A damping adjustment method for electromagnetic shock absorber

Abstract

The present application provides a damping adjustment method for an electromagnetic shock absorber, comprising: reading the scale value on the uneven scale at a first set time interval to obtain a first scale value and a second scale value; calculating and outputting a first control current to a first electromagnetic component according to the first set time interval, the first scale value and the second scale value; and outputting a second control current to a second electromagnetic component. The first control current and the second control current are used to generate a first force between the first electromagnetic component and the second electromagnetic component, thereby adjusting the damping of the shock absorber. The damping is adjusted by reading the uneven scale of the scale through a position sensor, calculating and outputting a control current; when the vehicle travels on roads with various road conditions, the damping of the shock absorber can be automatically adjusted according to the vibration conditions of the vehicle, and a better shock absorption effect is produced when facing vibrations generated under various road conditions, effectively reducing the vibration peak of the vehicle.

Description

Technical Field

[0001] The present disclosure generally relates to the field of shock absorbers, and in particular to a damping adjustment method for an electromagnetic shock absorber. Background Art

[0002] The shock absorber assembly weakens the impact of road vibration on the driver during vehicle operation. Currently, the common shock absorber assemblies include hydraulic springs and compression springs, and the comfort they provide to the vehicle is gradually increasing.

[0003] The existing shock absorbers are all air springs or hydraulic springs with fixed shock absorption effects. They have good shock absorption effects under certain road conditions, but cannot produce good shock absorption effects under vibrations of various road conditions. The specific reason is that when the shock absorber is slightly longer and has less damping and encounters a road condition with a large degree of unevenness, the vehicle will be bumpy for a period of time; when the shock absorber is slightly shorter and has greater damping and encounters a continuous uneven road condition, the vehicle will vibrate to a large extent, and it is difficult to significantly reduce the vibration amplitude. Summary of the invention

[0004] In view of the above-mentioned defects or deficiencies in the prior art, it is desirable to provide a damping adjustment method for an electromagnetic shock absorber.

[0005] The present application provides a damping adjustment method for an electromagnetic shock absorber, comprising:

[0006] The scale value on the uneven scale is continuously read at a first set time interval as a period; the scale value is obtained by reading the uneven scale on the telescopic rod by a position sensor;

[0007] The scale value of the uneven scale at the current moment is used as the second scale value; the scale value of the uneven scale at the moment before the current moment is used as the first scale value;

[0008] A first control current and a second control current are calculated according to the first scale value, the second scale value and the first set time interval; the first control current is used to control the first electromagnetic component to generate a magnetic field, and the second control current is used to control the second electromagnetic component to generate a magnetic field, so that a first force is generated between the first electromagnetic component and the second electromagnetic component; the first force is used to adjust the damping of the shock absorber;

[0009] A first control current is output to the first electromagnetic component, and a second control current is output to the second electromagnetic component.

[0010] According to the technical solution provided in the embodiment of the present application, the scale interval on the uneven scale takes the equilibrium position as the zero point and gradually increases in the two directions of extension and retraction of the telescopic rod; the scale value increases successively along the stretching direction of the telescopic rod; the equilibrium position is the position of the telescopic rod under the action of the weight of the car in a static state.

[0011] According to the technical solution provided in the embodiment of the present application, the specific steps of respectively calculating the first control current and the second control current according to the first scale value, the second scale value and the first set time interval include:

[0012] Calculate the change rate of the scale value according to the first scale value, the second scale value, and the first set time interval to obtain a first scale change rate;

[0013] Calculate a first current gain according to the first scale change rate;

[0014] Obtaining the rated current of the first electromagnetic component to obtain a first rated current value; obtaining the rated current of the second electromagnetic component to obtain a second rated current value;

[0015] Calculating a first control current according to the first rated current value and the first current gain;

[0016] The second control current is calculated according to the second rated current value and the first current gain.

[0017] According to the technical solution provided in the embodiment of the present application, after the first control current and the second control current are calculated, the method further includes:

[0018] The positive or negative sign of the first scale change rate is determined, and the output directions of the first control current and the second control current are controlled according to the positive or negative sign of the first scale change rate.

[0019] According to the technical solution provided in the embodiment of the present application, the step of controlling the output direction of the first control current and the second control current according to the positive or negative value of the first scale change rate specifically includes:

[0020] When the first scale change rate is a positive value, a first control current is output to the first electromagnetic component in a first current direction, and a second control current is output to the second electromagnetic component in a second current direction, so that the same-name magnetic poles of the first electromagnetic component and the second electromagnetic component are arranged opposite to each other;

[0021] When the first scale change rate is a negative value, the first control current is output to the first electromagnetic component in the third current direction, and the second control current is output to the second electromagnetic component in the fourth current direction, so that the opposite magnetic poles of the first electromagnetic component and the second electromagnetic component are arranged oppositely.

[0022] According to the technical solution provided in the embodiment of the present application, after performing the step of respectively calculating the first control current and the second control current according to the first scale value, the second scale value and the first set time interval, and before the step of outputting the first control current to the first electromagnetic component and the step of outputting the second control current to the second electromagnetic component, it also includes:

[0023] Determine whether the magnitude of the first control current exceeds the peak current of the first electromagnetic component; when the first control current is greater than the peak current of the first electromagnetic component, use the peak current of the first electromagnetic component as the final first control current;

[0024] Determine whether the magnitude of the second control current exceeds the peak current of the second electromagnetic component; when the second control current is greater than the peak current of the second electromagnetic component, use the peak current of the second electromagnetic component as the final second control current.

[0025] According to the technical solution provided in the embodiment of the present application, after the step of continuously reading the scale value on the uneven scale at a first set time interval as a period, and before the step of respectively calculating the first control current and the second control current according to the first scale value, the second scale value and the first set time interval, the method further includes:

[0026] Determine whether the first scale value is equal to the second scale value. When the first scale value is equal to the second scale value, repeatedly read the scale value on the uneven scale at a first set time interval as a period until the scale value of the uneven scale at the current moment is used as the second scale value; and use the scale value of the uneven scale at the moment before the current moment as the first scale value.

[0027] According to the technical solution provided in the embodiment of the present application, the telescopic rods are provided in multiple and non-collinear arrangements, and the first electromagnetic component of each telescopic rod has a maximum facing area with the same second electromagnetic component;

[0028] The specific steps of respectively calculating the first control current and the second control current according to the first scale value, the second scale value and the first set time interval include: respectively calculating the first control current corresponding to the first electromagnetic component of each telescopic rod according to the first scale value, the second scale value and the first set time interval read by the position sensor on each telescopic rod; using the rated current of the second electromagnetic component as the second control current;

[0029] The specific steps of outputting the first control current to the first electromagnetic component and outputting the second control current to the second electromagnetic component include: outputting each first control current to the corresponding first electromagnetic component and outputting the second control current to the second electromagnetic component, so that each first electromagnetic component generates a first force with the second electromagnetic component, and each of the first forces is used to adjust the damping of the shock absorber.

[0030] According to the technical solution provided in the embodiment of the present application, after the step of outputting each first control current to the corresponding first electromagnetic component respectively, the step further includes:

[0031] Obtain the scale value on each telescopic rod on the same shock absorber at the current moment to obtain multiple third scale values;

[0032] Calculating the coordinates of each telescopic rod of the same shock absorber at the current moment according to the plurality of third scale values ​​to obtain a plurality of first coordinates;

[0033] Select any three of the first coordinates to calculate the plane where the three selected first coordinates are located, and obtain a first plane;

[0034] Calculate the angle between the first plane and the horizontal plane to obtain a first angle;

[0035] Determine the size of the first angle; if the first angle is greater than the first set angle, calculate the control current corresponding to each telescopic rod according to the plurality of the first coordinates to obtain a plurality of third control currents;

[0036] Each of the third control currents is output to the first electromagnetic component of the corresponding telescopic rod.

