Semi-active hydraulic bushing suspension, vehicle, and control method

Abstract

The application provides a semi-active hydraulic bushing suspension, a vehicle and a control method. The semi-active hydraulic bushing suspension comprises an outer tube, a main spring arranged in the outer tube, an upper cavity and a lower cavity formed between the main spring and the inner wall of the outer tube, and a communication channel communicating between the upper cavity and the lower cavity, the upper cavity and the lower cavity containing a magneto-rheological fluid, and a core rod arranged in the main spring and used for connecting with a power assembly; and a limiting mechanism arranged in the lower cavity, one end of the limiting mechanism being connected with the outer tube, the other end of the limiting mechanism being protrudingly arranged towards one side of the axis of the outer tube, the limiting mechanism being used for limiting the movement of the main spring towards the side where the limiting mechanism is located, and the length of at least part of the limiting mechanism towards one side of the outer tube being adjustably arranged. According to the technical scheme of the application, the damping and the limiting distance of the suspension are adjusted according to the requirements of the whole vehicle under different road conditions, and the problem that the semi-active suspension in the prior art has low adaptability to complex road conditions is solved.

Description

Technical Field

[0001] This invention relates to the field of automotive technology, and more specifically, to a semi-active hydraulic bushing mount, a vehicle, and a control method. Background Technology

[0002] Currently, with the development and popularization of electric vehicles, the public's requirements for vehicle NVH (noise, vibration, and harshness) and handling are gradually increasing. Among these requirements, the motor mount, as an important vibration isolation system for vehicles, is also subject to increasingly higher design requirements from the public. Motor aftershocks, a common problem in electric vehicles at present, have gradually become a significant challenge for various OEMs.

[0003] Traditional suspension parameters, once selected, are difficult to change. Therefore, the design process typically seeks an optimal compromise to determine these parameters. This means that a car's performance is only optimal under specific conditions; once these conditions change (e.g., changes in road surface, acceleration, braking, or steering), its performance deteriorates. This implies that traditional suspensions struggle to simultaneously meet the requirements of comfort and stability, thus limiting further improvements in vehicle performance. With technological advancements and improved manufacturing processes, controllable suspensions have become possible in automobiles. These systems employ intelligent control, allowing them to adapt to different road conditions, thereby reconciling the trade-off between ride comfort and stability. This also expands the functionality of traditional suspensions. Semi-active suspension is one such controllable suspension. It adjusts suspension performance by changing only the damping, without altering the suspension stiffness; hence, it is also called a damping-controlled suspension. Its structure is relatively simple, cost-effective, and offers excellent performance, making it a promising option for widespread application.

[0004] For the reasons mentioned above, the application environment requirements for semi-active suspension are currently quite demanding, and its application scope is relatively limited. Therefore, how to improve the structure of semi-active suspension to make it simple, reliable, and flexible in application is a technical problem that urgently needs to be solved by those skilled in the art. Summary of the Invention

[0005] The main objective of this invention is to provide a semi-active hydraulic bushing suspension, a vehicle, and a control method to solve the problem that existing semi-active suspensions have low adaptability to complex road conditions.

[0006] To achieve the above objectives, according to one aspect of the present invention, a semi-active hydraulic bushing suspension is provided, comprising: an outer tube; a main spring disposed within the outer tube, with an upper cavity and a lower cavity formed between the main spring and the inner wall of the outer tube, and a connecting channel connecting the upper cavity and the lower cavity, wherein magnetorheological fluid is placed in the upper cavity and the lower cavity, and a core rod for connection to a powertrain is disposed within the main spring; and a limiting mechanism disposed within the lower cavity, one end of the limiting mechanism being connected to the outer tube, and the other end of the limiting mechanism being protruding toward the axis of the outer tube, the limiting mechanism being used to restrict the movement of the main spring toward the side where the limiting mechanism is located, and at least a portion of the length of the limiting mechanism toward the side of the outer tube is adjustable.

[0007] Furthermore, the limiting mechanism includes: a lower plate, which is disposed in the lower cavity and connected to the inner surface of the outer tube; a telescopic component, the first end of which is connected to the lower plate and the second end of which extends toward the axis of the outer tube; and an upper cover, which is connected to the second end of the telescopic component and the telescopic component can move the upper cover.

