A shock absorber assembly, vehicle and control method

Abstract

The application relates to a shock absorber assembly, a vehicle and a control method, and belongs to the technical field of automobile shock absorbers. The shock absorber assembly comprises a shock absorber, the shock absorber comprises a working cylinder, a piston and a piston rod are arranged in the working cylinder, one end of the piston rod is connected with the piston and drives the piston to reciprocate in the working cylinder, an elastic limiting block is arranged on the piston rod and located between the piston rod and the working cylinder, and an air chamber with adjustable gas pressure is arranged in the elastic limiting block. Therefore, the stiffness of the elastic limiting block can be reduced by reducing the gas pressure in the air chamber, the buffering performance of the shock absorber is maximally utilized, and the vehicle driving comfort is improved; when lateral support is needed during vehicle roll, the stiffness of the elastic limiting block is increased to provide support and improve the vehicle control performance, so that the requirements of comfort and control performance can be simultaneously met.

Description

Technical Field

[0001] This application relates to the field of automotive shock absorber technology, and particularly to a shock absorber assembly, a vehicle, and a control method. Background Technology

[0002] As people's demands for the driving experience of passenger cars increase, their requirements for vehicle handling and comfort are also rising.

[0003] In related technologies, the limiting blocks on the shock absorber assembly in traditional suspension structures mainly serve to buffer road impacts and provide some roll support when the vehicle tilts.

[0004] However, due to the limitations of traditional structures, the stiffness of the limiting block cannot be varied. To ensure comfort, the stiffness must be minimized to maximize the damping performance of the shock absorber. On the other hand, to ensure handling, sufficient stiffness is needed to support the shock absorber and maintain the vehicle's driving posture. As a result, traditional limiting blocks cannot simultaneously meet the requirements of both comfort and handling. Summary of the Invention

[0005] This application provides a shock absorber assembly, a vehicle, and a control method to solve the problem in related technologies where the stiffness of the limiting block on the shock absorber assembly cannot be varied, making it difficult to meet the requirements of comfort and handling.

[0006] The first aspect of this application provides a shock absorber assembly, including:

[0007] A shock absorber, comprising a working cylinder, wherein a piston and a piston rod are provided inside the working cylinder, and one end of the piston rod is connected to the piston and drives the piston to reciprocate within the working cylinder;

[0008] An elastic limiting block is provided, wherein a stop block is fixed on the piston rod outside the working cylinder, the elastic limiting block is disposed on the piston rod and located between the stop block and the working cylinder, and an adjustable gas chamber is provided inside the elastic limiting block, the stiffness of the elastic limiting block is changed by adjusting the gas pressure in the gas chamber.

[0009] In some embodiments, the system further includes an air pump connected to the air chamber and a controller connected to the air pump. The controller is used to connect to the ECU and control the air pump to charge or deflate the air chamber according to the real-time operating conditions of the vehicle.

[0010] In some embodiments, a pressure sensor electrically connected to the controller is also included, the pressure sensor being used to detect the gas pressure in the air chamber.

[0011] In some embodiments, a vehicle attitude sensor electrically connected to the controller is also included. The vehicle attitude sensor is used to detect the vehicle's roll angle or pitch angle. When the roll angle or pitch angle is greater than a set value, the controller controls the air pump to inflate the air chamber.

[0012] In some embodiments, a wheel center acceleration sensor electrically connected to the controller is also included. The wheel center acceleration sensor is used to detect the vertical acceleration of the vehicle's wheels. When the vertical acceleration of the wheels is greater than a set value, the controller controls the air pump to inflate the air chamber.

[0013] In some embodiments, the controller obtains the vehicle speed from the ECU.

[0014] A second aspect of this application provides a vehicle, including:

[0015] The shock absorber assembly described in any of the above items.

[0016] A third aspect of this application provides a control method for a shock absorber assembly, the control method using the shock absorber assembly described in any of the above claims, the control method comprising the following steps:

[0017] During vehicle operation, the vehicle attitude sensor detects the vehicle's roll angle and / or pitch angle in real time and transmits them to the controller. The controller obtains the vehicle speed from the ECU. When the roll angle and / or pitch angle are greater than the set value and the vehicle speed is greater than the set value, it determines that the vehicle is in a turning condition or braking condition.