[0037] According to the technical solution provided in the embodiment of the present application, the vehicle has four tires, and a shock absorber having multiple telescopic rods is installed at each tire;

[0038] After the step of outputting each of the third control currents to the first electromagnetic components of the corresponding telescopic rod or after determining that the first angle is less than the first set angle, the method further includes:

[0039] Obtain the scale value of any telescopic rod on each shock absorber at the current moment, and obtain four fourth scale values;

[0040] Calculate the coordinates of the telescopic rod selected by each shock absorber at the current moment according to the four fourth scale values ​​to obtain four second coordinates;

[0041] Select any three of the second coordinates and calculate the plane where the selected three second coordinates are located to obtain a second plane;

[0042] Calculate the angle between the second plane and the horizontal plane to obtain a second angle;

[0043] Determine the size of the second angle; if the second angle is greater than the second set angle, calculate the control current corresponding to each telescopic rod of each shock absorber according to the four second coordinates, and obtain four groups of compensation control currents; each group of compensation control currents is composed of the fourth control currents corresponding to all telescopic rods of a shock absorber;

[0044] A plurality of fourth control currents of each set of compensation control currents are output to the first electromagnetic components on the corresponding telescopic rods of the corresponding shock absorbers.

[0045] The beneficial effects of this application are:

[0046] By setting uneven scales on the telescopic rod of the shock absorber, the first electromagnetic component is fixedly connected to the telescopic rod; the second electromagnetic component is fixedly connected to the bottom of the inner wall of the shock absorber housing; the first electromagnetic component and the second electromagnetic component are arranged along the telescopic direction of the telescopic rod. When the vehicle vibrates during driving, the telescopic rod produces telescopic movement, and the position sensor is used to read the two scale values ​​within the set time interval, and the first control current and the second control current are calculated according to the two scale values ​​and the set time interval; the first control current is output to the first electromagnetic component; the second control current is output to the second electromagnetic component; a first force is generated between the first electromagnetic component and the second electromagnetic component; the first force is used to adjust the damping of the shock absorber. When the vehicle travels to roads with various road conditions, the damping of the shock absorber can be automatically adjusted according to the vibration condition of the shock absorber, and a better shock absorption effect is produced when facing vibrations generated under various road conditions, effectively reducing the vibration peak of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0047] Other features, objects and advantages of the present application will become more apparent by reading the detailed description of non-limiting embodiments made with reference to the following drawings:

[0048] Figure 1 A schematic diagram of a damping adjustment method for an electromagnetic shock absorber provided in the present application;

[0049] Figure 2 It is a structural schematic diagram of an electromagnetic shock absorber;

[0050] Figure 3 It is a structural schematic diagram of a multi-electromagnetic shock absorber;

[0051] Among them: 1. telescopic rod; 2. abutment plate; 3. first electromagnetic assembly; 4. second electromagnetic assembly; 5. first elastic member; 6. second elastic member; 7. uneven scale; 8. position sensor; 9. housing; 10. connecting plate; 11. connecting rod. DETAILED DESCRIPTION

[0052] The present application is further described in detail below in conjunction with the accompanying drawings and embodiments. It is to be understood that the specific embodiments described herein are only used to explain the relevant invention, rather than to limit the invention. It is also necessary to explain that, for ease of description, only the parts related to the invention are shown in the accompanying drawings.

[0053] It should be noted that, in the absence of conflict, the embodiments and features in the embodiments of the present application can be combined with each other. The present application will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0054] During the driving process of the car, due to the random appearance of uneven conditions on the road surface, the fixed damping shock absorber can only adapt to the road conditions in some cases and is difficult to use in various road conditions. The specific reason is that when the shock absorber is slightly longer and the damping is smaller, and the vehicle encounters a road condition with a large degree of unevenness, the vehicle will be in a bumpy state for a period of time; when the shock absorber is slightly shorter and the damping is larger, and the vehicle encounters continuous uneven road conditions, the vehicle will produce a large amplitude of vibration, which is difficult to significantly reduce the vibration amplitude. In summary, the fixed damping shock absorber has a poor attenuation effect on the vibration after the vehicle vibrates, and the attenuation time is longer, resulting in a poor riding experience for the driver and passengers.

[0055] Specifically, refer to Figure 2 This is a schematic diagram of the structure of the shock absorber proposed in this application, and its structure specifically includes:

[0056] A housing 9, wherein a second elastic member 6 is fixedly mounted on the bottom of the inner wall of the housing 9;

[0057] A telescopic rod 1, the telescopic rod 1 is mounted on the housing 9 and can move relative to the housing 9; an abutment plate 2 is fixedly mounted on one end of the telescopic rod 1 located inside the housing 9, and the abutment plate 2 can move relative to the telescopic rod 1 inside the housing 9; an uneven scale 7 is provided on the telescopic rod 1;

[0058] A first electromagnetic component 3, wherein the first electromagnetic component 3 is fixedly mounted on a side of the abutment plate 2 away from the telescopic rod 1, and two magnetic poles of the first electromagnetic component 3 are arranged along the telescopic direction of the telescopic rod 1;

[0059] A second electromagnetic component 4, wherein the second electromagnetic component 4 is fixedly connected to one end of the second elastic member 6; two magnetic poles of the second electromagnetic component 4 are arranged along the telescopic direction of the telescopic rod 1;

[0060] A first elastic member 5, two ends of which are fixedly connected to the second electromagnetic assembly 4 and the first electromagnetic assembly 3 respectively;

[0061] A position sensor 8 is installed on the inner wall of the housing 9 and is used to read the scale value of the uneven position.

[0062] Working principle of electromagnetic shock absorber: The first elastic member and the second elastic member inside the shock absorber are used to generate repulsion and support the vehicle when the vehicle is powered off. Generally, after the rated current is connected, a magnetic field with the same magnetic poles facing each other will be generated between the first electromagnetic component and the second electromagnetic component, thereby generating repulsion. Adjusting the current output to the two electromagnetic components can change the magnitude of the repulsive force between the magnetic fields; if the current direction of one electromagnetic component is changed, an attraction will also be generated between the two electromagnetic components.

[0063] During normal driving of a car, when passing through roads with different degrees of unevenness, the car body will vibrate; at this time, the shock absorber produces a damping effect, applying a force opposite to the vibration direction to the car body, which can offset the vibration amplitude and reduce the vibration peak. In order to better offset the vibration amplitude, it is necessary to provide the car body with an additional opposite force at the moment when the vibration reaches the peak value to adaptively reduce the vibration peak. Based on this concept, the present application designs a shock absorber damping adjustment method.

[0064] Example 1

[0065] refer to Figure 1 , this embodiment provides a damping adjustment method for an electromagnetic shock absorber, comprising:

[0066] S1: continuously reading the scale value on the uneven scale at a first set time interval as a period; the scale value is obtained by reading the uneven scale on the telescopic rod by a position sensor;

[0067] S2: taking the scale value of the uneven scale at the current moment as the second scale value; taking the scale value of the uneven scale at the moment before the current moment as the first scale value;

[0068] S3: Calculate a first control current and a second control current according to the first scale value, the second scale value and the first set time interval; the first control current is used to control the first electromagnetic component to generate a magnetic field, and the second control current is used to control the second electromagnetic component to generate a magnetic field, so that a first force is generated between the first electromagnetic component and the second electromagnetic component; the first force is used to adjust the damping of the shock absorber;

[0069] S4: outputting a first control current to the first electromagnetic component, and outputting a second control current to the second electromagnetic component.