[0008] Furthermore, the telescopic assembly includes: a telescopic body, a first end of which is connected to the lower plate, and a second end of which extends toward the axis of the outer tube. The telescopic body is made of a magnetic telescopic material.

[0009] Furthermore, the telescopic assembly also includes a coil, which is arranged circumferentially along the telescopic body and located between the lower plate and the upper cover, wherein controlling the power supply state of the coil can change the viscosity of the magnetorheological fluid.

[0010] Furthermore, the main spring includes: a main spring body, a first cavity is provided on a first side of the main spring body along the axial direction, a second cavity is provided on a second side of the main spring body along the axial direction, at least one groove is provided in the circumferential direction of the main spring body to connect the first cavity and the second cavity, the first cavity and the inner wall of the outer tube form an upper cavity, the second cavity and the inner wall of the outer tube form a lower cavity, and the groove and the inner wall of the outer tube form a communicating channel.

[0011] Furthermore, at least one main spring reinforcing rib is provided inside the first cavity.

[0012] Furthermore, a buffer cavity is provided inside the main spring body, and the buffer cavity extends circumferentially along the outer tube.

[0013] Furthermore, an inner skeleton is provided inside the outer tube, extending circumferentially along the outer tube, with a portion of the inner skeleton extending into the main spring body.

[0014] Furthermore, part of the endoskeleton is located between the upper cavity and the buffer cavity.

[0015] According to another aspect of the invention, a vehicle is provided, including the aforementioned semi-active hydraulic bushing suspension.

[0016] According to another aspect of the present invention, a vehicle control method is provided. The control method is used for the vehicle described above. The control method includes the following steps: acquiring the driving mode of the vehicle, wherein the driving mode includes at least one of the following: normal driving mode, comfort driving mode, and sport driving mode; generating a control strategy set based on the driving mode, the control strategy set being used to control the energization state of the coil in the semi-active hydraulic bushing suspension.

[0017] Furthermore, the control strategy set is generated based on the driving mode, including: when the driving mode is determined to be a normal driving mode, obtaining the vehicle's driving speed; when the driving speed is determined to be lower than or equal to a preset speed, generating a first control strategy in the control strategy set, the first control strategy being used to control the coil to be in a de-energized state; after a preset time, when the driving speed is determined to be higher than the preset speed, generating a second control strategy in the control strategy set, the second control strategy being used to control the coil to be in a energized state; and / or when the driving speed is determined to be a comfort driving mode, generating a third control strategy in the control strategy set, the third control strategy being used to control the coil to be in a de-energized state; and / or when the driving speed is determined to be a sport driving mode, generating a fourth control strategy in the control strategy set, the fourth control strategy being used to control the coil to be in a energized state.

[0018] By applying the technical solution of this invention, an upper cavity and a lower cavity are formed between the main spring and the inner wall of the outer tube. Magnetorheological fluid is placed in the upper cavity and the lower cavity, and a limiting mechanism is set in the lower cavity to restrict the main spring from moving toward the side where the limiting mechanism is located. This achieves variable damping of the suspension and adjustable limiting distance, and realizes the technical effect of adjusting the damping and limiting distance of the suspension according to the needs of the vehicle under different road conditions. This solves the problem that the semi-active suspension in the prior art has low adaptability to complex road conditions. Attached Figure Description

[0019] The accompanying drawings, which form part of this application, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0020] Figure 1 A schematic diagram of a first embodiment of the semi-active hydraulic bushing suspension according to the present invention is shown;

[0021] Figure 2 A schematic diagram of a second embodiment of the semi-active hydraulic bushing suspension according to the present invention is shown;

[0022] Figure 3 A schematic diagram of a third embodiment of the semi-active hydraulic bushing suspension according to the present invention is shown;

[0023] Figure 4 A schematic diagram of a fourth embodiment of the semi-active hydraulic bushing suspension according to the present invention is shown.

