Vehicle suspension, vehicle suspension control method, and vehicle

Abstract

The present invention discloses a vehicle suspension, a method for controlling the vehicle suspension, and a vehicle. The vehicle suspension includes: a suspension body having a cavity formed therein; an air chamber diaphragm disposed within the cavity to separate the cavity into an air chamber and a liquid chamber; a decoupling assembly disposed within the liquid chamber to separate an upper liquid chamber and a lower liquid chamber, an inertia channel formed within the decoupling assembly, the inertia channel communicating between the upper and lower liquid chambers; a drive assembly disposed on the suspension body, the drive assembly and the decoupling assembly being coupled to increase or decrease the cross-sectional area of ​​the inertia channel. Movement of the decoupling assembly can increase or decrease the damping of the suspension, thereby varying the damping of the suspension according to operating conditions. Furthermore, an air chamber is formed above the air chamber diaphragm. By varying the pressure of the air chamber, the pressures of the upper and lower liquid chambers are varied, thereby varying the amount of deformation of the suspension body relative to the outside world, increasing or decreasing the suspension stiffness, and achieving a vibration reduction effect under all operating conditions.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and in particular to a vehicle suspension, a method for controlling a vehicle suspension, and a vehicle. Background Art

[0002] Currently, the primary functions of powertrain mounts are support, position limiting, and vibration isolation. These systems ensure the powertrain maintains a stable motion during operation, preventing interference with surrounding components. They also mitigate any motion excitation, ensuring a quiet and relaxing driving environment for the driver and passengers. Hydraulic mounts typically utilize an inertial channel-decoupled membrane structure. This structure improves the high-frequency hardening experienced by rubber and inertial channel hydraulic mounts when subjected to high-frequency forces, enhancing the vehicle's NVH characteristics and maintaining optimal driving comfort.

[0003] In related technologies, a decoupling membrane is movably positioned between a flow channel plate and a base, which are then connected via an interference fit. This decoupling membrane structure is simple and inexpensive to develop, and is currently widely used in hydraulic mounts. However, the mount's damping cannot be adjusted according to operating conditions, and therefore cannot achieve vibration reduction effects under all operating conditions. Summary of the Invention

[0004] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, the present invention provides a vehicle suspension that can adjust the suspension damping according to the operating conditions and increase or decrease the suspension stiffness to achieve a vibration reduction effect under all operating conditions.

[0005] The present invention further proposes a method for controlling the suspension of a vehicle.

[0006] The present invention further provides a vehicle.

[0007] According to the present invention, the suspension of a vehicle includes: a suspension body, wherein a cavity is formed in the suspension body; an air chamber diaphragm, wherein the air chamber diaphragm is arranged in the cavity to separate the cavity into an air chamber cavity and a liquid chamber cavity; a decoupling assembly, wherein the decoupling assembly is arranged in the liquid chamber cavity to separate an upper liquid chamber cavity and a lower liquid chamber cavity, wherein an inertia channel is formed in the decoupling assembly, wherein the inertia channel is connected between the upper liquid chamber cavity and the lower liquid chamber cavity; and a drive assembly, wherein the drive assembly is arranged on the suspension body, wherein the drive assembly and the decoupling assembly are in transmission cooperation to increase or decrease the cross-sectional area of ​​the inertia channel.

[0008] According to the suspension of the vehicle of the present invention, a drive assembly is provided, and the drive assembly can drive the decoupling assembly to move, thereby increasing or decreasing the cross-sectional area of ​​the inertial channel. When the cross-sectional area of ​​the inertial channel decreases, the damping of the suspension can be increased, and when the cross-sectional area of ​​the inertial channel increases, the damping of the suspension can be reduced, thereby causing the damping of the suspension to change accordingly according to the working conditions. In addition, an air chamber cavity is formed in the portion of the cavity corresponding to the upper portion of the air chamber diaphragm. By changing the pressure of the air chamber cavity, the pressures of the upper liquid chamber cavity and the lower liquid chamber cavity are changed, thereby changing the amount of deformation of the suspension body relative to the outside world, increasing or decreasing the suspension stiffness, and achieving a vibration reduction effect under all working conditions.