[0070] Specifically, the program of the above-mentioned adjustment method can be designed and stored in the ECU module of the vehicle. When the vehicle is ignited and started, the ECU module begins to execute the program of the above-mentioned steps and performs corresponding step operations including: reading the scale value through the position sensor, calculating the first control current and the second control current according to the first scale value, the second scale value and the first set time interval, outputting the control current to the electromagnetic component, and adjusting the damping of the shock absorber.

[0071] In some embodiments, the scale values ​​on the uneven scale are continuously read at a first set time interval, and the first control current and the second control current are calculated and output based on the scale values ​​obtained for two adjacent times, so that when the vehicle vibrates when driving on an uneven road surface, the first electromagnetic component and the second electromagnetic component can detect the rate of change of the shock absorber during the vibration process, and the size of the control current is calculated and adjusted based on the rate of change to adjust the damping of the shock absorber, ultimately achieving a better shock absorption effect when facing vibrations generated under various road conditions.

[0072] In some embodiments, the first electromagnetic component and the second electromagnetic component are both electromagnets. When no control current is input, the first electromagnetic component and the second electromagnetic component are respectively connected to the rated current corresponding to themselves; the output current direction is combined with the coil winding direction, so that the first electromagnetic component and the second electromagnetic component are set with the same magnetic poles facing each other by default when there is no control current, that is, repulsion is generated by default.

[0073] Specifically, according to the superposition theorem of current, when currents are connected in the same direction, currents that are superimposed on each other will be generated; when currents are connected in opposite directions, currents that cancel each other out will be generated. On the basis of connecting the rated current, connecting the control current again will cause the rated magnetic field generated by the electromagnetic component to change. When the same-direction current is connected, the rated magnetic field is enhanced; when the reverse current is connected, the rated magnetic field is weakened. The rated magnetic field is the magnetic field generated by the electromagnetic component when only the rated current is connected. This phenomenon can be equivalent to the superposition of the magnetic field generated by the rated current and the magnetic field generated by the control current; and further, it can be equivalent to the actual force between the first electromagnetic component and the second electromagnetic component being equal to the vector superposition of the force generated between the rated magnetic fields and the first force.

[0074] In some embodiments, in combination with the above principle, the first force is the interaction force generated by the interaction of the control magnetic field between the first electromagnetic component and the second electromagnetic component when the first electromagnetic component is connected to the first control current and the second electromagnetic component is connected to the second control current. In this embodiment, since the first electromagnetic component and the second electromagnetic component are connected to their respective rated currents by default to generate a repulsive force between the two, the change in the magnitude and direction of the first force can adjust the repulsive force generated by default between the first electromagnetic component and the second electromagnetic component.

[0075] Further deduction shows that the effect of the force between the first electromagnetic component and the second electromagnetic component will directly affect the vibration reduction effect of the shock absorber, that is, the damping effect of the shock absorber on the vibration. At the same time, the rated current is a fixed value, and it can be concluded that the repulsive force generated by default remains unchanged. Therefore, by adjusting the first force, the damping of the shock absorber can be adjusted.

[0076] In summary, the present application detects the scale value set, calculates and outputs the control current according to the scale value set, and finally changes the current on the first electromagnetic component and the second electromagnetic component. In this way, when the vehicle is driving on a bumpy road, the damping of the shock absorber is adjusted according to the actual bumpy condition of the road surface, and finally the shock absorption effect is improved and the vibration of the vehicle body is reduced.

[0077] Specifically, considering that the vehicle needs to travel for a long time, it will experience a variety of different road types during the journey, and each type of road surface will have different degrees of unevenness; at this time, it is necessary to repeat the steps of reading the uneven scale, calculating and outputting the control current at a first set time interval, so that the shock absorber can re-adapt to the current road surface.

[0078] Because the different degrees of unevenness of the front and rear roads are taken into consideration, and the vehicle speed factor is also taken into consideration, in extreme cases, when a vehicle quickly passes through a very short uneven road surface, it takes at least 0.5 seconds; therefore, the first set time interval can be set to a minimum of 0.5 seconds. The first set time interval of 0.5 seconds can improve the sensitivity of the detection and adjust the damping of the shock absorber in real time.

[0079] Generally speaking, it takes about 1 second for a vehicle at a normal speed to travel from one road surface to another. A longer first set time interval can reduce redundant operations of the control module and improve computing efficiency.

[0080] This embodiment only provides a feasible first set time interval setting scheme. The first set time interval can be set to other values ​​according to the vehicle type and actual road conditions. For example, when a vehicle is traveling on a city highway, it can be known that the highway is generally long, ranging from several kilometers to tens of kilometers. Under this type of road surface, the first set time interval can be appropriately adjusted and can be set to 1 second or even 2 seconds.

[0081] For example, when passing over a speed bump, the tire will pass over a plurality of raised road surfaces in succession in a short period of time. At this time, the first set time interval needs to be adjusted to 0.1 seconds.

[0082] In summary, the first set time interval can be adjusted according to the road surface type.

[0083] In some embodiments, the first elastic member and the second elastic member are both springs.

[0084] Furthermore, the scale interval on the uneven scale takes the equilibrium position as the zero point and gradually increases in the two directions of extension and retraction of the telescopic rod; the scale value increases successively along the stretching direction of the telescopic rod; the equilibrium position is the position of the telescopic rod under the action of the weight of the car in a static state.

[0085] Specifically, the scale is designed to be uneven, and in a natural state where the vehicle is stationary and the shock absorber only supports the weight of the vehicle, the detection end of the position sensor is aligned with the zero scale of the equilibrium position.

[0086] The scale value on the side close to the compression direction of the telescopic rod relative to the equilibrium position is a negative value, and the scale value on the side close to the extension direction of the telescopic rod relative to the equilibrium position is a positive value.

[0087] In some embodiments, the intervals between the uneven scales satisfy the following corresponding relationship:

[0088] In the direction away from the equilibrium position, the values ​​between adjacent scales satisfy the increasing rule of the geometric progression; the intervals between adjacent scales also satisfy the increasing rule of the geometric progression in the direction away from the equilibrium position.

[0089] In some embodiments, the common ratio of the geometric progression can be set to e 0.56 To e 0.9 Any value between . Where e is the natural logarithm.

[0090] Specifically, setting the intervals between the scales to a gradually increasing geometric sequence can adaptively increase the difference between the readings as the actual total compression of the shock absorber increases, reduce the impact of small vibration changes on the shock absorber damping adjustment, and then adjust the sensitivity of the shock absorber according to actual road conditions.

[0091] Furthermore, the specific steps of respectively calculating the first control current and the second control current according to the first scale value, the second scale value and the first set time interval include:

[0092] Calculate the change rate of the scale value according to the first scale value, the second scale value, and the first set time interval to obtain a first scale change rate;

[0093] Calculate a first current gain according to the first scale change rate;

[0094] Obtaining the rated current of the first electromagnetic component to obtain a first rated current value; obtaining the rated current of the second electromagnetic component to obtain a second rated current value;

[0095] Calculating a first control current according to the first rated current value and the first current gain;

[0096] The second control current is calculated according to the second rated current value and the first current gain.