[0024] The above figures include the following reference numerals:

[0025] 10. Outer tube; 11. Inner frame;

[0026] 20. Main spring;

[0027] 21. Main spring body; 211. First cavity; 212. Second cavity; 213. Groove; 214. Main spring reinforcing rib;

[0028] 22. Buffer chamber;

[0029] 31. Upper cavity; 32. Lower cavity; 33. Connecting channel;

[0030] 40. Core rod;

[0031] 50. Limiting mechanism; 51. Lower plate;

[0032] 52. Telescopic assembly; 521. Telescopic body; 522. Coil;

[0033] 53. Top cover. Detailed Implementation

[0034] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0035] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0036] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms can be used interchangeably where appropriate so that the embodiments of this application described herein can be implemented, for example, in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0037] Exemplary embodiments according to this application will now be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments may be implemented in many different forms and should not be construed as being limited to the embodiments set forth herein. It should be understood that these embodiments are provided so that the disclosure of this application is thorough and complete, and that the concept of these exemplary embodiments is fully conveyed to those skilled in the art. In the drawings, for clarity, the thickness of layers and regions may be exaggerated, and the same reference numerals are used to denote the same devices, and therefore their description will be omitted.

[0038] Combination Figures 1 to 4 According to an embodiment of the present invention, a semi-active hydraulic bushing suspension is provided.

[0039] Specifically, the semi-active hydraulic bushing suspension includes: an outer tube 10; a main spring 20, which is disposed inside the outer tube 10, forming an upper cavity 31 and a lower cavity 32 between the main spring 20 and the inner wall of the outer tube 10, and a connecting channel 33 connecting the upper cavity 31 and the lower cavity 32, wherein magnetorheological fluid is placed in the upper cavity 31 and the lower cavity 32, and a core rod 40 for connecting to the powertrain is disposed inside the main spring 20; a limiting mechanism 50, which is disposed inside the lower cavity 32, one end of the limiting mechanism 50 is connected to the outer tube 10, and the other end of the limiting mechanism 50 protrudes towards the axis of the outer tube 10, the limiting mechanism 50 is used to restrict the movement of the main spring 20 toward the side where the limiting mechanism 50 is located, and at least a portion of the length of the limiting mechanism 50 toward the side of the outer tube 10 is adjustable.

[0040] In this embodiment, an upper cavity 31 and a lower cavity 32 are formed between the main spring 20 and the inner wall of the outer tube 10. Magnetorheological fluid is placed in the upper cavity 31 and the lower cavity 32, and a limiting mechanism is set in the lower cavity 32 to restrict the main spring 20 from moving toward the side where the limiting mechanism 50 is located. This achieves the effect of variable damping of the suspension and adjustable limiting distance, and realizes the technical effect of adjusting the damping and limiting distance of the suspension according to the needs of the vehicle under different road conditions. This solves the problem that the semi-active suspension in the prior art has low adaptability to complex road conditions.

[0041] In the above embodiment, the outer tube 10 and the main spring 20 are fixed by interference fit and press-fitting. Optionally, the main spring 20 is set as a rubber main spring, which ensures that the powertrain suspension system has sufficient vertical and yaw flexibility, as well as large lateral stiffness. At the same time, it is easy to achieve the purpose of the rubber main spring stiffness of the hydraulic suspension being smaller than that of the traditional rubber suspension, which is beneficial to reduce the adverse effects of high-frequency standing wave vibration of the rubber main spring and can better buffer the impact force caused by uneven road surface.

[0042] The limiting mechanism 50 includes: a lower plate 51, which is disposed within the lower cavity 32 and connected to the inner surface of the outer tube 10; a telescopic assembly 52, the first end of which is connected to the lower plate 51, and the second end of which extends toward the axis of the outer tube 10; and an upper cover 53, which is connected to the second end of the telescopic assembly 52, and the telescopic assembly 52 can move the upper cover 53. Figure 2 and Figure 3 As shown, the limiting mechanism 50 includes a lower plate 51, a telescopic component 52, and an upper cover 53. This arrangement allows the telescopic component 52 to move the upper cover 53, thereby adjusting the limiting distance of the semi-active hydraulic bushing suspension. In this embodiment, a magnetostrictive material is incorporated into the limiting structure to achieve adjustable limiting. Optionally, different limiting structure designs can be used to achieve the purpose of changing the limiting distance through the magnetostrictive material.