[0009] In some examples of the present invention, the decoupling assembly includes: a flow channel plate, a decoupling membrane, an active member and a driven member, the flow channel plate is arranged in the cavity to separate the cavity into an upper liquid chamber and a lower liquid chamber, the decoupling membrane, the active member and the driven member are all arranged in the flow channel plate, the decoupling membrane is movably arranged between the active member and the flow channel plate, the active member is in transmission cooperation with the driving assembly, the driven member is in transmission cooperation with the active member, the inertial channel is formed between the driven member and the flow channel plate, and the cross-sectional area of ​​the inertial channel is increased or decreased under the drive of the active member.

[0010] In some examples of the present invention, the driven member includes: a plurality of arc-shaped bodies, which are arranged sequentially in the circumferential direction and are annular as a whole, and the plurality of arc-shaped bodies are all in transmission cooperation with the active member to move radially under the drive of the active member.

[0011] In some examples of the present invention, a plurality of rocker arms are provided on the active member, one end of the plurality of rocker arms is rotatably provided on the active member, and the other ends of the plurality of rocker arms are rotatably connected to the corresponding arc-shaped bodies.

[0012] In some examples of the present invention, the driving assembly includes: a driving member and a transmission member, the driving member is transmission-connected to the transmission member and drives the transmission member to move toward or away from the decoupling assembly, and the transmission member is transmission-coupling with the active member.

[0013] In some examples of the present invention, the inner wall of the suspension body is provided with an inwardly protruding limiting rib, the limiting rib is located above the decoupling assembly, and the air chamber diaphragm is provided on the limiting rib.

[0014] In some examples of the present invention, the air chamber diaphragm is bonded to the limiting rib; or the limiting rib is provided with a clamping portion, and the air chamber diaphragm is clamped on the limiting rib; or the air chamber diaphragm is fixed to the limiting rib by a fastener; or the air chamber diaphragm is vulcanized and connected to the limiting rib.

[0015] In some examples of the present invention, the suspension of the vehicle further includes: a vent pipe, the vent pipe being in communication with the air chamber cavity.

[0016] According to the vehicle suspension control method of the present invention, operating condition information of the vehicle is obtained; based on the operating condition information of the vehicle, the operating current direction of the drive component is controlled, thereby changing the cross-sectional area of ​​the inertial channel; and based on the operating condition information of the vehicle, the operating current direction of the air pump connected to the air chamber cavity is controlled, thereby changing the pressure of the air chamber cavity.

[0017] A vehicle according to the present invention includes the above-mentioned vehicle suspension.

[0018] Additional aspects and advantages of the present invention will be set forth in part in the description which follows and, in part, will be obvious from the description which follows, or may be learned by practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the following description of the embodiments with reference to the accompanying drawings, in which:

[0020] Figure 1 is a structural schematic diagram of a suspension according to an embodiment of the present invention;

[0021] Figure 2 is a cross-sectional view of a suspension according to an embodiment of the present invention;

[0022] Figure 3 is an exploded view of a suspension according to an embodiment of the present invention;

[0023] Figure 4 is a schematic diagram of a partial structure of a suspension according to an embodiment of the present invention;

[0024] Figure 5 It is a structural diagram of the active component;

[0025] Figure 6 It is a schematic diagram of the structure of the drive component;

[0026] Figure 7 It is a structural diagram of the driven member;

[0027] Figure 8 It is a structural diagram of an arc body.

[0028] Reference numerals:

[0029] 1. Suspension;

[0030] 10. Suspension body; 11. Cavity; 110. Upper liquid chamber cavity; 111. Lower liquid chamber cavity; 112. Air chamber cavity; 12. Main spring; 13. Base; 14. Lower shell; 140. Clamping part; 15. Rubber ring; 16. Limiting rib; 17. Liquid injection hole; 20. Decoupling assembly; 21. Inertial channel; 22. Upper flow channel plate; 23. Decoupling membrane; 24. Active part; 240. Second matching part; 241. Second inclined plane; 25. Follower; 250. Arc-shaped body; 26. Rocker arm; 27. Lower flow channel plate; 30. Driving assembly; 31. Driving part; 32. Transmission part; 320. First matching part; 321. First inclined plane; 40. Air chamber diaphragm; 50. Vent pipe; 60. Liquid sealing bead. DETAILED DESCRIPTION

[0031] The embodiments of the present invention will be described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. The embodiments of the present invention will be described in detail below.

[0032] Reference below Figures 1-8 A suspension 1 for a vehicle according to an embodiment of the present invention will be described.