[0097] In some embodiments, the first scale change rate is calculated according to formula (1);

[0098]

[0099] Wherein, δ represents the first scale change rate, x1 represents the first scale value, x2 represents the second scale value, and Δt represents the first set time interval.

[0100] In some embodiments, the first current gain is calculated using formula (II) according to the first scale change rate;

[0101] N1=0.4592|δ| 2 +1.2194|δ|+0.2541 (II);

[0102] Wherein, N1 represents the first current gain, and |δ| represents the absolute value of the first scale change rate.

[0103] In some implementations, the first control current is calculated using formula (III) according to the first current gain; the second control current is calculated using formula (IV);

[0104] I1 = i1 × N1 (three);

[0105] Wherein, N1 represents the first current gain, I1 represents the first control current; i1 represents the first rated current value;

[0106] I2 = i2 × N1 (four);

[0107] Wherein, N1 represents the first current gain, I2 represents the second control current, and i2 represents the second rated current value.

[0108] In this embodiment, the first set time interval is 0.1 second.

[0109] Furthermore, after the first control current and the second control current are calculated, the method further includes:

[0110] The positive or negative sign of the first scale change rate is determined, and the output directions of the first control current and the second control current are controlled according to the positive or negative sign of the first scale change rate.

[0111] Furthermore, the step of controlling the output directions of the first control current and the second control current according to the positive or negative value of the first scale change rate specifically includes:

[0112] When the first scale change rate is a positive value, a first control current is output to the first electromagnetic component in a first current direction, and a second control current is output to the second electromagnetic component in a second current direction, so that the same-name magnetic poles of the first electromagnetic component and the second electromagnetic component are arranged opposite to each other;

[0113] When the first scale change rate is a negative value, the first control current is output to the first electromagnetic component in the third current direction, and the second control current is output to the second electromagnetic component in the fourth current direction, so that the opposite magnetic poles of the first electromagnetic component and the second electromagnetic component are arranged oppositely.

[0114] Specifically, when the telescopic rod is compressed, the vehicle is in the process of receiving vibration impact, and the shock absorber needs to provide damping to weaken the vibration peak. In this process, the first scale value detected is less than the second scale value, so that the first scale change rate calculated by the formula can be a positive value, which is convenient for judging that the required first force is repulsive force.

[0115] When the telescopic rod is pressed to produce a recovery action, the vehicle is in the process of releasing the vibration impact, and the shock absorber needs to reduce the force between the shock absorbers to reduce the released vibration. In this process, the first scale value detected is greater than the second scale value, so that the first scale change rate calculated by the formula can be negative, which is convenient for judging that the required first force is suction.

[0116] Specifically, when a vehicle drives on an uneven road surface, the tire will contact the uneven road surface, and the actual distance traveled by the tire is greater than the displacement of the vehicle itself, which affects the wheel speed; at the same time, when the vehicle enters and exits the uneven road surface, the gravitational potential energy and kinetic energy will be converted into each other, which affects the vehicle speed. Therefore, under the influence of various factors, the vehicle speed and wheel speed will not strictly meet the original linear relationship, but they still have a positive correlation.

[0117] Specifically, taking a pit road surface as an example, the process of a vehicle driving through the pit road surface can be simplified into two types: the tire driving into the edge of the pit and the tire driving out of the edge of the pit.

[0118] Although the vehicle speed and wheel speed do not satisfy a linear relationship at this time, they still maintain a positive correlation; so when the tire drives into the edge of the tunnel, the gravitational potential energy of the tire will be converted into kinetic energy, resulting in an increase in vehicle speed and wheel speed; when the tire drives out of the edge of the tunnel, the kinetic energy of the tire will be converted into gravitational potential energy, resulting in a decrease in vehicle speed and wheel speed.

[0119] Further deduction shows that when the tire drives into the edge of the tunnel, the wheel speed increases and the contact with the inner wall of the tunnel will produce a large vibration impact; at this time, it is necessary to increase the damping of the shock absorber, that is, to increase the first force.

[0120] When the tire drives out of the edge of the tunnel, it contacts the horizontal road surface, and the contact force generated will cause the tire to vibrate again. Experimental measurements show that reducing the contact force will effectively reduce the secondary vibration impact. Therefore, reducing the elastic force of the shock absorber can reduce this contact force. Further deduction shows that reducing the first force can reduce the elastic force of the shock absorber.

[0121] The same applies to raised roads: when the tire drives into the edge of the raise, the tire's kinetic energy will be converted into gravitational potential energy, causing the vehicle speed and wheel speed to decrease; when the tire drives out of the raised edge, the tire's gravitational potential energy will be converted into kinetic energy, causing the vehicle speed and wheel speed to increase.

[0122] Further deduction shows that when the tire enters the edge of the bump, the first force is increased; when the tire exits the edge of the bump, the first force is reduced. Ultimately, when the vehicle is driving on a bumpy road, the damping of the shock absorber is adjusted to adapt to the actual road conditions, and the maximum shock absorption effect can be achieved when facing various road types.

[0123] Further, after performing the step of respectively calculating the first control current and the second control current according to the first scale value, the second scale value and the first set time interval, and before the step of outputting the first control current to the first electromagnetic component and outputting the second control current to the second electromagnetic component, the method further includes:

[0124] Determine whether the magnitude of the first control current exceeds the peak current of the first electromagnetic component; when the first control current is greater than the peak current of the first electromagnetic component, use the peak current of the first electromagnetic component as the final first control current;

[0125] Determine whether the magnitude of the second control current exceeds the peak current of the second electromagnetic component; when the second control current is greater than the peak current of the second electromagnetic component, use the peak current of the second electromagnetic component as the final second control current.

[0126] In some embodiments, when the rated current of the first electromagnetic component is in the same direction as the first control current, if the sum of the two exceeds the peak current of the first electromagnetic component, only the peak current of the first electromagnetic component is output; in order to avoid the first electromagnetic component being burned out due to excessive current after superposition; the second electromagnetic component is the same.

[0127] Furthermore, after the step of continuously reading the scale values ​​on the uneven scale at a first set time interval as a period, and before the step of respectively calculating the first control current and the second control current according to the first scale value, the second scale value and the first set time interval, the method further includes:

[0128] Determine whether the first scale value is equal to the second scale value. When the first scale value is equal to the second scale value, repeatedly read the scale value on the uneven scale at a first set time interval as a period until the scale value of the uneven scale at the current moment is used as the second scale value; and use the scale value of the uneven scale at the moment before the current moment as the first scale value.

[0129] In some embodiments, before calculating the control current according to the scale value set, it is determined whether the first scale value is equal to the second scale value; this can reduce the number of times the shock absorber is adjusted during the smooth driving of the vehicle and reduce the vehicle's energy consumption when outputting control power.

[0130] This type of adjustment method can further adapt to current road conditions, simplify the adjustment process of shock absorber damping, and improve the adaptability of shock absorbers to various types and mileages of road surfaces.

[0131] Furthermore, the telescopic rods are provided in multiple and non-collinear arrangements, and the first electromagnetic component of each telescopic rod has a maximum facing area with the same second electromagnetic component; wherein the specific control steps include:

[0132] According to the first scale value, the second scale value and the first set time interval read by the position sensor on each telescopic rod, respectively calculate and obtain the first control current corresponding to the first electromagnetic component of each telescopic rod;

[0133] Using the rated current of the second electromagnetic component as the second control current;

[0134] Each first control current is output to the corresponding first electromagnetic component, and the second control current is output to the second electromagnetic component, so that a first force is generated between each first electromagnetic component and the second electromagnetic component, and each of the first forces is used to adjust the damping of the shock absorber.