[0043] Further, the telescopic assembly 52 includes: a telescopic body 521, a first end of which is connected to the lower plate 51, and a second end of which extends toward the axis of the outer tube 10. The telescopic body 521 is made of a magnetic telescopic material. Figure 3As shown, in this embodiment, the first end of the telescopic body 521 is connected to the lower plate 51, and the second end extends towards the axis of the outer tube 10. Optionally, the second end of the telescopic body 521 is connected to the upper cover 53. The telescopic body 521 is made of a magnetically expandable material, and is not limited to rare-earth magnetostrictive materials such as terbium-dysprosium-iron alloy (GMM, Terfenol-D), brittle modified terbium-dysprosium-iron alloy (TD-plus), iron-gallium alloy (Galfenol), magnetostrictive shape memory alloy (MSMA) Ni-Mn-Ga, magnetostrictive waveguide wire, iron-cobalt-vanadium alloy, iron-nickel alloy, pure nickel, iron-aluminum alloy, etc.

[0044] Furthermore, the telescopic assembly 52 also includes a coil 522, which is arranged circumferentially along the telescopic body 521 and located between the lower plate 51 and the upper cover 53. The power supply state of the coil 522 can change the viscosity of the magnetorheological fluid. Figure 3 As shown, in this embodiment, the coil 522 is wound around the outside of the telescopic body 521, and one end is connected to an external solenoid valve. When the coil 522 is energized, the telescopic body 521 is affected by the magnetic field generated by the coil 522 and extends, pushing the upper cover 53 upward, thereby shortening the limiting distance. When the coil 522 is de-energized, the magnetic field disappears, the telescopic body 521 returns to its original length, and the limiting distance increases to the designed state. This setting allows the telescopic component 52 to drive the upper cover 53 to move, thereby adjusting the limiting distance of the semi-active hydraulic bushing suspension. The use of magnetorheological fluid to replace conventional fluid achieves the purpose of variable damping.

[0045] In the above embodiment, when the coil 522 in the telescopic component 52 is energized, the magnetorheological fluid exhibits high viscosity under the influence of the magnetic field. When the coil 522 in the telescopic component 52 is de-energized, the magnetic field disappears, and the magnetorheological fluid exhibits high fluidity. This allows the damping characteristics of the magnetorheological fluid to be altered through a magnetic field, thereby adjusting the suspension performance and improving the adaptability of the semi-active hydraulic bushing suspension to different road conditions. When the suspension has high damping and a small limit distance, the vehicle has better handling and can better adapt to road impact conditions. When the suspension has low damping and a large limit distance, the vehicle has better NVH performance. This configuration improves the adaptability of the semi-active hydraulic bushing suspension to different road conditions, making it highly reliable and more flexibly applicable to various scenarios. In this embodiment, the external magnetic field is achieved not only through winding the coil but also through other methods.

[0046] The main spring 20 includes: a main spring body 21; a first cavity 211 is provided on a first axial side of the main spring body 21; a second cavity 212 is provided on a second axial side of the main spring body 21; at least one groove 213 is provided circumferentially on the main spring body 21, connecting the first cavity 211 and the second cavity 212; the first cavity 211 and the inner wall of the outer tube 10 form an upper cavity 31; the second cavity 212 and the inner wall of the outer tube 10 form a lower cavity 32; and the groove 213 and the inner wall of the outer tube 10 form a communicating channel 33. Figures 2 to 4 As shown, in this embodiment, when the core rod 40 moves upward under force, the magnetorheological fluid is squeezed from the upper cavity 31 into the lower cavity 32 through the connecting channel 33. When the suspension core rod 40 moves downward under force, the magnetorheological fluid is squeezed from the lower cavity 32 into the upper cavity 31 through the connecting channel 33. When the coil 522 in the telescopic assembly 52 is energized, the magnetorheological fluid exhibits high viscosity due to the magnetic field. When the coil 522 in the telescopic assembly 52 is de-energized, the magnetic field disappears, and the magnetorheological fluid exhibits high fluidity. This allows the damping characteristics of the magnetorheological fluid to be changed by the magnetic field, thereby adjusting the suspension performance. When the suspension has high damping and a small limit distance, the vehicle has better handling and can better adapt to road impact conditions. When the suspension has low damping and a large limit distance, the vehicle has better NVH performance. This configuration improves the adaptability of the semi-active hydraulic bushing suspension to different road conditions, making the semi-active hydraulic bushing suspension highly reliable and more flexibly applicable to various scenarios.