[0033] like Figure 1-Figure 3 As shown, a vehicle suspension 1 according to an embodiment of the present invention comprises a suspension body 10, a decoupling assembly 20, and a drive assembly 30. The suspension body 10 is the main portion of the suspension 1 and serves as the mounting and fixing mechanism. The decoupling assembly 20 controls the flow of fluid within the suspension 1, meeting both low-frequency, high-amplitude and high-frequency, low-amplitude operating requirements. The drive assembly 30 provides driving force, fulfilling the driving function.

[0034] like Figure 2 As shown, a cavity 11 is formed in the suspension body 10, and an air chamber diaphragm 40 is arranged in the cavity 11 to separate the cavity 11 into an air chamber cavity 112 and a liquid chamber cavity. The decoupling component 20 is arranged in the liquid chamber cavity to separate the upper liquid chamber cavity 110 and the lower liquid chamber cavity 111. An inertia channel 21 is formed in the decoupling component 20, and the inertia channel 21 is connected between the upper liquid chamber cavity 110 and the lower liquid chamber cavity 111.

[0035] That is to say, the decoupling component 20 is arranged as a whole at a position in the cavity 11, and the cavity 11 forms a lower liquid chamber cavity 111 below the decoupling component 20, and the part of the cavity 11 between the air chamber diaphragm 40 and the decoupling component 20 forms an upper liquid chamber cavity 110, and the upper liquid chamber cavity 110 and the lower liquid chamber cavity 111 can be filled with liquid, and an inertia channel 21 is formed in the decoupling component 20, and the inertia channel 21 is respectively connected to the upper liquid chamber cavity 110 and the lower liquid chamber cavity 111, so that the liquid in the upper liquid chamber cavity 110 and the lower liquid chamber cavity 111 can flow through the inertia channel 21.

[0036] It should be noted that under typical low-frequency, high-amplitude excitation, the decoupling assembly 20 is at its upper or lower extreme. At this point, liquid can only flow through the inertial channel 21 between the upper and lower liquid chambers 110, 111, increasing the stiffness of the entire suspension 1 and enhancing vibration damping. Under high-frequency, low-amplitude excitation, however, the suspension body 10 compresses and expands in response to external vibrations, causing the volumes of the upper and lower liquid chambers 110, 111 to undergo small, high-frequency variations. The dynamic response of the liquid in the inertial channel 21 gradually decays, and flow tends to cease. This is primarily due to the movement of the decoupling assembly 20 within its free travel. The liquid in the upper and lower liquid chambers 110, 111 can achieve pressure equilibrium through the up-and-down motion of the decoupling assembly 20, while also allowing the liquid in the upper and lower liquid chambers 110, 111 to flow through the outer edge of the decoupling assembly 20.

[0037] In addition, the part of the cavity 11 above the air chamber diaphragm 40 forms an air chamber cavity 112. When the vehicle operating condition changes, the vehicle controller changes the pressure of the air chamber cavity 112 through the air pump according to the vehicle condition, causing the state of the air chamber diaphragm 40 to change. When the air chamber diaphragm 40 bulges downward, the volume of the upper liquid chamber cavity 110 and the lower liquid chamber cavity 111 becomes smaller, thereby increasing the pressure of the upper liquid chamber cavity 110 and the lower liquid chamber cavity 111. In this way, the amount of deformation of the suspension body 10 relative to the outside world is reduced accordingly, thereby achieving the purpose of improving the stiffness of the suspension 1. When the air chamber diaphragm 40 is concave upward, the volume of the upper liquid chamber cavity 110 and the lower liquid chamber cavity 111 becomes larger, thereby reducing the pressure of the upper liquid chamber cavity 110 and the lower liquid chamber cavity 111. The amount of deformation of the suspension body 10 relative to the outside world is increased accordingly, thereby achieving the purpose of reducing the stiffness of the suspension 1.

[0038] like Figure 2 As shown, the driving assembly 30 is arranged on the suspension body 10, and the driving assembly 30 can be arranged below the suspension body 10, which facilitates the transmission cooperation between the driving assembly 30 and the decoupling assembly 20. The driving assembly 30 can drive the decoupling assembly 20 to move, and the decoupling assembly 20 can move in a direction close to the inertial channel 21, so that the decoupling assembly 20 can block the inertial channel 21 and reduce the cross-sectional area of ​​the inertial channel 21. Of course, the decoupling assembly 20 can also move in a direction away from the inertial channel 21, so that the decoupling assembly 20 can reduce the blockage of the inertial channel 21 and increase the cross-sectional area of ​​the inertial channel 21.