[0135] Specifically, the specific structure of the plurality of first electromagnetic components and the second electromagnetic components inside the shock absorber is referred to as Figure 3 ; Its structure specifically includes:

[0136] Shell 9;

[0137] A telescopic rod 1, wherein the telescopic rod 1 is provided in plurality and arranged in parallel with each other inside the housing 9; one end of each telescopic rod 1 is hinged with a connecting rod 11; the other ends of the plurality of connecting rods 11 are fixedly connected with a connecting plate 10; the connecting plate 10 is fixedly connected to the vehicle body;

[0138] A second electromagnetic component 4, wherein the second electromagnetic component 4 is disposed inside the housing 9 and connected to the housing 9 via a third elastic member 14;

[0139] A first electromagnetic component 3, wherein a plurality of the first electromagnetic components 3 are provided and are respectively mounted on a plurality of the telescopic rods 1; each of the first electromagnetic components 3 has a maximum facing area with the second electromagnetic component 4;

[0140] An uneven scale 7, wherein the uneven scale 7 has a plurality of scales and is respectively arranged on each of the telescopic rods 1;

[0141] The position sensors 8 are provided in plurality and are all mounted on the housing 9 , and are respectively used to read the uneven scale 7 on one telescopic rod 1 .

[0142] Specifically, the shock absorber with multiple telescopic rods has multiple working conditions, including:

[0143] First working condition: all first electromagnetic components generate repulsive force with the second electromagnetic components;

[0144] Second working condition: all first electromagnetic components generate suction with the second electromagnetic components;

[0145] The third working condition: a part of the first electromagnetic components generate repulsive force with the second electromagnetic components, and another part of the first electromagnetic components generate attractive force with the second electromagnetic components.

[0146] Taking a shock absorber with three telescopic rods as an example, in the first working condition, the three first electromagnetic components all generate repulsive forces with the second electromagnetic components;

[0147] In the second working condition, suction is generated between the three first electromagnetic components and the second electromagnetic component;

[0148] Under the third working condition, it is divided into two states. In the first state, repulsion is generated between a first electromagnetic component and a second electromagnetic component, and attraction is generated between two first electromagnetic components and the second electromagnetic component; in the second state, repulsion is generated between two first electromagnetic components and the second electromagnetic component, and attraction is generated between a first electromagnetic component and the second electromagnetic component.

[0149] For example, when the heights of the outer side and the inner side of the tire are different, that is, the road surface heights on both sides of the tire axis are different, the multi-telescopic rod shock absorber is in the third working condition, and a repulsive force is generated between the first electromagnetic component and the second electromagnetic component on the telescopic rod on the side with a higher road surface, and an attractive force is generated between the first electromagnetic component and the second electromagnetic component on the telescopic rod on the side with a lower road surface.

[0150] In some embodiments, the shock absorbers of multiple telescopic rods have multiple working conditions. When the vehicle is traveling on various different road surfaces, the first control current at different force points of the shock absorber can be adjusted according to the actual uneven conditions, thereby adjusting the posture of the tires when the vehicle passes through the uneven road surface to adapt to different road surfaces.

[0151] In some embodiments, multiple telescopic rods are not arranged in a colinear manner, so that each telescopic rod can support a stress point on the shock absorber. When the shock absorber is subjected to uneven stress in different directions, the damping of different stress points of the shock absorber is adjusted to reduce vibration, allowing the vehicle to adapt to more road types.

[0152] In some embodiments, the control method of the multiple telescopic rods specifically includes:

[0153] According to the first scale value of each telescopic rod, the second scale value and the second set time interval, a first control current corresponding to the first electromagnetic component of each telescopic rod is calculated respectively; the first control current is used to control the first electromagnetic component to generate a magnetic field;

[0154] Outputting each first control current to the corresponding first electromagnetic component respectively;

[0155] The rated current of the second electromagnetic component is output to the second electromagnetic component; the rated current of the second electromagnetic component is used to make the second electromagnetic component generate a magnetic field, so that each first electromagnetic component generates a second force with the second electromagnetic component; each of the second forces is used to adjust the damping of a stress point of the shock absorber, thereby reducing the vibration peak value of the corresponding stress point.

[0156] Furthermore, the specific steps of respectively calculating the first control current corresponding to the first electromagnetic component of each telescopic rod according to the scale value set of each telescopic rod and the second set time interval include:

[0157] Obtaining a first scale value and a second scale value corresponding to each telescopic rod according to the scale value set;

[0158] Calculate the change rate of the scale value of each telescopic rod according to the first scale value, the second scale value and the second set time interval of each telescopic rod to obtain a plurality of second scale change rates;

[0159] Calculate a plurality of second current gains according to each of the second scale change rates;

[0160] Obtaining a rated current of each first electromagnetic component to obtain a plurality of second rated currents;

[0161] The first control current corresponding to the first electromagnetic component is calculated according to the second current gain and the second rated current corresponding to the same first electromagnetic component.

[0162] In some embodiments, the second scale change rate can be calculated according to formula (1), and the second set time interval is substituted into Δt for calculation; and the calculated δ is used as the second scale change rate.

[0163] In some implementations, the second current gain can be calculated using formula (II), by substituting the second scale change rate into δ, and using the calculated N1 as the second current gain.

[0164] In some implementations, the first control current is calculated according to formula (III), the second current gain is substituted into N1, and the calculated I is used as the first control current.

[0165] In some embodiments, when calculating the control current, the multi-telescopic rod shock absorber only needs to calculate the first control current output to multiple first electromagnetic components; the second electromagnetic component is always connected to the rated current of the second electromagnetic component; this not only simplifies the control logic between the multiple electromagnetic components, but also because the second electromagnetic component is always connected to the rated current of the second electromagnetic component, it can also make the final adjustment result more accurate and reduce errors when adjusting the first electromagnetic component.

[0166] Further, after the step of respectively calculating the first control current corresponding to the first electromagnetic component of each telescopic rod according to the first scale value, the second scale value and the second set time interval of each telescopic rod, the method further includes:

[0167] sequentially determining whether each of the second scale change rates is positive or negative;

[0168] When the second scale change rate is a positive value, the corresponding first control current is output in a fifth current direction to the corresponding first electromagnetic component, so as to make the second electromagnetic component and the first electromagnetic component with the same magnetic pole be arranged opposite to each other;

[0169] When the second scale change rate is a negative value, the corresponding first control current is output in a sixth current direction to the corresponding first electromagnetic component, so as to arrange the second electromagnetic component and the first electromagnetic component with opposite magnetic poles opposite to each other.

[0170] Specifically, the working principle is the same as the above-mentioned embodiment. When the output direction of the first control current makes the like-named magnetic poles of the second electromagnetic component and the first electromagnetic component relatively arranged, a repulsive force is generated between the two. At this time, the effect of the second force is a repulsive force, which increases the damping of the shock absorber at the installation position of the first electromagnetic component; the opposite-named magnetic poles of the second electromagnetic component and the first electromagnetic component are relatively arranged, and an attractive force is generated between the two. At this time, the effect of the second force is an attractive force, which reduces the damping of the shock absorber at the installation position of the first electromagnetic component.

