle is T=T4, and the downward speed of the vehicle body increases and / or the wheel moves upward; the controller controls the rear axle shock absorber to adjust the damping to hard damping C4, C4∈[0 6000]N. On the basis of the driving time of the vehicle T=T4, adding the judgment conditions of the vehicle body speed and wheel speed can more accurately determine the driving condition of the vehicle, better adjust the damping of the shock absorber, and improve the comfort of the vehicle. In all the above embodiments, T1-T5 are preset values, and T1-T5 can be set according to the actual situation of the vehicle.

[0032] The active shock absorption method provided by the present application obtains the unsprung acceleration a of the front axle. When the unsprung acceleration a≧a1 of the front axle, the driving time T of the vehicle is recorded, and the damping of the rear axle shock absorber is controlled according to the driving time T of the vehicle to adjust the damping, which can effectively reduce the amplitude of the vehicle's sprung travel and the amplitude of the change of the sprung acceleration, thereby effectively improving the shock absorption performance of the vehicle and improving the comfort of the vehicle. At the same time, the present solution does not need to obtain road information through the addition of radar, laser sensors or cameras and other devices, thereby reducing vehicle costs, and the present solution does not need to perform image recognition and processing, and does not need to speculate on road conditions; at the same time, the control method of the present solution is simple, and can reduce the requirements for controller performance compared to the prior art. In summary, the solution provided by the present application is convenient for commercialization and industrialization and has significant advancement.

[0033] In one embodiment, see Figure 4 , Figure 4 A schematic diagram of an embodiment of the active damping system provided in the present application. The active damping system of this embodiment includes: an acceleration sensor for collecting the unsprung acceleration of the front axle, a rear axle shock absorber, and a controller. The controller is electrically connected to the rear axle shock absorber and the unsprung acceleration sensor, and is used to receive the unsprung acceleration a of the front axle transmitted by the unsprung acceleration sensor. When the unsprung acceleration a of the front axle is greater than or equal to a1, a1 is a threshold value. The controller records the driving time T of the vehicle, and controls the rear axle shock absorber to adjust the damping according to the driving time T of the vehicle.

[0034] In one embodiment, based on the previous embodiment, please refer to Figure 4 , Figure 4 A schematic diagram of an active damping system provided in the present application. When the unsprung acceleration of the front axle is a≧a1, a1 is a threshold value, the controller records the driving time T of the vehicle, and when the driving time T=T1 of the vehicle, the rear axle shock absorber is controlled to adjust the damping to soft damping C1, C2∈[0 1000]N to reduce the damping force of the rear axle shock absorber.

[0035] In one embodiment, see Figure 4 , Figure 4 A schematic diagram of an active damping system provided in the present application. The active damping system further includes a speed sensor, the speed sensor is used to obtain the driving speed v of the vehicle, the controller obtains the driving speed v of the vehicle, T1 is determined according to the vehicle wheelbase L and the driving speed v, T1>L / v, and the soft damping C1 is the minimum damping of the rear axle shock absorber.

[0036] In one embodiment, see Figure 4 , Figure 4 A schematic diagram of an embodiment of the active shock absorption system provided by the present application. When the driving time of the vehicle is T=T2, and the driving speed v decreases and v≦v1, v1 is a threshold, or when the driving time of the vehicle is T=T2, and the rear wheels of the vehicle move downward, the controller controls the rear axle shock absorber to adjust the damping to hard damping C2, C2∈[0 6000]N to reduce the vibration of the vehicle.

[0037] In one embodiment, see Figure 4 , Figure 4 A schematic diagram of an embodiment of an active damping system provided in the present application. The active damping system includes a vehicle body speed sensor, which is used to collect the vehicle body speed. When the vehicle travels for a duration of T=T3, and the vehicle body speed decreases and / or the speed at which the wheels move downward increases, the controller controls the rear axle shock absorber to adjust the damping to soft damping C3, C3∈[0 1000]N.

[0038] In one embodiment, see Figure 4 , Figure 4 A schematic diagram of an embodiment of the active shock absorbing system provided in the present application. When the driving time of the vehicle is T=T4, and the downward speed of the vehicle body increases and / or the speed of the wheels moving downward decreases; or when the driving time of the vehicle is T=T4, and the downward speed of the vehicle body increases and / or the wheels move upward; the controller controls the rear axle shock absorber to adjust the damping to hard damping C4, C4∈[0 6000]N. Preferably, the controller controls the damping of the rear axle shock absorber to hard damping C4 within the duration of T5 to reduce the aftershock of the vehicle body. In all the above embodiments, T1-T5 are preset values, and T1-T5 can be set according to the actual situation of the vehicle.

[0039] In one embodiment, the present application also provides a vehicle, see Figure 5 , Figure 5 This is a schematic diagram of an embodiment of a vehicle provided in the present application. The vehicle includes the above-mentioned active shock absorbing system.

[0040] This embodiment obtains the front axle unsprung acceleration a and the vehicle's driving time T, and controls the rear axle shock absorber to adjust the damping according to the front axle unsprung acceleration a and the vehicle's driving time T, so as to improve the vehicle's shock absorption performance and improve the vehicle's comfort. At the same time, this embodiment does not need to obtain road information through additional devices such as radar, laser sensors or cameras, etc., which reduces vehicle costs, and this solution does not need to perform image recognition and processing, and does not need to infer road conditions; at the same time, the control method of this embodiment is simple, and can reduce the requirements on controller performance compared to the prior art.

[0041] In the description of the present application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present application.

[0042] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In the description of this application, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0043] In this application, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements, unless otherwise clearly defined. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0044] In the present application, unless otherwise clearly specified and limited, a first feature being “above” or “below” a second feature may mean that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. Moreover, a first feature being “above”, “above”, and “above” a second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. A first feature being “below”, “below”, and “below” a second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.

[0045] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, without contradiction.

[0046] Although the embodiments of the present application have been shown and described above, it can be understood that the above embodiments are exemplary and cannot be understood as limitations on the present application. Ordinary technicians in this field can change, modify, replace and modify the above embodiments within the scope of the present application.

Claims

1. An active shock absorption method for a vehicle, characterized in that: Obtain the front axle unsprung acceleration a, when the front axle unsprung acceleration a≧a1, a1 is the threshold value, Record the vehicle's driving time T, Controlling the rear axle shock absorber to adjust damping according to the driving time T of the vehicle; The step of controlling the rear axle shock absorber to adjust damping according to the driving time T of the vehicle comprises: When the driving time of the vehicle is T=T1, T1 is a preset value. Controlling the rear axle shock absorber to adjust the damping to soft damping C1, so as to reduce the damping force of the rear axle shock absorber; The T1 is determined according to the vehicle wheelbase L and the driving speed v; The soft damping C1 is the minimum damping of the rear axle shock absorber; The time T1 between the start time when the front wheel of the vehicle contacts the obstacle and the start time when the rear wheel of the vehicle contacts the obstacle, T1=t1-t0, t1=L / v, t0 is the response time of the control system; When the driving time of the vehicle is T=T2, T2 is a preset value, T2>T1, the rear axle shock absorber is controlled to adjust the damping to hard damping C2, and the damping force of the shock absorber is increased to reduce the vibration of the vehicle; When the vehicle's driving time T=T2, and the driving speed v decreases and v≦v1, v1 is the threshold value, or When the vehicle's driving time T=T2 and the rear wheels of the vehicle move downward, the rear axle shock absorber is controlled to adjust the damping to hard damping C2 to reduce the vibration of the vehicle.

2. The active vibration reduction method according to claim 1, characterized in that: When the driving time of the vehicle T=T3, T3 is a preset value, T3>T2, the rear axle shock absorber is controlled to adjust the damping to soft damping C3 to reduce the damping force of the rear axle shock absorber.

3. The active vibration reduction method according to claim 2, characterized in that: When the driving time of the vehicle is T=T3, and the vehicle body speed decreases and / or the speed at which the wheels move downward increases, the rear axle shock absorber is controlled to adjust the damping to soft damping C3 to reduce the damping force of the rear axle shock absorber.

4. The active vibration reduction method according to claim 2, characterized in that: When the driving time of the vehicle is T=T4, T4 is a preset value, T4>T3, and the rear axle shock absorber is controlled to adjust the damping to hard damping C4 to suppress the vibration of the vehicle body.

5. The active vibration reduction method according to claim 4, characterized in that: When the vehicle's running time is T = T4, the downward speed of the vehicle body increases and the downward speed of the wheels decreases; or When the driving time of the vehicle is T=T4, and the downward speed of the vehicle body increases or the wheels move upward; the controller controls the rear axle shock absorber to adjust the damping to hard damping C4, thereby increasing the damping force of the shock absorber.

6. The active vibration reduction method according to claim 4, characterized in that: The damping of the rear axle shock absorber is controlled to be hard damping C4 within a time period of T5 to reduce aftershock of the vehicle body, and T5 is a preset value.

7. A vehicle active shock absorption system using the active shock absorption method according to any one of claims 1 to 6, characterized in that: include: Acceleration sensor, used to collect the unsprung acceleration of the front axle; Rear axle shock absorber, a controller, electrically connected to the rear axle shock absorber and the acceleration sensor, for receiving the front axle unsprung acceleration a transmitted by the acceleration sensor, when the front axle unsprung acceleration a≧a1, a1 is a threshold, the controller records the driving time T of the vehicle, and controls the rear axle shock absorber to adjust the damping according to the driving time T of the vehicle; When the vehicle's driving time T=T1, the controller controls the rear axle shock absorber to adjust the damping to soft damping C1 to reduce the damping force of the rear axle shock absorber; The active damping system further comprises a speed sensor, which is used to obtain a running speed v of the vehicle. The controller obtains the vehicle's driving speed v, T1 is determined according to the vehicle's wheelbase L and the driving speed v, and the soft damping C1 is the minimum damping of the rear axle shock absorber; The time T1 between the start time when the front wheel of the vehicle contacts the obstacle and the start time when the rear wheel of the vehicle contacts the obstacle, T1=t1-t0, t1=L / v, t0 is the response time of the control system; When the driving time of the vehicle T=T2, and the driving speed v decreases and v≦v1, v1 is the threshold value, or When the vehicle's driving time is T=T2 and the rear wheels of the vehicle move downward, The controller controls the rear axle shock absorber to adjust the damping to hard damping C2 to increase the damping force of the rear axle shock absorber to reduce the vibration of the vehicle.

8. The active damping system according to claim 7, characterized in that: When the driving time of the vehicle is T=T3, and the vehicle body speed decreases and / or the speed at which the wheels move downward increases, the controller controls the rear axle shock absorber to adjust the damping to soft damping C3 to reduce the damping force of the rear axle shock absorber.

9. The active damping system according to claim 8, characterized in that: When the vehicle's running time is T = T4, the downward speed of the vehicle body increases and the downward speed of the wheels decreases; or When the driving time of the vehicle is T=T4, and the downward speed of the vehicle body increases or the wheels move upward; the controller controls the rear axle shock absorber to adjust the damping to the hard damping C4 to increase the damping force of the rear axle shock absorber.

10. The active damping system according to claim 9, characterized in that: The controller controls the damping of the rear axle shock absorber to be hard damping C4 within the duration T5 to reduce the aftershock of the vehicle body.

11. A vehicle, characterized in that: The vehicle comprises an active damping system as claimed in any one of claims 7-10.

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