[0039] Therefore, by providing a driving component 30, the driving component 30 can drive the decoupling component 20 to move, increase or decrease the cross-sectional area of ​​the inertial channel 21. When the cross-sectional area of ​​the inertial channel 21 decreases, the damping of the suspension 1 can be increased. When the cross-sectional area of ​​the inertial channel 21 increases, the damping of the suspension 1 can be reduced, so that the damping of the suspension 1 changes accordingly according to the working conditions. In addition, an air chamber cavity 112 is formed in the part of the cavity 11 corresponding to the upper part of the air chamber diaphragm 40. By changing the pressure of the air chamber cavity 112, the pressure of the upper liquid chamber cavity 110 and the lower liquid chamber cavity 111 are changed, thereby changing the amount of deformation of the suspension body 10 relative to the outside world, increasing or decreasing the stiffness of the suspension 1, and achieving a vibration reduction effect under all working conditions.

[0040] Specifically, if Figure 2 and Figure 3 As shown, the decoupling assembly 20 includes a flow channel plate, a decoupling membrane 23, an active member 24, and a passive member 25. The flow channel plate is disposed within the cavity 11 to separate the cavity 11 into an upper liquid chamber 110 and a lower liquid chamber 111. The decoupling membrane 23, the active member 24, and the passive member 25 are all disposed within the flow channel plate. The decoupling membrane 23 is movably disposed between the active member 24 and the flow channel plate. The active member 24 is in transmission engagement with the drive assembly 30, and the passive member 25 is in transmission engagement with the active member 24. An inertia channel 21 is formed between the passive member 25 and the flow channel plate. Driven by the active member 24, the passive member 25 increases or decreases the cross-sectional area of ​​the inertia channel 21. The active member 24 may be a driving disk, and the passive member 25 may be a passive ring.

[0041] It should be noted that the flow plate includes: an upper flow plate 22 and a lower flow plate 27. An upper liquid chamber cavity 110 is formed between the upper end of the upper flow plate 22 and the air chamber diaphragm 40, and a lower liquid chamber cavity 111 is formed at the lower end of the lower flow plate 27. The liquid in the upper liquid chamber cavity 110 and the lower liquid chamber cavity 111 can flow through the upper flow plate 22 and the lower flow plate 27. The decoupling membrane 23, the active part 24 and the driven part 25 are all arranged between the upper flow plate 22 and the lower flow plate 27. This arrangement is reasonable and convenient for controlling the flow of liquid in the upper liquid chamber cavity 110 and the lower liquid chamber cavity 111.

[0042] The decoupling membrane 23 is movably arranged between the active member 24 and the upper flow channel plate 22. The active member 24 is in transmission cooperation with the driving assembly 30, so that the driving assembly 30 can first drive the active member 24 to rotate, and the driven member 25 is in transmission cooperation with the active member 24, so that the active member 24 can drive the driven member 25 to rotate, and an inertial channel 21 is formed between the driven member 25 and the lower flow channel plate 27. When the driven member 25 rotates, it can move in the direction close to the inertial channel 21 to block the inertial channel 21 and reduce the cross-sectional area of ​​the inertial channel 21, or it can move in the direction away from the inertial channel 21 to reduce the blockage of the inertial channel 21 and increase the cross-sectional area of ​​the inertial channel 21, so that the damping of the suspension 1 is changed accordingly according to the working conditions, thereby achieving a vibration reduction effect under all working conditions.

[0043] Furthermore, if Figure 7 and Figure 8 As shown, the follower 25 includes a plurality of arcuate bodies 250, which are sequentially arranged in the circumferential direction and have an overall annular shape. The plurality of arcuate bodies 250 are in transmission cooperation with the active member 24 to move radially under the drive of the active member 24. In other words, before the active member 24 drives the follower 25 to rotate, the plurality of arcuate bodies 250 are sequentially arranged in the circumferential direction to form an annular structure. After the active member 24 drives the follower 25 to rotate, the rotation of the active member 24 can drive the plurality of arcuate bodies 250 to move toward or away from the inertial channel 21, thereby changing the cross-sectional area of ​​the inertial channel 21 and adjusting the damping of the suspension 1 according to the operating conditions, thereby achieving a vibration reduction effect under all operating conditions. Moreover, after the plurality of arcuate bodies 250 move, the plurality of arcuate bodies 250 can still form a sealed annular structure, thereby improving the sealing effect of the follower 25 and ensuring the reliability of the suspension 1.