[0171] Specifically, by determining the direction of each first control current in turn, the direction and magnitude of the second force between each first electromagnetic component and the second electromagnetic component can be adjusted independently of each other, so as to facilitate the multi-telescopic rod shock absorber to switch to the first working condition, the second working condition or the third working condition and adjust the posture of the tire.

[0172] Furthermore, after the step of outputting each first control current to the corresponding first electromagnetic component, the method further includes:

[0173] Obtain the scale value on each telescopic rod on the same shock absorber at the current moment to obtain multiple third scale values;

[0174] Calculating the coordinates of each telescopic rod of the same shock absorber at the current moment according to the plurality of third scale values ​​to obtain a plurality of first coordinates;

[0175] Select any three of the first coordinates to calculate the plane where the three selected first coordinates are located, and obtain a first plane;

[0176] Calculate the angle between the first plane and the horizontal plane to obtain a first angle;

[0177] Determine the size of the first angle; if the first angle is greater than the first set angle, calculate the control current corresponding to each telescopic rod according to the plurality of the first coordinates to obtain a plurality of third control currents;

[0178] Each of the third control currents is output to the first electromagnetic component of the corresponding telescopic rod.

[0179] Specifically, the vehicle coordinate system is a three-dimensional rectangular coordinate system with the vehicle traveling direction as the X-axis, the direction parallel to the tire rotation axis as the Y-axis, and the vertical direction as the Z-axis.

[0180] In some embodiments, the specific steps of calculating the coordinates of each telescopic rod of the same shock absorber at the current moment according to the plurality of third scale values ​​to obtain the plurality of first coordinates include:

[0181] The initial coordinates of the zero point on each telescopic rod of the same shock absorber in the vehicle coordinate system are obtained to obtain a plurality of initial coordinates; the plurality of first coordinates in the vehicle coordinate system are all in the XOY plane (i.e., the horizontal plane) of the vehicle coordinate system; the zero point is the position of the 0 scale on the uneven scale;

[0182] Obtain the scale value on each telescopic rod on the same shock absorber at the current moment to obtain multiple third scale values;

[0183] The current coordinates of each telescopic rod in the vehicle coordinate system are calculated according to the multiple initial coordinates and the multiple third scale values ​​to obtain multiple first coordinates.

[0184] In some embodiments, the initial coordinates are the coordinates of the zero point of the uneven scale on the telescopic rod in the vehicle coordinate system; that is, the natural equilibrium position of the telescopic rod of the shock absorber under the gravity of the vehicle body when the vehicle is on a horizontal plane and remains stationary. Therefore, the initial coordinates can be obtained through actual measurement and input into the database, and can be directly obtained from the database and brought into the calculation when needed.

[0185] Generally, the telescopic rod is arranged vertically, so when the telescopic rod moves, there is only a change in the Z-axis direction in the vehicle coordinate system.

[0186] Taking the calculation of one of the first coordinates as an example, the actual coordinate of the telescopic rod along the Z axis is equal to the coordinate of the initial coordinate along the Z axis minus the third scale value obtained at the current time converted to the length corresponding to the vehicle coordinate system. The meaning of this length is the distance from the scale value read in the vehicle coordinate system to the 0 scale.

[0187] According to the scheme described in the above embodiment, the intervals between adjacent scales satisfy the geometric ratio rule. In some cases, the common ratio is set to e 0.56 To e 0.9 The length of the scale value read and the scale value read in the vehicle coordinate system from the zero scale value satisfies formula (V):

[0188]

[0189] Wherein, n represents the number of terms in the geometric sequence, ln(·) represents the natural logarithm, |·| represents the absolute value, x represents the read scale value, x-0 represents the scale difference between the read scale value and the 0 scale, q represents the common ratio of the geometric sequence satisfied by the uneven scale, a represents the interval length between the 0 scale and the scale closest to the 0 scale, and L represents the distance between the read scale value and the 0 scale in the vehicle coordinate system.

[0190] Substitute the third scale value read into formula (five), first calculate the number of terms n that need to be added in the geometric sequence at the current scale, and then substitute them into the polynomial corresponding to formula (five) according to the positive or negative of the scale relative to the 0 scale, and calculate the length L of the scale value read from the 0 scale in the vehicle coordinate system. When x is greater than 0, L is always a positive value; when x is less than 0, L is always a negative value. The above method is to facilitate the calculation of L by bringing L into the coordinates. The reason is that when the telescopic rod is compressed, the read scale is a positive value, and the calculated L is also a positive value; at this time, the telescopic rod is lower than the initial position. Therefore, the coordinates of the zero point position of the telescopic rod at the current moment (the position of the 0 scale) are obtained by subtracting L from the coordinates of the initial coordinates along the Z axis.

[0191] On the contrary, when the telescopic rod is extended, the scale read is a negative value, and the calculated L is also a negative value; at this time, the telescopic rod is higher than the initial position. Therefore, subtracting the negative value of L from the initial coordinate along the Z axis is equivalent to adding the absolute value of L, thereby obtaining the coordinate of the zero point position of the telescopic rod at the current moment.

[0192] The coordinate of the zero point position of the telescopic rod at the current moment is the first coordinate described in this embodiment.

[0193] In some embodiments, the process of calculating the angle between the first plane and the horizontal plane to obtain the first angle includes: calculating the analytical expression of the first plane in the vehicle coordinate system based on any three first coordinates, and then calculating the normal vector of the first plane. Since the XOY plane of the vehicle coordinate system is parallel to the horizontal plane, the normal vector of the XOY plane of the vehicle coordinate system is (0, 0, 1); calculating the angle between the two planes based on the normal vector of the first plane and the normal vector of the XOY plane of the vehicle coordinate system, and taking the obtained acute angle as the first angle.

[0194] In some embodiments, the first set angle is set to 8 degrees.

[0195] In some embodiments, the step of calculating the control current corresponding to each telescopic rod according to the plurality of first coordinates to obtain a plurality of third control currents includes:

[0196] Calculate the average value of the multiple first coordinates along the Z-axis of the vehicle coordinate system to obtain the first coordinate average value;

[0197] Subtracting the coordinate of each first coordinate along the Z axis of the vehicle coordinate system from the average value of the first coordinates to obtain a plurality of first coordinate differences;

[0198] Substitute the first coordinate difference as L into formula (VI) to calculate the scale difference between the current scale and the scale corresponding to the first coordinate average value;

[0199]

[0200] Among them, z represents the scale difference between the current scale and the scale corresponding to the first coordinate average value, q represents the common ratio of the geometric progression satisfied by the uneven scale, a represents the interval length between the 0 scale and the scale closest to the 0 scale, and L represents the first coordinate difference between the first coordinate and the first coordinate average value along the Z axis of the vehicle coordinate system.

[0201] The scale difference z is taken as the difference x1-x2 between the first scale value and the second scale value, and the third set time interval is taken as Δt, which is substituted into formula (1), and multiple current gains are calculated in combination with formula (2); then, multiple third control currents are obtained by multiplying the rated current of the first electromagnetic component on each telescopic rod by the corresponding current gain; finally, each of the third control currents is output to the first electromagnetic component of the corresponding telescopic rod.

[0202] In some implementations, the third set time interval is set to 0.1 seconds.

[0203] Specifically, in the process of adjusting the position of the telescopic rod, controlling the telescopic rod to move downward is equivalent to providing a repulsive force to the control shock absorber; controlling the telescopic rod to move upward is equivalent to providing a suction force to the control shock absorber.

