Semi-active damper and control method

Abstract

The application belongs to the technical field of automobiles and discloses a kind of semi-active shock absorber and control method.A kind of semi-active shock absorber, including shell assembly, push rod assembly and fan assembly, the sliding hole is opened in shell assembly, the fan support is arranged on shell assembly, the first air port is opened in the top of fan support, the second air port is opened in the bottom of fan support, transmission gear set is arranged in shell assembly;Push rod assembly is slidably connected with sliding hole, the lead screw groove is opened in the side wall of push rod assembly, the ball nut that is screwed with lead screw groove is provided with push rod assembly, the ball nut is slidably arranged in sliding hole, the top of ball nut is provided with upper gear, the bottom of ball nut is provided with lower gear;Fan gear of fan assembly is drivingly connected with transmission gear set.The semi-active shock absorber changes traditional shock absorber oil liquid damping into new type of wind damping, and wind damping can accelerate the heat dissipation of shock absorber itself, solve the problem of high oil temperature of traditional shock absorber frequent work.

Description

Technical Field

[0001] This invention relates to the field of automotive technology, and in particular to a semi-active shock absorber and its control method. Background Technology

[0002] Shock absorbers are used to suppress the oscillations caused by the rebound of springs after absorbing vibrations and to absorb impacts from the road surface. They are widely used in automobiles to accelerate the attenuation of vibrations in the chassis and body, thereby improving the ride comfort of the vehicle. When driving over uneven roads, although the absorbing springs can filter out road vibrations, the springs themselves will still have reciprocating motion. Shock absorbers are used to suppress this spring bounce. Most shock absorbers used in automotive suspension systems are hydraulic shock absorbers. Their working principle is that when the vehicle body and axle vibrate and relative motion occurs, the piston inside the shock absorber moves up and down. The oil in the shock absorber chamber repeatedly flows from one chamber to another through different orifices. At this time, the friction between the orifice wall and the oil, as well as the internal friction between oil molecules, creates a damping force on the vibration, converting the vehicle's vibration energy into oil heat energy, which is then absorbed by the shock absorber and dissipated into the atmosphere. With constant factors such as the cross-section of the oil passage, the damping force increases or decreases with the relative speed between the vehicle body and axle and is related to the oil viscosity.

[0003] However, because the damping oil in a hydraulic damper is sealed inside the damper, when the damper operates frequently, the oil inside the damper heats up and dissipates heat slowly, which can easily lead to excessively high internal temperatures, thereby affecting the lifespan of the internal oil, rubber parts, and other components. Summary of the Invention

[0004] The purpose of this invention is to provide a semi-active shock absorber and control method to solve the problems mentioned in the background art.

[0005] To achieve this objective, the present invention adopts the following technical solution:

[0006] A semi-active shock absorber, comprising:

[0007] A housing assembly, wherein a sliding hole is provided inside the housing assembly, a fan blade support is provided on the housing assembly, the fan blade support is provided with a fan blade mounting part, the fan blade mounting part is coaxially arranged with the sliding hole, a first air outlet is provided at the top of the fan blade support, a second air outlet is provided at the bottom of the fan blade support, and a transmission gear set is provided inside the housing assembly;

[0008] A push rod assembly is slidably connected to the sliding hole. A lead screw groove is provided on the side wall of the push rod assembly. A ball nut is fitted onto the push rod assembly and is threaded into the lead screw groove. The ball nut is slidably disposed in the sliding hole. An upper gear is provided at the top of the ball nut, and a lower gear is provided at the bottom of the ball nut. When the push rod assembly slides upward relative to the sliding hole, the upper gear is connected to the transmission gear set. When the push rod assembly slides downward relative to the sliding hole, the lower gear is connected to the transmission gear set.

[0009] The fan blade assembly is disposed within the fan blade support member. A fan blade mounting hole is provided at the rotation center of the fan blade assembly, and the fan blade mounting hole is rotatably connected to the fan blade mounting part. A fan blade gear is provided at the bottom of the fan blade assembly, and the fan blade gear is operatively connected to the transmission gear set. When the push rod assembly slides upward or downward relative to the sliding hole, the fan blade assembly rotates in the same direction.

[0010] Optionally, a first mounting groove and a second mounting groove are formed in the sliding hole; the transmission gear set includes:

[0011] The first meshing gear is disposed in the first mounting groove and can be driven to the upper gear and the fan blade gear.

[0012] The second meshing gear is disposed in the second mounting groove and can be connected to the lower gear for transmission.

[0013] A first transmission gear is disposed within the housing assembly and is connected in a transmission manner to the first meshing gear and the second meshing gear.

[0014] Optionally, a second transmission gear is provided in the first mounting slot, and the second transmission gear meshes with the fan blade gear;

[0015] The first meshing gear is provided with an external gear and an internal gear. The internal gear meshes with the second transmission gear, and the external gear is connected to the first transmission gear in a transmission connection.

[0016] Optionally, the end of the first meshing gear opposite to the external gear is provided with an end face gear, which can mesh with the upper gear.

[0017] