Adaptive damping control system and method for motorcycles and electric motorcycles

Abstract

The present application relates to the technical field of motorcycle and electric motorcycle suspension control, in particular to a motorcycle and electric motorcycle adaptive damping shock control system and method, and the technical scheme points of the system include an electric control damping shock absorber, a signal acquisition unit, a central controller, and a driving execution unit; by collecting driving state information such as brake signals, throttle duty cycles, wheel speeds, and motor currents, the real load of the motor is obtained through CAN / 485 / serial communication, and working conditions such as braking, acceleration, and jolting are identified in real time, and the compression damping and the recovery damping are adjusted in milliseconds. The core innovation lies in: automatically increasing the compression damping to prevent the shock absorber from touching the bottom when braking suddenly, significantly improving the braking safety and the body stability; at the same time, the damping characteristics are automatically switched to adapt to acceleration, jolting, high-speed scenes, and the like, and the control and comfort are taken into account. The present application solves the pain point that the traditional shock absorber with fixed damping cannot adapt to dynamic driving, has strong universality and fast response, and can be widely applied to fuel motorcycles and electric motorcycles.

Description

Technical Field

[0001] This invention relates to the field of suspension control technology for motorcycles and electric motorcycles, specifically to an adaptive damping shock absorption control system and method for motorcycles and electric motorcycles. Background Technology

[0002] The compression damping and recovery damping of existing hydraulic / air spring shock absorbers for motorcycles and electric motorcycles are mostly manually preset before riding and cannot be dynamically adapted to the riding conditions.

[0003] During emergency braking, the front fork compresses rapidly and is prone to bottoming out, causing the front of the bike to drop, the braking distance to increase, and the handling stability to decrease. During rapid acceleration, the entire bike is lifted significantly due to the reaction force of the rear wheel axle, affecting power transmission and driving safety. Conventional shock absorbers can only compromise between comfort and support, making it difficult to meet the needs of multiple scenarios such as urban commuting, aggressive driving, and braking.

[0004] While some electronically adjustable dampers exist, most only offer mode switching or manual multi-level adjustment. They lack real-time closed-loop damping control that integrates multiple signals such as brake signal, throttle duty cycle, wheel speed, and motor current. This prevents them from actively increasing compression damping during braking to prevent bottoming out. Furthermore, they cannot adjust damping values ​​in real-time to meet the comfort and support requirements of different riding conditions, such as during braking, rapid acceleration, varying riding speeds, and different road conditions. Summary of the Invention

[0005] To address the technical problems and shortcomings of existing technologies, this invention provides an adaptive damping shock absorption control system for motorcycles and electric motorcycles. By collecting vehicle status signals in real time and adjusting the damping at the millisecond level, it achieves anti-bottoming-out during emergency braking, anti-nose-up during acceleration, and adaptive driving, significantly improving safety and comfort.

[0006] To achieve the above and other related objectives, the present invention adopts the following technical solution: An adaptive damping shock absorption control system for motorcycles and electric motorcycles includes: An electronically controlled damping shock absorber is equipped with a compression damping adjustment valve and a recovery damping adjustment valve. The signal acquisition unit includes a brake signal sensor, a throttle duty cycle acquisition module, a wheel speed sensor, and a motor current acquisition module. The motor current acquisition module is configured to acquire motor current signals from the motor controller in real time via at least one communication method selected from CAN bus, RS485, and UART serial port. The signal acquisition unit sends the brake signal, throttle duty cycle signal, wheel speed signal, and motor current signal to the central controller. The central controller outputs damping control commands based on driving status signals; The drive unit drives the compression damping regulating valve and the recovery damping regulating valve to change the oil flow area in real time to adjust the damping value.

[0007] Preferably, when the central controller detects that the brake signal is valid, it immediately increases the compression damping to limit the shock absorption compression stroke; after the brake signal disappears, the damping smoothly returns to the preset base value.

[0008] Preferably, the central controller determines the acceleration state based on the throttle duty cycle or the motor current. When the throttle duty cycle exceeds the acceleration threshold or the motor current exceeds the power output threshold, the front and rear shock absorber damping is increased to suppress the overall lifting of the vehicle's rear axle reaction force.

[0009] Preferably, the central controller identifies the degree of road bumps based on the wheel speed fluctuation amplitude. When the wheel speed fluctuation exceeds the bump threshold, the damping is reduced to improve comfort, and the damping is increased to improve stability when the wheel speed is at a constant high speed.

[0010] Preferably, the damping adjustment response time is ≤50ms, and closed-loop feedback is used to ensure the execution accuracy of the damping valve.

[0011] Preferably, the central controller has a built-in driving state recognition logic and damping mapping table, which determines the braking, acceleration, constant speed, bumpy, and high power output conditions based on the input signal, and outputs damping control commands accordingly.

[0012] On the other hand, an adaptive damping shock absorption control method for motorcycles and electric motorcycles is also provided, based on the above system, including the following steps: Step 1: The signal acquisition unit acquires the brake signal, throttle duty cycle, and wheel speed signal in real time, and obtains the real-time motor current from the motor controller via CAN bus, RS485, or UART serial port. Step two: The central controller acquires the output of the signal acquisition unit and identifies braking, acceleration, constant speed, and bumpy conditions based on the brake signal, throttle duty cycle, wheel speed signal, and real-time motor current; it then calculates the target compression damping and recovery damping according to the preset mapping relationship. Step 3: The central controller drives the damping regulating valve to perform adjustment, realizing real-time damping control, and smoothly restores to the basic damping after the working condition ends.

[0013] Preferably, under braking conditions, compression damping is increased first to prevent bottoming out and stabilize the vehicle body posture.

[0014] Compared with the prior art, the beneficial effects of the present invention are reflected in the following aspects: 1. Braking safety: During emergency braking, the increased compression damping of the front suspension and the increased recovery damping of the rear suspension effectively prevent the front fork from bottoming out, shorten the braking distance, and improve the stability of the vehicle body posture; thus greatly improving driving safety. 2. In terms of handling optimization: acceleration suppresses vehicle lift, deceleration suppresses nose-diving, and cornering and lane changing are more stable; 3. More precise control for electric vehicles: The addition of motor current acquisition provides a more accurate reflection of power output than the throttle, resulting in more precise control; 4. In terms of communication methods: It supports CAN / 485 / serial port and is compatible with most electric motorcycle controllers; 5. In terms of adaptability to all scenarios: Manual mode allows switching between Comfort / Sport / Launch / Range modes. Intelligent mode requires no manual intervention and intelligently adjusts in real-time across all scenarios. 6. In terms of rapid response: signal acquisition and damping adjustment are completed in milliseconds, closely matching the riding dynamics; 7. In terms of versatility: It is compatible with both gasoline and electric motorcycles and can be used with existing shock absorber modifications.

[0015] Other additional advantages and benefits of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0016] The accompanying drawings are provided to further illustrate the invention and form part of the specification. They are used in conjunction with embodiments of the invention to explain the invention and do not constitute a limitation thereof. In the drawings: Figure 1 This is a schematic diagram of the hardware structure signal path according to an embodiment of this application; Figure 2 This is a flowchart of the method steps in an embodiment of this application.

[0017] Explanation of reference numerals for major components: 100. Electronically controlled damping shock absorber; 101. Compression damping regulating valve; 102. Restoration damping regulating valve; 200. Signal acquisition unit; 201. Brake signal sensor; 202. Throttle duty cycle acquisition module; 203. Wheel speed sensor; 204. Motor current acquisition module; 300. Central controller; 400. Drive execution unit; 500. Motor controller. Detailed Implementation

[0018] The specific embodiments of the present invention will be further described below with reference to the accompanying drawings. The following specific examples illustrate the embodiments of the present invention, and those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be noted that, unless otherwise specified, the following embodiments and features in the embodiments can be combined with each other.

[0019] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of the present invention. The illustrations only show the components related to the present invention and are not drawn according to the number, shape and size of the components in actual implementation. In actual implementation, the form, quantity and proportion of each component can be changed at will, and the layout of the components may also be more complex.

[0020] It should be noted that in the description of this application, the terms "upper," "lower," "left," "right," "inner," and "outer," etc., indicating directional or positional relationships, are based on the directional or positional relationships shown in the accompanying drawings. These are merely for ease of description and do not indicate or imply that the device or element must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limiting the invention. Furthermore, it should be noted that in the description of this application, unless otherwise explicitly specified and limited, the terms "installed," "connected," "linked," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal communication between two elements. Those skilled in the art can understand the specific meaning of the above terms in the invention based on the specific circumstances.

[0021] Example 1: This invention discloses an adaptive damping shock absorption control system for motorcycles and electric motorcycles, with reference to... Figure 1The system comprises: an electronically controlled damping shock absorber 100, a signal acquisition unit 200, a central controller 300, and a drive execution unit 400. The electronically controlled damping shock absorber 100 integrates a compression damping adjustment valve 101 and a recovery damping adjustment valve for independently adjusting the compression / recovery damping magnitude. The signal acquisition unit 200 includes: a brake signal sensor 201, a throttle duty cycle acquisition module 202, a wheel speed sensor 203, and a motor current acquisition module 204, which respectively output brake level signal Sz, throttle opening signal Sp, wheel speed signal Sv, and real-time motor current signal Ss to the central controller 300. The motor current acquisition module 204 acquires the motor phase current, bus current, or output current in real time from the motor controller 500 via one or more communication methods, including UART serial port, RS485, and CAN bus. The central controller 300 has built-in driving state recognition logic and damping mapping table. Based on the input signals (brake level signal Sz, throttle opening signal Sp, wheel speed signal Sv, and motor real-time current signal Ss), it determines the driving conditions such as braking, acceleration, constant speed, bumpy driving, and high power output, and outputs damping control command Yz. For example, if the throttle working voltage range is 1V~3.6V, and the throttle voltage rises to more than 2V within 0.5 seconds, it is determined to be greater than the acceleration threshold and is in acceleration condition.

[0022] The drive execution unit 400 receives control commands and drives the compression / recovery damping regulating valve to change the oil flow area in real time to adjust the damping value.

[0023] The electronically controlled damping shock absorber 100 is a traditional hydraulic / airbag shock absorber equipped with an electric regulating valve. This invention can also be used for screw shock absorbers and linear motor shock absorbers. Compared with traditional shock absorbers that use hydraulic oil and gas for damping and support, these two types of shock absorbers use screw rotation and linear motor up-and-down operation to dampen and support.

[0024] Under constant speed conditions, the damping values ​​of the front and rear shock absorbers reach a balanced state. High power output refers to the corresponding adjustment of the damping values ​​of the front and rear shock absorbers under rapid acceleration.

[0025] Furthermore, when the brake signal is valid, the central controller 300 immediately outputs a command to increase the front shock absorber compression damping and the rear shock absorber compression / recovery damping, limiting the shock absorber compression stroke to prevent bottoming out during sudden braking and to prevent the rear from easily lifting up; after the brake signal disappears, the damping returns to normal according to a preset slope. After the brake signal disappears, the current road conditions and driving speed are restored, and the MCU has the corresponding damping value built in.

[0026] Furthermore, when the throttle duty cycle exceeds the acceleration threshold or the motor current exceeds the power output threshold, the central controller 300 increases the front and rear shock absorber recovery damping (the central controller 300 outputs commands to increase the rear shock absorber compression damping and the front shock absorber recovery damping) to suppress vehicle acceleration and lifting. When the throttle duty cycle is less than the deceleration threshold, it coordinates with the wheel speed signal to determine the coasting / deceleration state and appropriately increases the support damping. It should be noted that the wheel speed signal is the switching frequency of the Hall signal when the motor is rotating; the higher the frequency, the faster the speed, and the support damping is appropriately increased. For example, if the current motor current exceeds 80% of the peak current, it is determined that the power output threshold has been exceeded, which falls within the category of rapid acceleration.

[0027] Furthermore, when wheel speed fluctuations exceed the bump threshold, the system automatically reduces compression damping to improve vibration damping comfort; at high speeds and constant speeds, it increases compression damping to enhance stability. Under smooth driving conditions, the compression / recovery damping values ​​of the front and rear shock absorbers are adjusted in real time according to changes in wheel speed. At low speeds, the compression / recovery damping values ​​of the front and rear shock absorbers decrease, achieving a good damping effect and improving comfort; at high speeds, the compression / recovery damping values ​​of the front and rear shock absorbers increase, providing good support and increasing safety.

[0028] Furthermore, the central controller 300 employs closed-loop feedback, verifying the execution results based on the damping valve current / position signal to ensure adjustment accuracy and response speed ≤50ms. The process of acquiring, comparing, sending commands, providing feedback, re-controlling, and re-executing data such as brake signals, throttle duty cycle, wheel speed signals, motor phase current, and DC input current of the motor controller 500 ensures adjustment accuracy and response speed ≤50ms, guaranteeing millisecond-level response speed.

[0029] Example 2: Based on the system of Embodiment 1, refer to Figure 2 It also provides the following steps: Step 1: The signal acquisition unit 200 acquires the brake signal, throttle duty cycle, and wheel speed signal in real time, and obtains the real-time motor current from the motor controller 500 through the CAN bus, RS485, or UART serial port. Step 2: The central controller 300 acquires the output of the signal acquisition unit 200 and identifies braking, acceleration, constant speed, and bumpy conditions based on the brake signal, throttle duty cycle, wheel speed signal, and real-time motor current; it calculates the target compression damping and recovery damping according to the preset mapping relationship. Step 3: The central controller 300 drives the damping regulating valve to perform adjustment, realizing real-time damping control, and smoothly restores to the basic damping after the working condition ends.