[0044] In addition, if Figure 2 and Figure 3 As shown, the active member 24 is provided with a plurality of rocker arms 26, one end of each of which is rotatably mounted on the active member 24, and the other end of each of which is rotatably connected to a corresponding arc-shaped body 250. The active member 24 is provided with a plurality of rocker arms 26, each of which can function as an intermediate transmission. One end of each of the rocker arms 26 is rotatably mounted on the active member 24, and the other end of each of the rocker arms 26 is rotatably connected to a corresponding arc-shaped body 250. Specifically, when the active member 24 rotates, the rocker arms 26 can be driven to deflect. Due to the change in the position of the rocker arms 26, the driven member 25 can be driven by the rocker arms 26 to move obliquely outward or obliquely inward, thereby changing the cross-sectional area of ​​the inertial channel 21.

[0045] Of course, if Figure 2As shown, the drive assembly 30 includes a drive member 31 and a transmission member 32. The drive member 31 is in transmission connection with the transmission member 32, and drives the transmission member 32 to move toward or away from the decoupling assembly 20. The transmission member 32 is in transmission cooperation with the active member 24. The drive member 31 can play a driving role. The drive member 31 is in transmission connection with the transmission member 32, so that the drive member 31 can drive the transmission member 32 to move toward or away from the decoupling assembly 20. The transmission member 32 is in transmission cooperation with the active member 24, and the transmission member 32 can drive the active member 24 to rotate, thereby causing the driven member 25 to move obliquely outward or obliquely inward, thereby changing the cross-sectional area of ​​the inertial channel 21.

[0046] Among them, such as Figure 5 and Figure 6 As shown, the upper end of the transmission member 32 is provided with a first engaging portion 320, one side of which is provided with a first inclined surface 321. The lower end of the active member 24 is provided with a second engaging portion 240, one side of which is provided with a second inclined surface 241. The second inclined surface 241 is arranged to fit closely with the first inclined surface 321. It is understood that the first inclined surface 321 of the first engaging portion 320 can fit closely with the second inclined surface 241 of the second engaging portion 240. When the transmission member 32 moves upward, the first inclined surface 321 can press the second inclined surface 241 upward. Since the active member 24 remains stationary in the vertical direction, the active member 24 rotates under the pressure of the first inclined surface 321 and the second inclined surface 241, thereby causing the driven member 25 to move obliquely outward or obliquely inward, thereby changing the cross-sectional area of ​​the inertial channel 21. In addition, the inclined surface structure is simple and reliable, and is also easy to manufacture.

[0047] According to an optional embodiment of the present invention, the driver 31 is an electromagnetic driver 31, which includes an electromagnetic coil, and the transmission member 32 is a magnetic member or includes a magnetic member. For example, if the driver 31 is an electromagnetic driver 31, the magnetic field strength generated by the electromagnetic coil within the electromagnetic driver 31 can vary depending on the input voltage. Due to the electromagnetic induction effect, the position of the magnetic member also changes, thereby changing the extension length of the transmission member 32 and adjusting the amount of oblique outward or oblique inward movement of the follower 25, thereby precisely controlling the final cross-sectional area of ​​the inertial channel 21. Of course, the driver 31 and transmission member 32 may also be other suitable components.

[0048] Alternatively, as Figure 1-Figure 3As shown, the suspension body 10 includes: a main spring 12, a base 13, a lower shell 14 and a rubber ring 15. The main spring 12 is arranged above the base 13, the lower shell 14 is arranged below the base 13, the decoupling assembly 20 is arranged in the base 13, and the rubber ring 15 is vulcanized on the inner circumferential wall of the lower shell 14, and the rubber ring 15 is located below the decoupling assembly 20. That is, the main spring 12, base 13, and lower shell 14 are arranged in sequence in the vertical direction, wherein the base 13 and lower shell 14 can be snap-fitted together, and the decoupling assembly 20 is disposed within the base 13. This arrangement is reasonable, and the main spring 12 can be positioned in the upper liquid chamber 110, while the lower shell 14 can be positioned to form the lower liquid chamber 111. The rubber ring 15 can be vulcanized and integrated with the lower shell 14. Moreover, the rubber ring 15 is located below the decoupling assembly 20. The rubber ring 15 can compensate for the volume changes of the upper liquid chamber 110 and the lower liquid chamber 111 during the operation of the suspension 1 through elastic deformation, thereby maintaining the system hydraulic stability of the suspension 1. In addition, the rubber ring 15 can replace the traditional leather cup structure, saving the overall layout space of the suspension 1 and achieving a good sealing effect.