[0018] When the vehicle is turning or braking, the controller controls the air pump to inflate the air chamber to correct the vehicle's roll and / or pitch angles.

[0019] In some embodiments, the wheel center acceleration sensor detects the vertical acceleration of the vehicle's wheels in real time and transmits it to the controller. When the roll angle is less than a set value and the vertical acceleration of the wheels is greater than a set value, it is determined that the vehicle is in a bumpy road driving condition.

[0020] When the vehicle is traveling on a bumpy road, the controller controls the air pump to inflate the air chamber in order to work with the shock absorber to reduce vehicle vibration.

[0021] In some embodiments, when the roll angle and / or pitch angle are greater than a set value and the vehicle speed is less than a set value, it is determined that the vehicle is in an off-road driving condition.

[0022] When the vehicle is driving on an off-road surface, the controller controls the air pump to inflate the air chamber in order to increase the vehicle's ground clearance in conjunction with the shock absorber.

[0023] The beneficial effects of the technical solution provided in this application include:

[0024] This application provides a shock absorber assembly, a vehicle, and a control method. The shock absorber includes a working cylinder, a piston and a piston rod inside the working cylinder, one end of the piston rod being connected to the piston and driving the piston to reciprocate within the working cylinder; and an elastic limiting block, with a stop block fixed on the piston rod outside the working cylinder. The elastic limiting block is disposed on the piston rod and located between the stop block and the working cylinder. The elastic limiting block has an adjustable gas pressure chamber inside, and the stiffness of the elastic limiting block can be changed by adjusting the gas pressure inside the chamber.

[0025] Therefore, by providing a shock absorber assembly according to the present application at each wheel of the vehicle, and providing an elastic limiting block on each shock absorber of the shock absorber assembly, and providing an adjustable gas pressure chamber inside the elastic limiting block, the stiffness of the elastic limiting block can be reduced by reducing the gas pressure in the chamber, thereby maximizing the buffering performance of the shock absorber and improving the driving comfort of the vehicle.

[0026] In addition, when multiple wheels are subjected to different impact forces, the stiffness of the elastic limit blocks on their corresponding shock absorbers can be adjusted individually, so that the shock absorbers can perform different adaptive damping and vibration reduction, further improving the driving comfort of the vehicle.

[0027] In addition, when the vehicle is tilted and requires lateral support, the stiffness of the elastic limit block can be increased in conjunction with the shock absorber to support the vehicle's driving posture and improve its handling performance. This allows the vehicle to adapt to various application scenarios and road conditions, providing good smoothness and simultaneously meeting the needs of comfort and handling. Attached Figure Description

[0028] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0029] Figure 1 This is a schematic diagram of the structure of an embodiment of this application;

[0030] Figure 2 This is a stiffness curve diagram of the elastic limiting block according to an embodiment of this application.

[0031] The attached diagram lists the components represented by each number as follows:

[0032] 1. Shock absorber; 2. Elastic limit block; 21. Air chamber; 3. Air pressure sensor; 4. Air pump; 5. Controller; 6. ECU; 7. Wheel center acceleration sensor; 8. Vehicle attitude sensor. Detailed Implementation

[0033] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0034] This application provides a shock absorber assembly, a vehicle, and a control method that can solve the problem in related technologies where the stiffness of the limiting block on the shock absorber assembly cannot be varied, making it difficult to meet the requirements of comfort and handling.

[0035] See Figures 1 to 2 As shown, a first aspect of this application provides a shock absorber assembly, including:

[0036] Shock absorber 1 includes a working cylinder, a piston and a piston rod are provided inside the working cylinder, one end of the piston rod is connected to the piston and drives the piston to reciprocate inside the working cylinder;

[0037] The elastic limiting block 2 has a stop block fixed on the piston rod outside the working cylinder. The elastic limiting block 2 is set on the piston rod and located between the stop block and the working cylinder. The elastic limiting block 2 has an adjustable gas chamber 21 inside. The rigidity of the elastic limiting block 2 can be changed by adjusting the gas pressure in the gas chamber 21.