[0204] Specifically, by adjusting the position of each telescopic rod of the shock absorber with multiple telescopic rods in the above manner, the multiple telescopic rods of the same shock absorber are kept in the same plane, and the posture of the shock absorber can be actively controlled to keep the tire posture stable when the vehicle passes through uneven roads. By reading the scale and calculating and then controlling the position of the telescopic rod of the shock absorber, the tire posture is adjusted to provide a better shock absorption effect.

[0205] Furthermore, the vehicle has four tires, and a shock absorber having a plurality of telescopic rods is installed at each tire;

[0206] After the step of outputting each of the third control currents to the first electromagnetic components of the corresponding telescopic rod or after determining that the first angle is less than the first set angle, the method further includes:

[0207] Obtain the scale value of any telescopic rod on each shock absorber at the current moment, and obtain four fourth scale values;

[0208] Calculate the coordinates of the telescopic rod selected by each shock absorber at the current moment according to the four fourth scale values ​​to obtain four second coordinates;

[0209] Select any three of the second coordinates and calculate the plane where the selected three second coordinates are located to obtain a second plane;

[0210] Calculate the angle between the second plane and the horizontal plane to obtain a second angle;

[0211] Determine the size of the second angle; if the second angle is greater than the second set angle, calculate the control current corresponding to each telescopic rod of each shock absorber according to the four second coordinates, and obtain four groups of compensation control currents; each group of compensation control currents is composed of the fourth control currents corresponding to all telescopic rods of a shock absorber;

[0212] A plurality of fourth control currents of each set of compensation control currents are output to the first electromagnetic components on the corresponding telescopic rods of the corresponding shock absorbers.

[0213] In some embodiments, the second set angle is 10 degrees.

[0214] Specifically, after adjusting the posture of a shock absorber, the posture of the entire vehicle body needs to be adjusted to keep the vehicle body stable and as parallel to the horizontal plane as possible. Therefore, the four shock absorbers need to be in the same plane; since all the telescopic rods of a single shock absorber have been in the same plane through the above steps, any telescopic rod is selected to represent the entire shock absorber for calculation.

[0215] In some embodiments, the method for calculating the second coordinate is the same as the method for calculating the first coordinate, and the fourth scale value is combined with formula (V) to calculate the length of the scale value read in the vehicle coordinate system from the 0 scale. The difference between the fourth scale value and the 0 scale is taken as x-0, and the difference between the fourth scale value along the Z axis and the initial coordinate along the Z axis is substituted as L for calculation.

[0216] In some implementations, any three second coordinates are also used to calculate an analytical expression of the second plane in the vehicle coordinate system, and then the normal vector of the second plane is calculated, and the second angle is calculated in combination with the normal vector of the XOY plane of the vehicle coordinate system.

[0217] In some embodiments, the second set angle is set to 10 degrees.

[0218] In some embodiments, the step of calculating the control current corresponding to each telescopic rod of each shock absorber according to the four second coordinates to obtain four sets of compensation control currents includes:

[0219] Calculate the average value of the four second coordinates along the Z-axis of the vehicle coordinate system to obtain the second coordinate average value;

[0220] Subtracting the coordinate of each second coordinate along the Z axis of the vehicle coordinate system from the average value of the second coordinates to obtain a plurality of second coordinate differences;

[0221] Substitute the second coordinate difference as L into formula (VI) to calculate the scale difference z between the current scale and the scale corresponding to the second coordinate average value.

[0222] At this time, z represents the scale difference between the current scale and the scale corresponding to the second coordinate average value, q represents the common ratio of the geometric progression satisfied by the uneven scale, a represents the interval length between the 0 scale and the scale closest to the 0 scale, and L represents the second coordinate difference between the second coordinate and the second coordinate average value along the Z axis of the vehicle coordinate system.

[0223] The scale difference z is taken as the difference x1-x2 between the first scale value and the second scale value, and the fourth set time interval is taken as Δt, which is substituted into formula (1), and combined with formula (2) to calculate the current gain of the first electromagnetic component on all telescopic rods of each shock absorber; then, four groups of compensation control currents are obtained according to the rated current of the first electromagnetic component on all telescopic rods of each shock absorber multiplied by the corresponding current gain; each group of compensation control currents includes a fourth control current corresponding to the first electromagnetic component on all telescopic rods of a shock absorber.

[0224] Finally, each of the third control currents is output to the first electromagnetic component corresponding to the telescopic rod.

[0225] In some implementations, the fourth set time interval is set to 0.1 seconds.

[0226] Specifically, the above method can ensure that the vehicle body posture is stable while ensuring the stability of the tires when the vehicle travels on an uneven road surface, and achieve a better shock absorption effect by reading the scale value and adjusting the position of the shock absorber telescopic rod through calculation and control.

[0227] Example 2

[0228] In this embodiment, the road condition ahead of the vehicle is identified by radar to obtain image information of the road surface, and the image information is output to the control module, which matches all images contained in the road surface type database to identify the road surface type to which the current image information belongs. If the similarity between the current image information and an image of one of the road surface types is higher than 0.8, the current image information is determined to be of this road surface type.

[0229] The road surface type database contains multiple images of various road surface types and the degree of unevenness of the road surface of each road surface type.

[0230] Furthermore, the current gain is obtained by querying the first database according to the road surface type; and the first control current and the second control current are obtained by multiplying the current gain with the rated current of the first electromagnetic component and the second electromagnetic component. The method of this embodiment can identify the road surface that the vehicle is about to travel on in advance and adjust the damping of the shock absorber in advance.

[0231] As shown in Table 1, some road surface types and current gains included in the first database are shown.

[0232] Table 1 The first database

[0233] Road surface type Raised tip tunnel Gravel road Cement paving City highway ... Current Gain 1 0.6 0.3 0.25 0.2 ...

[0234] Example 3

[0235] In this embodiment, the current gain is calculated by using the wheel speed difference and the scale difference;

[0236] The wheel speed difference is the difference between the wheel speed of the tire detected at the current moment and the average wheel speed; the scale difference is the difference between the scale value of the tire detected at the current moment and the average scale. The average wheel speed is the average value of all wheel speeds at the current moment; the average scale is the average value of all scale values ​​at the current moment.

[0237] The specific steps include:

[0238] Obtaining the wheel speeds of all tires at the current moment and a plurality of first wheel speed information; the wheel speed information is obtained by detecting the detected tires through the wheel speed sensor;

[0239] Calculating an average of a plurality of first wheel speed information to obtain an average wheel speed;

[0240] Subtracting the average wheel speed from the first wheel speed information of the detected tire to obtain a wheel speed difference;

[0241] Obtain the scale values ​​of the uneven scales on all shock absorbers at the current moment, and obtain multiple fifth scale values;

[0242] Calculating an average of a plurality of fifth scale values ​​to obtain an average scale value;

[0243] Subtracting the average scale value from the fifth scale value of the detected tire to obtain a scale difference;

[0244] The current gain is calculated according to formula (VII);

[0245] N2=0.4722(Δv) 2 +1.5134×Δv·Δx+0.2171(Δx) 2 (seven);

[0246] Wherein, N2 represents the second current gain, Δv represents the wheel speed difference, and Δx represents the scale difference.

[0247] Furthermore, the first control current and the second control current are obtained respectively by multiplying the current gain by the rated current of the first electromagnetic component and the second electromagnetic component.

[0248] The calculation control current method provided in this embodiment can adjust the damping of the shock absorber according to the slight change of the wheel speed when the tire passes over the uneven road surface, so that the damping of the shock absorber can be adjusted in combination with the actual driving road conditions.