[0049] In addition, the air chamber diaphragm 40 and the decoupling assembly 20 are both arranged on the base 13, and the air chamber diaphragm 40 and the decoupling assembly 20 are spaced apart in the upper and lower directions. This arrangement is reasonable. The position of the main spring 12 can be the air chamber cavity 112, and space can be left between the air chamber diaphragm 40 and the decoupling assembly 20 to form an upper liquid chamber cavity 110. In addition, the position of the lower shell 14 can form a lower liquid chamber cavity 111.

[0050] Alternatively, as Figure 4 As shown, the inner wall of the base 13 is provided with an inwardly protruding limiting rib 16, which is located above the decoupling assembly 20, and the air chamber diaphragm 40 is disposed on the limiting rib 16. The inwardly protruding limiting rib 16 provided on the inner wall of the base 13 can strengthen the structural strength of the base 13, making the base 13 less susceptible to damage. Moreover, the air chamber diaphragm 40 is disposed on the limiting rib 16, which facilitates the fixation of the air chamber diaphragm 40, making the arrangement of the air chamber diaphragm 40 more stable and reliable. In addition, the limiting rib 16 is located above the decoupling assembly 20. When the air chamber diaphragm 40 is disposed on the limiting rib 16, a space is left between the air chamber diaphragm 40 and the decoupling assembly 20 in the vertical direction, forming an upper liquid chamber cavity 110.

[0051] Of course, the air chamber diaphragm 40 is bonded to the limiting rib 16, or the limiting rib 16 is provided with a clamping portion, the air chamber diaphragm 40 is clamped on the limiting rib 16, or the air chamber diaphragm 40 is fixed to the limiting rib 16 by fasteners, or the air chamber diaphragm 40 is vulcanized and connected to the limiting rib 16. That is to say, an adhesive can be applied on the air chamber diaphragm 40, so that the air chamber diaphragm 40 can be bonded to the limiting rib 16 by bonding. This bonding is more convenient and the fixing effect of the air chamber diaphragm 40 is better. Alternatively, a clamping component is provided on the limiting rib 16, and the air chamber diaphragm 40 is fixed to the limiting rib 16 by clamping. This assembling is simple and can improve the installation efficiency of the air chamber diaphragm 40. Alternatively, fasteners can be directly used to fix the air chamber diaphragm 40 to the limiting rib 16 by fasteners. This can make the connection of the air chamber diaphragm 40 more firm and improve the stability and reliability of the installation of the air chamber diaphragm 40. Alternatively, the air chamber diaphragm 40 is vulcanized and connected to the limiting rib 16. By vulcanization, the air chamber diaphragm 40 can be fixed to the limiting rib 16, and the structural strength of the air chamber diaphragm 40 can also be improved.

[0052] In addition, if Figure 1 and Figure 3 As shown, the outer circumference of the lower shell 14 is provided with a plurality of snap-fitting portions 140, and the plurality of snap-fitting portions 140 are respectively snap-fitted to the base 13. The plurality of snap-fitting portions 140 are provided on the outer circumference of the lower shell 14, so that the plurality of snap-fitting portions 140 can be snap-fitted to the base 13, thereby making the lower shell 14 and the base 13 fixedly connected, and the plurality of snap-fitting portions 140 can be evenly spaced. When the plurality of snap-fitting portions 140 are snap-fitted to the base 13, the connection between the lower shell 14 and the base 13 is made more stable and secure.

[0053] Furthermore, if Figure 1-Figure 3 As shown, the vehicle suspension 1 further includes a vent pipe 50, which is in communication with the air chamber 112. The vent pipe 50 allows an air pump outside the suspension 1 to introduce gas into the air chamber 112 through the vent pipe 50, or allows gas in the air chamber 112 to be discharged through the vent pipe 50, thereby changing the pressure in the air chamber 112 and causing the state of the air chamber diaphragm 40 to change.