[0038] The shock absorber 1 of the shock absorber assembly in this application embodiment includes a working cylinder, a piston and a piston rod are provided inside the working cylinder, one end of the piston rod is connected to the piston and drives the piston to reciprocate inside the working cylinder; an elastic limiting block 2, a stop block (not shown in the figure) is fixed on the piston rod and located outside the working cylinder, the elastic limiting block 2 is disposed on the piston rod and located between the stop block and the working cylinder, and an adjustable gas chamber 21 is provided inside the elastic limiting block 2, the stiffness of the elastic limiting block 2 can be changed by adjusting the gas pressure in the gas chamber 21.

[0039] In specific implementation, by setting the shock absorber assembly of this application embodiment at each wheel of the vehicle, since each shock absorber 1 of the shock absorber assembly is provided with an elastic limiting block 2, and the elastic limiting block 2 is provided with an air chamber 21 with adjustable gas pressure, the stiffness of the elastic limiting block 2 can be reduced by reducing the gas pressure in the air chamber 21, thereby reducing the restriction of the elastic limiting block 2 on the working cylinder stroke of the shock absorber 1, maximizing the buffering performance of the shock absorber 1 and the buffering performance of the elastic limiting block 2, and greatly improving the overall driving experience of the vehicle.

[0040] In addition, when multiple wheels are subjected to different impact forces, the stiffness of the elastic limit block 2 at different positions can be adjusted by changing the gas pressure of different air chambers 21. This allows the stiffness of the elastic limit block 2 on the corresponding shock absorber to be adjusted individually. The stiffness of the elastic limit block 2 on each shock absorber 1 is different, and the buffering effect formed by the compression working cylinder is different. This allows the shock absorber 1 to perform different adaptive buffering and vibration reduction, further improving the driving comfort of the vehicle.

[0041] In addition, when the vehicle is tilted and requires lateral support, the stiffness of the elastic limit block 2 on the side that needs to be lifted can be increased. The elastic limit block 2 supports the vehicle by squeezing the working cylinder of the shock absorber 1, corrects the vehicle's tilt angle, ensures the vehicle's driving posture, improves the driver's driving experience, and enhances the vehicle's handling performance.

[0042] This allows the vehicle to adapt to various application scenarios and road conditions, providing excellent smoothness and simultaneously meeting the needs for both comfort and handling.

[0043] It should be noted that the elastic limit block can be fixed to the piston rod by an interference fit. The elastic limit block can be made of rubber and reinforced with a cord layer inside to ensure reliability during use.

[0044] In some alternative embodiments: see Figures 1 to 2 As shown, this application embodiment provides a shock absorber assembly, which further includes an air pump 4 connected to the air chamber 21 and a controller 5 connected to the air pump 4. The controller 5 is used to connect to the ECU 6 and control the air pump 4 to charge and release air into the air chamber 21 according to the real-time operating conditions of the vehicle.

[0045] The shock absorber assembly in this embodiment of the application also includes an air pump 4 connected to the air chamber 21 and a controller 5 connected to the air pump 4. The controller 5 is used to connect to the ECU 6 and control the air pump 4 to charge and release air into the air chamber 21 according to the real-time operating conditions of the vehicle.

[0046] In practice, the controller 5 can obtain the real-time operating conditions of the vehicle through the vehicle's ECU 6 to control the air pump 4 to inflate or deflate the air chamber 21, thereby changing the stiffness of the elastic limit block 2 in conjunction with the shock absorber 1 to adapt to different operating conditions of the vehicle and improve the overall driving experience.

[0047] In some alternative embodiments: see Figures 1 to 2 As shown, this application embodiment provides a shock absorber assembly, which further includes a pressure sensor 3 electrically connected to the controller 5. The pressure sensor 3 is used to detect the gas pressure in the air chamber 21.

[0048] The shock absorber assembly in this embodiment of the application also includes a pressure sensor 3 electrically connected to the controller 5, which is used to detect the gas pressure in the air chamber 21.

[0049] In practice, the pressure sensor 3 is used to detect the gas pressure in the gas chamber 21. The pressure sensor 3 can be set on the elastic limit block 2 or the gas transmission pipeline according to the actual situation. The controller 5 can obtain the gas pressure in the gas chamber 21 in real time through the pressure sensor 3 so as to better adjust the gas pressure in the gas chamber 21 to change the stiffness of the elastic limit block 2.