[0047] At least one main spring reinforcing rib 214 is provided inside the first cavity 211. This arrangement can enhance the strength and rigidity of the main spring without increasing the wall thickness, thereby saving material usage. It can also overcome the torsional deformation caused by uneven stress due to differences in wall thickness, thus reducing the weight of the semi-active hydraulic bushing suspension, lowering the production cost of the semi-active hydraulic bushing suspension, and increasing the practicality of the semi-active hydraulic bushing suspension.

[0048] Furthermore, a buffer cavity 22 is provided inside the main spring body 21, and the buffer cavity 22 extends circumferentially along the outer tube 10. This arrangement can further play a role in buffering and shock absorption, and increase the reliability of the semi-active hydraulic bushing suspension.

[0049] Furthermore, an inner skeleton 11 is provided inside the outer tube 10, extending circumferentially along the outer tube 10, with a portion of the inner skeleton 11 extending into the main spring body 21. This combines... Figure 2As shown, in this embodiment, the design provides support for the main spring, facilitating the vulcanization of the inner frame 11, core rod 40, and main spring body 21, thus making the semi-active hydraulic bushing suspension structure more robust. Specifically, in this embodiment, the core rod 40 is made of aluminum, which has good oxidation and corrosion resistance, is practical and economical, and reduces the production cost of the semi-active hydraulic bushing suspension.

[0050] Furthermore, a portion of the endoskeleton 11 is located between the upper cavity 31 and the buffer cavity 22. (Combined) Figure 2 and Figure 4 As shown, in this embodiment, this arrangement can provide an installation base for the upper cavity 31 and the buffer cavity 22, making it easier for the inner frame 11 to be press-fitted and fixed with the limiting mechanism 50 through an interference fit. After the magnetorheological fluid is vacuum-filled through the hole at the sealing steel ball, the sealing steel ball is press-fitted to the inner frame 5 through an interference fit, making the structure of the semi-active hydraulic bushing suspension more robust.

[0051] According to one embodiment of the present invention, a vehicle is provided, including the aforementioned semi-active hydraulic bushing suspension.

[0052] Specifically, the semi-active hydraulic bushing suspension includes: an outer tube 10; a main spring 20, which is disposed inside the outer tube 10, forming an upper cavity 31 and a lower cavity 32 between the main spring 20 and the inner wall of the outer tube 10, and a connecting channel 33 connecting the upper cavity 31 and the lower cavity 32, wherein magnetorheological fluid is placed in the upper cavity 31 and the lower cavity 32, and a core rod 40 for connecting to the powertrain is disposed inside the main spring 20; a limiting mechanism 50, which is disposed inside the lower cavity 32, one end of the limiting mechanism 50 is connected to the outer tube 10, and the other end of the limiting mechanism 50 protrudes towards the axis of the outer tube 10, the limiting mechanism 50 is used to restrict the movement of the main spring 20 toward the side where the limiting mechanism 50 is located, and at least a portion of the length of the limiting mechanism 50 toward the side of the outer tube 10 is adjustable. In this embodiment, an upper cavity 31 and a lower cavity 32 are formed between the main spring 20 and the inner wall of the outer tube 10. Magnetorheological fluid is placed in the upper cavity 31 and the lower cavity 32, and a limiting mechanism is set in the lower cavity 32 to restrict the main spring 20 from moving toward the side where the limiting mechanism 50 is located. This achieves the effect of variable damping of the suspension and adjustable limiting distance, and realizes the technical effect of adjusting the damping and limiting distance of the suspension according to the needs of the vehicle under different road conditions. This solves the problem that the semi-active suspension in the prior art has low adaptability to complex road conditions.

[0053] In the above embodiment, when the core rod 40 moves upward under force, the magnetorheological fluid is squeezed from the upper cavity 31 into the lower cavity 32 through the connecting channel 33. When the suspension core rod 40 moves downward under force, the magnetorheological fluid is squeezed from the lower cavity 32 into the upper cavity 31 through the connecting channel 33. When the coil 522 in the telescopic assembly 52 is energized, the magnetorheological fluid exhibits high viscosity due to the magnetic field. When the coil 522 in the telescopic assembly 52 is de-energized, the magnetic field disappears, and the magnetorheological fluid exhibits high fluidity. When the suspension has high damping and a small limit distance, the vehicle has better handling and can better adapt to road impact conditions. When the suspension has low damping and a large limit distance, the vehicle has better NVH performance. This configuration improves the adaptability of the semi-active hydraulic bushing suspension to different road conditions, making the semi-active hydraulic bushing suspension highly reliable and more flexibly applicable to various scenarios.