[0054] Alternatively, as Figure 2 and Figure 3As shown, the vehicle suspension 1 also includes a sealing bead 60. A liquid injection hole 17 is provided at the location of the suspension body 10 corresponding to the decoupling assembly 20, and the sealing bead 60 is sealed at the liquid injection hole 17. The sealing bead 60 serves as a seal. The liquid injection hole 17 is provided at the location of the suspension body 10 corresponding to the decoupling assembly 20. The sealing bead 60 is generally positioned within the liquid injection hole 17 to prevent liquid in the upper liquid chamber 110 and the lower liquid chamber 111 from leaking through the liquid injection hole 17. As such, the sealing bead 60 and the liquid injection hole 17 have a simple structure, are easy to set up, and are easy to operate.

[0055] In addition, by replacing the damping fluid, that is, the liquid in the upper liquid chamber 110 and the lower liquid chamber 111, changing the material and structure of the decoupling membrane 23, and changing the injection pressure of the damping fluid, different control accuracies can be achieved, meeting the performance requirements of different models, improving platform capabilities, and reducing R&D investment.

[0056] A method for controlling a vehicle suspension according to an embodiment of the present invention includes:

[0057] Obtain vehicle operating condition information. It should be noted that the vehicle's operating condition refers to the working conditions of the vehicle during transportation. According to the vehicle's movement form, there are mainly: starting, acceleration, constant speed, deceleration, turning, uphill and downhill, parking and other driving conditions. According to the driver's control method, there are mainly: gear shifting, coasting (gear disengagement coasting, neutral coasting, acceleration coasting, parking coasting), braking (emergency braking, speed control braking, brake braking), throttle speed control, steering, reversing and other operating conditions. According to the load condition, there are mainly: no load, full load (equal to rated load), overload (exceeding rated load) and other operating conditions. The vehicle's operating condition is different at different times, so it is necessary to first obtain the vehicle's real-time operating condition information.

[0058] Based on the vehicle's operating condition information, the direction of the operating current of the drive assembly 30 is controlled, thereby changing the cross-sectional area of ​​the inertial channel 21. After obtaining real-time vehicle operating condition information, the direction of the operating current of the drive assembly 30 can be controlled, that is, the forward and reverse rotation of the drive assembly 30 can be controlled. This can control the decoupling assembly 20 to move closer to or away from the inertial channel 21, reducing or increasing the cross-sectional area of ​​the inertial channel 21. This can change the damping of the suspension 1, increase or decrease the stiffness of the suspension 1, and achieve a vibration reduction effect under all operating conditions.

[0059] According to the working condition information of the vehicle, the working current direction of the air pump connected to the air chamber cavity 112 is controlled, thereby changing the pressure of the air chamber cavity 112. After obtaining the real-time working condition information of the vehicle, the working current direction of the air pump connected to the air chamber cavity 112 can also be controlled, that is, the air chamber cavity 112 is inflated through the vent pipe 50 or the air chamber cavity 112 is exhausted to the outside through the vent pipe 50, thereby changing the pressure of the air chamber cavity 112, changing the pressure of the upper liquid chamber cavity 110 and the lower liquid chamber cavity 111, thereby changing the amount of deformation of the suspension body 10 relative to the outside world, increasing or decreasing the stiffness of the suspension 1, and achieving a vibration reduction effect under all working conditions. Of course, according to the working condition of the vehicle, the working current direction of the drive component 30 and the working current direction of the air pump connected to the air chamber cavity 112 can also be controlled at the same time.

[0060] A vehicle according to an embodiment of the present invention includes: the vehicle suspension 1 described in the above embodiment.

[0061] In the description of the present invention, 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 to 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 invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention.

[0062] In the description of the present invention, "first feature" and "second feature" may include one or more of the features. In the description of the present invention, "plurality" means two or more. In the description of the present invention, a first feature "above" or "below" a second feature may include the first and second features being in direct contact, or may also include the first and second features not being in direct contact but being in contact via another feature between them. In the description of the present invention, a first feature being "above", "above" and "above" a second feature may include the first feature being directly above or obliquely above the second feature, or may simply mean that the first feature is at a higher level than the second feature.