[0050] That is, the controller 5 can determine the stiffness requirement of the elastic limit block 2 by measuring the attitude of the whole vehicle, and control the inflation pressure of the limit block by the air pump 4 and the gas pressure sensor 3. In this way, the stiffness of the elastic limit block 2 can be adjusted in real time according to actual needs, while meeting the requirements of handling and comfort, and greatly improving the driving experience of the whole vehicle.

[0051] In some alternative embodiments: see Figures 1 to 2 As shown, this application embodiment provides a shock absorber assembly, which also includes a vehicle attitude sensor 8 electrically connected to the controller 5. The vehicle attitude sensor 8 is used to detect the roll angle or pitch angle of the vehicle. When the roll angle or pitch angle is greater than a set value, the controller 5 controls the air pump 4 to inflate the air chamber 21.

[0052] The shock absorber assembly in this embodiment of the application also includes a vehicle attitude sensor 8 electrically connected to the controller 5. The vehicle attitude sensor 8 is used to detect the roll angle or pitch angle of the vehicle. When the roll angle or pitch angle is greater than a set value, the controller 5 controls the air pump 4 to inflate the air chamber 21.

[0053] In practice, the vehicle attitude sensor 8 is used to detect the vehicle's roll or pitch angle and transmit it to the controller 5. The controller 5 compares it with a preset value to determine the vehicle's operating condition. For example, when the vehicle rolls or pitches during driving, the vehicle attitude sensor 8 will detect the roll or pitch angle and transmit it to the controller 5. When the roll or pitch angle is greater than the preset value, the controller 5 controls the air pump 4 to inflate the air chamber 21, increasing the stiffness of the elastic limit block 2 on the side of the vehicle that needs to be lifted. The elastic limit block 2, by squeezing the working cylinder of the shock absorber 1, cooperates with the working cylinder to lift and support the vehicle, correcting the vehicle's roll or pitch angle, avoiding excessive tilt of the seat, thereby ensuring the vehicle's driving posture, improving the driver's driving experience, and achieving the purpose of improving the vehicle's handling performance.

[0054] In some alternative embodiments: see Figures 1 to 2 As shown, this application embodiment provides a shock absorber assembly, which also includes a wheel center acceleration sensor 7 electrically connected to the controller 5. The wheel center acceleration sensor 7 is used to detect the vertical acceleration of the vehicle's wheels. When the vertical acceleration of the wheels is greater than a set value, the controller 5 controls the air pump 4 to inflate the air chamber 21.

[0055] The shock absorber assembly in this embodiment of the application also includes a wheel center acceleration sensor 7 electrically connected to the controller 5. The wheel center acceleration sensor 7 is used to detect the vertical acceleration of the vehicle's wheels. When the vertical acceleration of the wheels is greater than a set value, the controller 5 controls the air pump 4 to inflate the air chamber 21.

[0056] In practice, the wheel center acceleration sensor 7 is used to detect the vertical acceleration of the vehicle's wheels. The controller 5 compares this acceleration with a preset value to determine whether the vehicle is driving on a bumpy road. For example, when the vehicle's wheels are bouncing up and down, the wheel center acceleration sensor 7 will detect the vertical acceleration of the wheels and transmit it to the controller 5. When the tilt angle or pitch angle is greater than the set value, the controller 5 controls the air pump 4 to inflate the air chamber 21, so that the elastic limit block 2 participates in the buffer stroke of the shock absorber 1. Specifically, the elastic limit block 2 compresses the working cylinder of the shock absorber 1 and works with the working cylinder to support and buffer the vehicle. The elastic limit block 2 enhances the overall buffering effect of the shock absorber assembly and improves the vehicle's comfort performance.

[0057] In some alternative embodiments: see Figures 1 to 2 As shown, this application embodiment provides a shock absorber assembly, the controller 5 of which obtains the vehicle speed from the ECU 6.

[0058] In this embodiment of the application, the controller 5 of the shock absorber assembly obtains the vehicle speed from the ECU 6.

[0059] In practice, the controller 5 obtains the vehicle speed from the ECU 6, which can determine whether the vehicle is in motion. It can also determine whether the vehicle is turning or braking by using the tilt angle or pitch angle obtained by the controller 5. Furthermore, it can control the air pump 4 to charge and depress the air chamber 21 to change the stiffness of the elastic limit block 2 in conjunction with the shock absorber 1 to adapt to different operating conditions of the vehicle, thereby improving the overall driving experience.