[0249] The above description is only a preferred embodiment of the present application and an explanation of the technical principles used. Those skilled in the art should understand that the scope of the invention involved in the present application is not limited to the technical solution formed by a specific combination of the above technical features, but should also cover other technical solutions formed by any combination of the above technical features or their equivalent features without departing from the inventive concept. For example, the above features are replaced with (but not limited to) technical features with similar functions disclosed in the present application.

Claims

1. A damping adjustment method for an electromagnetic shock absorber, wherein the electromagnetic shock absorber comprises a first electromagnetic component mounted on a telescopic rod of the shock absorber and a second electromagnetic component mounted inside a shock absorber housing, wherein the first electromagnetic component and the second electromagnetic component are arranged in an extension direction of the telescopic rod, characterized in that: The method comprises: The scale value on the uneven scale is continuously read at a first set time interval as a period; the scale value is obtained by reading the uneven scale on the telescopic rod by a position sensor; The scale value of the uneven scale at the current moment is used as the second scale value; the scale value of the uneven scale at the moment before the current moment is used as the first scale value; The first control current and the second control current are calculated according to the first scale value, the second scale value and the first set time interval, respectively, including: Calculate the change rate of the scale value according to the first scale value, the second scale value, and the first set time interval to obtain a first scale change rate; Calculate a first current gain according to the first scale change rate; Obtaining the rated current of the first electromagnetic component to obtain a first rated current value; obtaining the rated current of the second electromagnetic component to obtain a second rated current value; Calculating a first control current according to the first rated current value and the first current gain; Calculating a second control current according to the second rated current value and the first current gain; The first control current is used to control the first electromagnetic component to generate a magnetic field, and the second control current is used to control the second electromagnetic component to generate a magnetic field, so that a first force is generated between the first electromagnetic component and the second electromagnetic component; the first force is used to adjust the damping of the shock absorber; A first control current is output to the first electromagnetic component, and a second control current is output to the second electromagnetic component.

2. The damping adjustment method of an electromagnetic shock absorber according to claim 1, characterized in that: The scale interval on the uneven scale takes the equilibrium position as the zero point and gradually increases in the two directions of telescopic rod extension and retraction; the scale value increases successively along the stretching direction of the telescopic rod; the equilibrium position is the position of the telescopic rod under the action of the weight of the car in a static state.

3. The damping adjustment method of an electromagnetic shock absorber according to claim 1, characterized in that: After the first control current and the second control current are calculated, the method further includes: The positive or negative sign of the first scale change rate is determined, and the output directions of the first control current and the second control current are controlled according to the positive or negative sign of the first scale change rate.

4. The damping adjustment method of an electromagnetic shock absorber according to claim 3, characterized in that: The step of controlling the output directions of the first control current and the second control current according to the positive or negative of the first scale change rate specifically includes: When the first scale change rate is a positive value, a first control current is output to the first electromagnetic component in a first current direction, and a second control current is output to the second electromagnetic component in a second current direction, so that the same-name magnetic poles of the first electromagnetic component and the second electromagnetic component are arranged opposite to each other; When the first scale change rate is a negative value, the first control current is output to the first electromagnetic component in the third current direction, and the second control current is output to the second electromagnetic component in the fourth current direction, so that the opposite magnetic poles of the first electromagnetic component and the second electromagnetic component are arranged oppositely.

5. The damping adjustment method of an electromagnetic shock absorber according to claim 1, characterized in that: After performing the step of respectively calculating the first control current and the second control current according to the first scale value, the second scale value and the first set time interval, and before the step of outputting the first control current to the first electromagnetic component and the step of outputting the second control current to the second electromagnetic component, the method further includes: Determine whether the magnitude of the first control current exceeds the peak current of the first electromagnetic component; when the first control current is greater than the peak current of the first electromagnetic component, use the peak current of the first electromagnetic component as the final first control current; Determine whether the magnitude of the second control current exceeds the peak current of the second electromagnetic component; when the second control current is greater than the peak current of the second electromagnetic component, use the peak current of the second electromagnetic component as the final second control current.

6. The damping adjustment method of an electromagnetic shock absorber according to claim 1, characterized in that: After the step of continuously reading the scale value on the uneven scale at a first set time interval as a period, and before the step of respectively calculating the first control current and the second control current according to the first scale value, the second scale value and the first set time interval, the method further includes: Determine whether the first scale value is equal to the second scale value. When the first scale value is equal to the second scale value, repeatedly read the scale value on the uneven scale at a first set time interval as a period until the scale value of the uneven scale at the current moment is used as the second scale value; and use the scale value of the uneven scale at the moment before the current moment as the first scale value.

7. The damping adjustment method of an electromagnetic shock absorber according to claim 2, characterized in that: The telescopic rods are provided in multiple numbers and are not arranged in a colinear manner, and the first electromagnetic component of each telescopic rod has a maximum facing area with the same second electromagnetic component; The specific steps of respectively calculating the first control current and the second control current according to the first scale value, the second scale value and the first set time interval include: respectively calculating the first control current corresponding to the first electromagnetic component of each telescopic rod according to the first scale value, the second scale value and the first set time interval read by the position sensor on each telescopic rod; using the rated current of the second electromagnetic component as the second control current; The specific steps of outputting the first control current to the first electromagnetic component and outputting the second control current to the second electromagnetic component include: outputting each first control current to the corresponding first electromagnetic component and outputting the second control current to the second electromagnetic component, so that each first electromagnetic component generates a first force with the second electromagnetic component, and each of the first forces is used to adjust the damping of the shock absorber.

8. The damping adjustment method of an electromagnetic shock absorber according to claim 7, characterized in that: After the step of outputting each first control current to the corresponding first electromagnetic component, the method further includes: Obtain the scale value on each telescopic rod on the same shock absorber at the current moment to obtain multiple third scale values; Calculating the coordinates of each telescopic rod of the same shock absorber at the current moment according to the plurality of third scale values ​​to obtain a plurality of first coordinates; Select any three of the first coordinates to calculate the plane where the three selected first coordinates are located, and obtain a first plane; Calculate the angle between the first plane and the horizontal plane to obtain a first angle; Determine the size of the first angle; if the first angle is greater than the first set angle, calculate the control current corresponding to each telescopic rod according to the plurality of the first coordinates to obtain a plurality of third control currents; Each of the third control currents is output to the first electromagnetic component of the corresponding telescopic rod.

9. The damping adjustment method of an electromagnetic shock absorber according to claim 8, characterized in that: The vehicle has four tires, and a shock absorber with a plurality of telescopic rods is installed at each tire; After the step of outputting each of the third control currents to the first electromagnetic components of the corresponding telescopic rod or after determining that the first angle is less than the first set angle, the method further includes: Obtain the scale value of any telescopic rod on each shock absorber at the current moment, and obtain four fourth scale values; Calculate the coordinates of the telescopic rod selected by each shock absorber at the current moment according to the four fourth scale values ​​to obtain four second coordinates; Select any three of the second coordinates and calculate the plane where the selected three second coordinates are located to obtain a second plane; Calculate the angle between the second plane and the horizontal plane to obtain a second angle; Determine the size of the second angle; if the second angle is greater than the second set angle, calculate the control current corresponding to each telescopic rod of each shock absorber according to the four second coordinates, and obtain four groups of compensation control currents; each group of compensation control currents is composed of the fourth control currents corresponding to all telescopic rods of a shock absorber; A plurality of fourth control currents of each set of compensation control currents are output to the first electromagnetic components on the corresponding telescopic rods of the corresponding shock absorbers.

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