[0054] According to another embodiment of the present invention, a vehicle control method is provided. The control method is used for the vehicle described in the above embodiment. The control method includes the following steps: acquiring the vehicle's driving mode, wherein the driving mode includes at least one of the following: normal driving mode, comfort driving mode, and sport driving mode; generating a control strategy set based on the driving mode, the control strategy set being used to control the energization state of the coil in the semi-active hydraulic bushing suspension. In this embodiment, a vehicle with a semi-active hydraulic bushing suspension can generate different control strategies according to different driving modes, control the energization state of the coil in the semi-active hydraulic bushing suspension, and adjust the damping and limiting distance of the suspension according to the vehicle's needs under different road conditions. This achieves the adaptability of the vehicle with the semi-active hydraulic bushing suspension in the above embodiment to different road conditions, improves the reliability of the vehicle with the semi-active hydraulic bushing suspension, makes its application scenarios more flexible, and ultimately improves the driver's driving comfort.

[0055] Furthermore, the control strategy set is generated based on the driving mode, including: when the driving mode is determined to be a normal driving mode, obtaining the vehicle's driving speed; when the driving speed is determined to be lower than or equal to a preset speed, generating a first control strategy in the control strategy set, the first control strategy being used to control the coil to be in a de-energized state; after a preset time, when the driving speed is determined to be higher than the preset speed, generating a second control strategy in the control strategy set, the second control strategy being used to control the coil to be in a energized state; and / or when the driving speed is determined to be a comfort driving mode, generating a third control strategy in the control strategy set, the third control strategy being used to control the coil to be in a de-energized state; and / or when the driving speed is determined to be a sport driving mode, generating a fourth control strategy in the control strategy set, the fourth control strategy being used to control the coil to be in a energized state. In this embodiment, a vehicle with a semi-active hydraulic bushing suspension can generate different control strategies according to different driving modes, control the energization state of the coil in the semi-active hydraulic bushing suspension, and adjust the damping and limiting distance of the suspension according to the vehicle's needs under different road conditions. This achieves the adaptability of the active hydraulic bushing suspension to different road conditions in the above embodiment, making the semi-active hydraulic bushing suspension highly reliable and more flexibly applicable to various application scenarios.

[0056] In another embodiment of the invention, when the vehicle is in normal driving mode and the vehicle speed is below 10 km / h, the coil 522 is de-energized, there is no magnetic field, the telescopic body 521 maintains its original length, the magnetorheological fluid exhibits high fluidity, the suspension limit distance linear segment is large, and the damping is low, meeting the NVH performance requirements under start / stop and creep conditions. When the vehicle speed is above 10 km / h, the coil 522 is energized, generating a magnetic field, the telescopic body 521 extends, the magnetorheological fluid exhibits high viscosity, the suspension limit distance linear segment decreases, and the damping is high, meeting the NVH performance requirements under impact conditions. Especially when the vehicle goes over potholes or speed bumps, the problem of electric drive aftershocks is completely solved, and the vehicle has good handling at this time.

[0057] In another embodiment of the present invention, the vehicle is in a comfort driving mode. At this time, the coil 522 is de-energized and there is no magnetic field. The telescopic body 521 maintains its original length, the magnetorheological fluid exhibits high fluidity, the suspension limit distance linear segment is large, the damping is low, and the vehicle has good NVH performance.

[0058] In another embodiment of the invention, when the vehicle is in sport driving mode, the coil 522 is energized, generating a magnetic field. The telescopic body 521 extends, the magnetorheological fluid exhibits high viscosity, the linear segment of the suspension limit distance decreases, the damping is higher, and the vehicle has good handling.

[0059] As can be seen from the above description, the embodiments of the present invention achieve the following technical effects:

[0060] By constructing an upper cavity and a lower cavity between the main spring and the inner wall of the outer tube, placing magnetorheological fluid in the upper and lower cavities, and setting a limiting mechanism in the lower cavity to restrict the main spring from moving toward the side where the limiting mechanism is located, the damping of the suspension is variable and the limiting distance is adjustable. This achieves the technical effect of adjusting the damping and limiting distance of the suspension according to the vehicle's needs under different road conditions, and solves the problem that the existing semi-active suspension has low adaptability to complex road conditions.