[0060] See Figures 1 to 2 As shown, a second aspect of this application provides a vehicle, including:

[0061] The shock absorber assembly of any of the above embodiments.

[0062] The vehicle in this application embodiment uses the shock absorber assembly of any of the above embodiments. The two ends of the vehicle suspension assembly are connected to the body and the wheels respectively. The shock absorber assembly is located at each wheel. Specifically, the shock absorber assembly is installed on the suspension assembly and connected to the body. The controller 5 can control the air pump 4 to reduce the gas pressure in the air chamber 21, thereby reducing the stiffness of the elastic limit block 2 and reducing the restriction of the elastic limit block 2 on the working cylinder stroke of the shock absorber 1. The buffering performance of the shock absorber 1 and the buffering performance of the elastic limit block 2 are utilized to the maximum extent to greatly improve the driving experience of the whole vehicle.

[0063] It should be noted that each air chamber 21 corresponds to an air pump 4 for inflation and deflation. Multiple air pumps 4 can be controlled by a controller 5. That is, when multiple wheels are subjected to different impact forces, the stiffness of the elastic limit block 2 at different positions can be adjusted by changing the gas pressure of different air chambers 21. This allows the stiffness of the elastic limit block 2 on the corresponding shock absorber to be adjusted individually, thereby enabling the shock absorber 1 to perform different adaptive damping and vibration reduction, further improving the driving comfort of the vehicle.

[0064] It should be noted that this solution utilizes an inflatable elastic limiting block 2, allowing for flexible control of its stiffness. When lateral support is needed due to vehicle tilt, increasing air pressure enhances the stiffness of the elastic limiting block 2, stabilizing the vehicle's posture and improving handling performance. For example, when traversing bumpy roads, the air pressure within the air chamber 21 can be controlled to adjust the stiffness of the elastic limiting block 2, enhancing the cushioning effect and improving vehicle comfort. Furthermore, when traversing off-road terrain, the air pressure within the air chamber 21 can be increased to its maximum, maximizing the stiffness of the elastic limiting block 2. This, combined with the lifting cylinder, raises the vehicle, increasing the minimum ground clearance and improving its off-road capability.

[0065] See Figures 1 to 2 As shown, a third aspect of this application provides a control method for a shock absorber assembly. The control method uses the shock absorber assembly of any of the above embodiments and includes the following steps:

[0066] During vehicle operation, vehicle attitude sensor 8 detects the vehicle's roll angle and / or pitch angle in real time and transmits them to controller 5. Controller 5 obtains the vehicle speed from ECU 6. When the roll angle and / or pitch angle are greater than the set value and the vehicle speed is greater than the set value, it determines that the vehicle is in a turning condition or braking condition.

[0067] When the vehicle is turning or braking, the controller 5 controls the air pump 4 to inflate the air chamber 21 to correct the vehicle's roll angle and / or pitch angle.

[0068] The control method for the shock absorber assembly in this application includes the following steps:

[0069] During vehicle operation, the vehicle attitude sensor 8 detects the vehicle's roll angle and / or pitch angle in real time and transmits it to the controller 5. The controller 5 obtains the vehicle speed from the ECU 6. When the roll angle and / or pitch angle are greater than the set value and the vehicle speed is greater than the set value, it determines that the vehicle is in a turning or braking condition. When the vehicle is in a turning or braking condition, the controller 5 controls the air pump 4 to inflate the air chamber 21 to correct the vehicle's roll angle and / or pitch angle.

[0070] In practice, during vehicle operation, the vehicle attitude sensor 8 detects the vehicle's roll angle. When the roll angle exceeds 1°, the controller 5 determines that the vehicle is in a state of significant roll. Furthermore, if the vehicle speed exceeds 30 km / h, the controller 5 determines that the vehicle is in a turning condition. At this point, the elastic limit block 2 is needed to provide auxiliary support. The controller 5 transmits a command to the air pump 4, which increases the pressure within the air chamber 21 by inflating the air pump. This increases the stiffness of the elastic limit block 2, improving its support and ensuring the vehicle's driving posture, thus enhancing handling performance. The stiffness curve of the elastic limit block 2 during this process is as follows: Figure 2 As shown in ②.