[0063] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "illustrative embodiments," "example," "specific example," or "some examples" means that a specific feature, structure, material, or characteristic described in conjunction with the embodiment or example is included in at least one embodiment or example of the present invention. In this specification, illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0064] While embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions, and variations may be made to the embodiments without departing from the principles and spirit of the invention, and that the scope of the invention is defined by the claims and their equivalents.

Claims

1. A vehicle suspension, characterized in that: include: A suspension body (10), wherein a cavity (11) is formed in the suspension body (10); An air chamber diaphragm (40), the air chamber diaphragm (40) being arranged in the cavity (11) to separate the cavity (11) into an air chamber cavity (112) and a liquid chamber cavity; a decoupling assembly (20), the decoupling assembly (20) being arranged in the liquid chamber cavity to separate an upper liquid chamber cavity (110) and a lower liquid chamber cavity (111), an inertia channel (21) being formed in the decoupling assembly (20), the inertia channel (21) being connected between the upper liquid chamber cavity (110) and the lower liquid chamber cavity (111); a drive assembly (30), the drive assembly (30) being arranged on the suspension body (10), the drive assembly (30) being in transmission cooperation with the decoupling assembly (20) to increase or decrease the cross-sectional area of ​​the inertial channel (21); The decoupling assembly (20) comprises: a flow channel plate, a decoupling membrane (23), an active member (24) and a driven member (25); the flow channel plate is arranged in the cavity (11) to separate the cavity (11) into an upper liquid chamber (110) and a lower liquid chamber (111); the decoupling membrane (23), the active member (24) and the driven member (25) are all arranged in the flow channel plate; the decoupling membrane (23) is movably arranged between the active member (24) and the flow channel plate; the active member (24) is in transmission cooperation with the driving assembly (30); the driven member (25) is in transmission cooperation with the active member (24); the inertial channel (21) is formed between the driven member (25) and the flow channel plate, and the cross-sectional area of ​​the inertial channel (21) is increased or decreased under the drive of the active member (24); The driven member (25) comprises: a plurality of arc-shaped bodies (250), the plurality of arc-shaped bodies (250) are sequentially arranged in the circumferential direction and are annular as a whole, and the plurality of arc-shaped bodies (250) are all in transmission cooperation with the active member (24) to move radially under the drive of the active member (24).

2. The vehicle suspension according to claim 1, characterized in that: A plurality of rocker arms (26) are provided on the active member (24), one end of each of the rocker arms (26) is rotatably provided on the active member (24), and the other end of each of the rocker arms (26) is rotatably connected to the corresponding arc-shaped body (250).

3. The vehicle suspension according to claim 1, characterized in that: The driving assembly (30) comprises a driving member (31) and a transmission member (32), wherein the driving member (31) is in transmission connection with the transmission member (32) and drives the transmission member (32) to move toward or away from the decoupling assembly (20), and the transmission member (32) is in transmission cooperation with the active member (24).

4. The vehicle suspension according to claim 1, characterized in that: The inner wall of the suspension body (10) is provided with an inwardly protruding limiting rib (16), the limiting rib (16) is located above the decoupling assembly (20), and the air chamber diaphragm (40) is provided on the limiting rib (16).

5. The vehicle suspension according to claim 4, characterized in that: The air chamber diaphragm (40) is bonded to the limiting rib (16); or The limiting rib (16) is provided with a clamping portion, and the air chamber diaphragm (40) is clamped on the limiting rib (16); or The air chamber diaphragm (40) is fixed to the limiting rib (16) via a fastener; or The air chamber diaphragm (40) is vulcanized and connected to the limiting rib (16).

6. The vehicle suspension according to claim 1, characterized in that: Also includes: A vent pipe (50), the vent pipe (50) being in communication with the air chamber cavity (112).

7. A method for controlling a vehicle suspension according to any one of claims 1 to 6, characterized in that: include: Obtaining operating condition information of the vehicle; According to the working condition information of the vehicle, the direction of the working current of the driving component (30) is controlled, thereby changing the cross-sectional area of ​​the inertial channel (21); as well as According to the working condition information of the vehicle, the working current direction of the air pump connected to the air chamber cavity (112) is controlled, thereby changing the pressure of the air chamber cavity (112).

8. A vehicle, characterized in that: include: The suspension (1) for a vehicle according to any one of claims 1 to 6.

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