[0061] When the core rod moves upward under force, the magnetorheological fluid is squeezed from the upper cavity into the lower cavity through the connecting channel. When the core rod moves downward under force, the magnetorheological fluid is squeezed from the lower cavity into the upper cavity through the connecting channel. When the coil in the telescopic assembly is energized, the magnetorheological fluid exhibits high viscosity due to the magnetic field. When the coil in the telescopic assembly is de-energized, the magnetic field disappears, and the magnetorheological fluid exhibits high fluidity. When the suspension has high damping and a small limit distance, the vehicle has better handling and can better adapt to road impact conditions. When the suspension has low damping and a large limit distance, the vehicle has better NVH performance. This configuration improves the adaptability of the semi-active hydraulic bushing suspension to different road conditions, making it highly reliable and more flexibly applicable to various scenarios.

[0062] A vehicle control method is provided, comprising the following steps: acquiring the vehicle's driving mode, wherein the driving mode includes at least one of the following: normal driving mode, comfort driving mode, and sport driving mode; generating a control strategy set based on the driving mode, the control strategy set being used to control the energization state of the coils in the semi-active hydraulic bushing suspension. Vehicles with semi-active hydraulic bushing suspensions can generate different control strategies according to different driving modes to control the energization state of the coils in the semi-active hydraulic bushing suspensions. The control strategy of the suspension can be adjusted according to actual vehicle requirements. The damping and limiting distance of the suspension are adjusted according to the vehicle requirements under different road conditions, thereby achieving the adaptability of the vehicle with semi-active hydraulic bushing suspensions in the above embodiment to different road conditions, improving the reliability of vehicles with semi-active hydraulic bushing suspensions, making their application scenarios more flexible, and ultimately improving the driver's driving comfort.

[0063] In normal driving mode, when the vehicle speed is below 10 km / h, the coil is de-energized, there is no magnetic field, the telescopic body maintains its original length, the magnetorheological fluid exhibits high fluidity, the suspension limit distance linear segment is large, and the damping is low, meeting the NVH performance requirements under start / stop and creep conditions. When the vehicle speed is above 10 km / h, the coil is energized, generating a magnetic field, the telescopic body extends, the magnetorheological fluid exhibits high viscosity, the suspension limit distance linear segment decreases, and the damping is high, meeting the NVH performance requirements under impact conditions. Especially when the vehicle goes over potholes or speed bumps, the problem of electric drive residual vibration is completely solved, and the vehicle has good handling at this time.

[0064] When the vehicle is in comfort driving mode, the coil is de-energized and there is no magnetic field. The telescopic body maintains its original length, the magnetorheological fluid exhibits high fluidity, the suspension limit distance linear segment is large, the damping is low, and the vehicle has good NVH performance.

[0065] When the vehicle is in Sport driving mode, the coil is energized, generating a magnetic field. The telescopic body extends, the magnetorheological fluid exhibits high viscosity, the linear segment of the suspension limit distance decreases, damping is higher, and the vehicle exhibits good handling.

[0066] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0067] In addition to the above, it should be noted that the terms "one embodiment," "another embodiment," and "embodiment" used in this specification refer to specific features, structures, or characteristics described in connection with that embodiment, which are included in at least one embodiment described in the general description of this application. The appearance of the same expression in multiple places in the specification does not necessarily refer to the same embodiment. Furthermore, when a specific feature, structure, or characteristic is described in connection with any embodiment, the intention is to suggest that implementing such a feature, structure, or characteristic in conjunction with other embodiments also falls within the scope of this invention.