[0071] In some alternative embodiments: see Figures 1 to 2 As shown in the figure, this application provides a control method for a shock absorber assembly, which further includes the following steps:

[0072] The wheel center acceleration sensor 7 detects the vertical acceleration of the vehicle's wheels in real time and transmits it to the controller 5. When the roll angle is less than the set value and the vertical acceleration of the wheels is greater than the set value, it is determined that the vehicle is in a bumpy road driving condition.

[0073] When the vehicle is driving on a bumpy road, the controller 5 controls the air pump 4 to inflate the air chamber 21 to cooperate with the shock absorber 1 to reduce vehicle vibration.

[0074] The control method for the shock absorber assembly in this application embodiment further includes the following steps:

[0075] The wheel center acceleration sensor 7 detects the vertical acceleration of the vehicle's wheels in real time and transmits it to the controller 5. When the roll angle is less than the set value and the vertical acceleration of the wheels is greater than the set value, it is determined that the vehicle is in a bumpy road driving condition. When the vehicle is in a bumpy road driving condition, the controller 5 controls the air pump 4 to inflate the air chamber 21 to cooperate with the shock absorber 1 to reduce vehicle vibration.

[0076] In practice, the vehicle attitude sensor 8 detects the vehicle's roll angle. When the roll angle is less than 1°, it is determined that the vehicle is not turning or in a condition with a large difference in height between the left and right sides. If the wheel center acceleration sensor 7 detects that the vehicle's vertical acceleration exceeds 3 m / s^2, the controller 5 determines that the vehicle is driving on a bumpy road. At this time, the elastic limit block 2 needs to have a certain non-linear limit characteristic to buffer the road excitation to the greatest extent and ensure the comfort of the vehicle when driving on a bumpy road.

[0077] Specifically, during the initial contact of the elastic limiting block 2, the elastic limiting block 2 should be as soft as possible. At this time, the air pressure of the elastic limiting block 2 is at a low level. The pressure sensor 3 transmits the pressure signal to the controller 5 to control the air pump 4, so that the pressure in the initial air chamber 21 is maintained at a low level to ensure the softness of the contact.

[0078] As compression continues, the pressure value detected by the air pressure sensor 3 gradually increases. After receiving the signal from the air pressure sensor 3, the controller 5 controls the air pump 4 to ensure that the pressure in the air chamber 21 increases linearly. The stiffness of the elastic limit block 2 increases linearly accordingly, so that the elastic limit block 2 can provide sufficient buffering against road impact.

[0079] When the elastic limit block 2 is compressed to near its limit position, to prevent a large impact from being directly transmitted to the vehicle body and causing a direct impact, the controller 5 can control the pressure in the air chamber 21 to increase rapidly after the pressure in the elastic limit block 2 airbag increases to a certain value, further improving the stiffness of the elastic limit block 2, preventing hard impacts, and improving comfort. At this time, the stiffness curve of the elastic limit block 2 is... Figure 2 As shown in ①.

[0080] It should be noted that the controller 5 can integrate the vehicle's vertical acceleration measured by the wheel center acceleration sensor 7 to obtain the displacement of the working cylinder of the shock absorber 1. Based on the displacement of the working cylinder, it can be determined whether the elastic limit block 2 has been compressed to near the limit position by the working cylinder.

[0081] In some alternative embodiments: see Figures 1 to 2 As shown in the figure, this application provides a control method for a shock absorber assembly, which further includes the following steps:

[0082] When the roll angle and / or pitch angle are greater than the set value and the vehicle speed is less than the set value, the vehicle is determined to be in off-road driving condition.

[0083] When the vehicle is driving on an off-road surface, the controller 5 controls the air pump 4 to inflate the air chamber 21 to cooperate with the shock absorber 1 to increase the vehicle's ground clearance.

[0084] The control method for the shock absorber assembly in this application embodiment further includes the following steps:

[0085] When the roll angle and / or pitch angle are greater than the set value and the vehicle speed is less than the set value, it is determined that the vehicle is in off-road driving condition; when the vehicle is in off-road driving condition, the controller 5 controls the air pump 4 to inflate the air chamber 21 to cooperate with the shock absorber 1 to increase the vehicle's ground clearance.

[0086] In practice, during vehicle operation, the vehicle attitude sensor 8 detects the vehicle's roll angle or pitch angle. When the roll angle or pitch angle is greater than 2°, the vehicle is in a state of large roll or pitch, and the vehicle speed is less than 30km / h. The controller 5 determines that the vehicle is on an off-road surface or a surface with poor passability. At this time, the elastic limit block 2 needs to provide greater support to ensure the vehicle's passability.