[0030] The specific details are as follows: Signal acquisition: Real-time acquisition of brake switch status, throttle duty cycle, front and rear wheel speeds, and 500 kW current of the motor controller; Communication and data acquisition: Real-time current is obtained from the motor controller 500 via CAN / 485 / serial port; Operating condition identification: Effective brakes indicate braking condition; high throttle / current indicates acceleration condition; high wheel speed fluctuations indicate bumpy condition; (wheel speed changes indicate normal riding condition). Damping calculation: Output target compression damping and recovery damping according to the preset mapping table; Output compression / recovery damping values ​​for different working conditions according to the data mapping table written by the MCU in the central controller 300; Execution adjustment: Drives the solenoid valve / motor-type damping valve (drives the electric regulating valve) to change the oil flow rate, thereby achieving real-time damping adjustment; (screw damping and linear motor damping adjust the operating frequency and power of the motor driving the screw and the linear motor to achieve real-time damping adjustment). Steady-state recovery: After the operating condition disappears, the damping smoothly returns to the baseline to avoid impact. During braking and acceleration, the damping smoothly returns to the normal riding condition value after the braking condition disappears.

[0031] The technical solution of the present invention has been described above with reference to the preferred embodiments shown in the accompanying drawings. The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. For those skilled in the art, the present invention can have various modifications and variations. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. An adaptive damping shock absorption control system for motorcycles and electric motorcycles, characterized in that, include: An electronically controlled damping shock absorber (100) is provided with a compression damping regulating valve (101) and a recovery damping regulating valve (102); The signal acquisition unit (200) includes a brake signal sensor (201), a throttle duty cycle acquisition module (202), a wheel speed sensor (203), and a motor current acquisition module (204). The motor current acquisition module (204) is configured to acquire motor current signals from the motor controller (500) in real time via at least one communication method, namely CAN bus, RS485, and UART serial port. The signal acquisition unit (200) sends the brake signal, throttle duty cycle signal, wheel speed signal, and motor current signal to the central controller (300). The central controller (300) outputs damping control commands based on the driving status signal; The drive unit (400) drives the compression damping regulating valve (101) and the recovery damping regulating valve (102) to change the oil flow area in real time to adjust the damping value.

2. The adaptive damping shock absorption control system for motorcycles and electric motorcycles according to claim 1, characterized in that, When the central controller (300) detects that the brake signal is valid, it immediately increases the compression damping to limit the shock absorption compression stroke; after the brake signal disappears, the damping smoothly returns to the preset base value.

3. The adaptive damping shock absorption control system for motorcycles and electric motorcycles according to claim 1, characterized in that, The central controller (300) determines the acceleration status based on the throttle duty cycle or the motor current. When the throttle duty cycle exceeds the acceleration threshold or the motor current exceeds the power output threshold, the front and rear shock absorber damping is increased to suppress the overall lifting of the vehicle's rear axle reaction force.

4. The adaptive damping shock absorption control system for motorcycles and electric motorcycles according to claim 1, characterized in that, The central controller (300) identifies the degree of road bumps based on the wheel speed fluctuation amplitude. When the wheel speed fluctuation is greater than the bump threshold, the damping is reduced to improve comfort, and the damping is increased to improve stability when the speed is high and constant.

5. The adaptive damping shock absorption control system for motorcycles and electric motorcycles according to claim 1, characterized in that, The damping adjustment response time is ≤50ms, and closed-loop feedback is used to ensure the accuracy of the damping valve.

6. The adaptive damping shock absorption control system for motorcycles and electric motorcycles according to claim 1, characterized in that, The central controller (300) has a built-in driving state recognition logic and damping mapping table. Based on the input signal, it determines the braking, acceleration, constant speed, bumpy, and high power output conditions, and outputs damping control commands.

7. An adaptive damping shock absorption control method for motorcycles and electric motorcycles, based on the system described in any one of claims 1-6, characterized in that, Includes the following steps: Step 1: The signal acquisition unit (200) acquires the brake signal, throttle duty cycle and wheel speed signal in real time, and obtains the real-time motor current from the motor controller (500) through the CAN bus, RS485 or UART serial port. Step 2: The central controller (300) acquires the output of the signal acquisition unit (200) and identifies braking, acceleration, constant speed and bumpy conditions based on the brake signal, throttle duty cycle, wheel speed signal and motor real-time current. Calculate the target compression damping and the recovery damping according to the preset mapping relationship; Step 3: The central controller (300) drives the damping regulating valve to perform regulation, realizes real-time damping control, and smoothly restores to the basic damping after the working condition ends.

8. The adaptive damping shock absorption control system for motorcycles and electric motorcycles according to claim 7, characterized in that, Under braking conditions, compression damping is increased first to prevent bottoming out and maintain vehicle stability.

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