[0068] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0069] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A semi-active hydraulic bushing suspension, characterized by, The utility model relates to a kind of magnetorheological fluid shock absorber, including: Outer tube (10); Main spring (20), the main spring (20) is arranged in the outer tube (10), the inner wall between the main spring (20) and the outer tube (10) is surrounded to form upper cavity (31) and lower cavity (32), and the communication passage (33) for communicating between the upper cavity (31) and the lower cavity (32), the upper cavity (31) and the lower cavity (32) are placed with magnetorheological fluid, the core rod (40) for being connected with power assembly is arranged in the main spring (20); Limiting mechanism (50), the limiting mechanism (50) is arranged in the lower cavity (32), one end of the limiting mechanism (50) is connected with the outer tube (10), the other end of the limiting mechanism (50) is protrudingly arranged towards the axis side of the outer tube (10), the limiting mechanism (50) is used to limit the main spring (20) moves towards the side where the limiting mechanism (50) is located, and at least part of the limiting mechanism (50) towards the length of the side of the outer tube (10) is adjustably arranged; The limiting mechanism (50) includes: lower plate (51), the lower plate (51) is arranged in the lower cavity (32), and the lower plate (51) is connected with the inner surface of the outer tube (10); Telescopic component (52), the first end of the telescopic component (52) is connected with the lower plate (51), and the second end of the telescopic component (52) is extendedly arranged towards the axis side of the outer tube (10); Upper cover (53), the upper cover (53) is connected with the second end of the telescopic component (52), and the telescopic component (52) can drive the upper cover (53) movably arranged; The telescopic component (52) includes: telescopic main body (521), the first end of the telescopic main body (521) is connected with the lower plate (51), and the second end of the telescopic main body (521) is extendedly arranged towards the axis side of the outer tube (10), and the telescopic main body (521) is made of magnetic telescopic material; The telescopic component (52) further includes: coil (522), the coil (522) is arranged along the circumference of the telescopic main body (521), and the coil (522) is located between the lower plate (51) and the upper cover (53), wherein the power supply state of the coil (522) can change the viscosity of the magnetorheological fluid.

2. The semi-active hydraulic bushing suspension of claim 1, wherein, The main spring (20) includes: The main spring body (21) is provided with a first cavity (211) on the first side in the axial direction, and is provided with a second cavity (212) on the second side in the axial direction, and is provided with at least one recess (213) which communicates the first cavity (211) and the second cavity (212) in the circumferential direction of the main spring body (21), the first cavity (211) and the inner wall of the outer tube (10) form the upper cavity (31), the second cavity (212) and the inner wall of the outer tube (10) form the lower cavity (32), and the recess (213) and the inner wall of the outer tube (10) form the communication channel (33).

3. The semi-active hydraulic bushing suspension of claim 2, wherein, At least one main spring reinforcing rib (214) is arranged in the first cavity (211).

4. The semi-active hydrodynamic bushing suspension of claim 3, wherein, A buffer cavity (22) is arranged in the main spring body (21), and the buffer cavity (22) extends along the circumferential direction of the outer tube (10).

5. The semi-active hydraulic bushing suspension of claim 4, wherein, An inner skeleton (11) is arranged in the outer tube (10), and the inner skeleton (11) extends along the circumferential direction of the outer tube (10), and part of the inner skeleton (11) extends into the main spring body (21).

6. The semi-active hydraulic bushing suspension of claim 5, wherein, Part of the inner skeleton (11) is located between the upper cavity (31) and the buffer cavity (22).

7. A vehicle comprising a semi-active hydraulic bushing suspension, characterized in that The semi-active hydraulic bushing suspension is the semi-active hydraulic bushing suspension of any one of claims 1 to 6.

8. A control method of a vehicle for controlling the vehicle according to claim 7, characterized by The control method comprises the following steps: obtaining a driving mode of the vehicle, wherein the driving mode comprises at least one of a normal driving mode, a comfort driving mode and a sport driving mode; generating a control strategy set based on the driving mode, the control strategy set being used to control the state of coil energization in the semi-active hydraulic bushing suspension.

9. The control method according to claim 8, characterized by, Generating the control strategy set based on the driving mode comprises: in the case of determining that the driving mode is the normal driving mode, obtaining a driving speed of the vehicle; in the case of determining that the driving speed is lower than or equal to a preset speed, generating a first control strategy in the control strategy set, the first control strategy being used to control the coil to be in a de-energized state, and in the case of determining that the driving speed is higher than the preset speed after a preset time, generating a second control strategy in the control strategy set, the second control strategy being used to control the coil to be in an energized state; and / or in the case of determining that the driving speed is the comfort driving mode, generating a third control strategy in the control strategy set, the third control strategy being used to control the coil to be in a de-energized state; and / or in the case of determining that the driving speed is the sport driving mode, generating a fourth control strategy in the control strategy set, the fourth control strategy being used to control the coil to be in an energized state.

Images