[0087] Specifically, controller 5 transmits commands to air pump 4, which inflates the air chamber 21 to its maximum pressure, thereby maximizing the stiffness of the elastic limit block 2, improving its support, increasing the vehicle's ground clearance under extreme conditions, and enhancing its off-road performance. At this point, the stiffness curve of the elastic limit block 2 is... Figure 2 As shown in ③.

[0088] In the description of this application, it should be noted that the terms "upper," "lower," etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. Unless otherwise expressly specified and limited, the terms "installed," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two elements. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances.

[0089] It should be noted that in this application, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0090] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A shock absorber assembly, characterized in that, include: Shock absorber (1), the shock absorber (1) includes a working cylinder, the working cylinder is provided with a piston and a piston rod, one end of the piston rod is connected to the piston and drives the piston to reciprocate in the working cylinder; The elastic limiting block (2) is fixed on the piston rod and located outside the working cylinder. The elastic limiting block (2) is set on the piston rod and located between the stop and the working cylinder. The elastic limiting block (2) is provided with an adjustable gas chamber (21). The rigidity of the elastic limiting block (2) can be changed by adjusting the gas pressure in the gas chamber (21). It also includes an air pump (4) connected to the air chamber (21) and a controller (5) connected to the air pump (4). The controller (5) is used to connect to the ECU (6) and control the air pump (4) to charge and discharge air to the air chamber (21) according to the real-time operating conditions of the vehicle. It also includes a vehicle attitude sensor (8) electrically connected to the controller (5). The vehicle attitude sensor (8) is used to detect the vehicle's roll angle or pitch angle. When the roll angle or pitch angle is greater than a set value, the controller (5) controls the air pump (4) to inflate the air chamber (21). It also includes a wheel center acceleration sensor (7) electrically connected to the controller (5). The wheel center acceleration sensor (7) is used to detect the vertical acceleration of the vehicle's wheels. When the vertical acceleration of the wheels is greater than a set value, the controller (5) controls the air pump (4) to inflate the air chamber (21).

2. The shock absorber assembly as described in claim 1, characterized in that: It also includes a pressure sensor (3) electrically connected to the controller (5), the pressure sensor (3) being used to detect the gas pressure in the gas chamber (21).

3. A shock absorber assembly as described in claim 2, characterized in that: The controller (5) obtains the vehicle speed from the ECU (6).

4. A vehicle, characterized in that, include: The shock absorber assembly according to any one of claims 1 to 3.

5. A control method for a shock absorber assembly, characterized in that, The control method uses the shock absorber assembly according to any one of claims 1 to 3, and the control method includes the following steps: During the driving process, the vehicle attitude sensor (8) detects the vehicle's roll angle and / or pitch angle in real time and transmits them to the controller (5). The controller (5) obtains the vehicle speed from the ECU (6). When the roll angle and / or pitch angle are greater than the set value and the vehicle speed is greater than the set value, it is determined that the vehicle is in a turning condition or a braking condition. When the vehicle is in a turning or braking state, the controller (5) controls the air pump (4) to inflate the air chamber (21) to correct the vehicle's roll angle and / or pitch angle.

6. The control method for a shock absorber assembly as described in claim 5, characterized in that, The control method further includes the following steps: The wheel center acceleration sensor (7) detects the vertical acceleration of the vehicle's wheels in real time and transmits it to the controller (5). When the roll angle is less than the set value and the vertical acceleration of the wheels is greater than the set value, it is determined that the vehicle is in a bumpy road driving condition. When the vehicle is driving on a bumpy road, the controller (5) controls the air pump (4) to inflate the air chamber (21) to cooperate with the shock absorber (1) to reduce vehicle vibration.

7. The control method for a shock absorber assembly as described in claim 5, characterized in that, The control method further includes the following steps: When the roll angle and / or pitch angle are greater than the set value and the vehicle speed is less than the set value, the vehicle is determined to be in off-road driving condition. When the vehicle is driving on an off-road surface, the controller (5) controls the air pump (4) to inflate the air chamber (21) to cooperate with the shock absorber (1) to increase the vehicle's ground clearance.

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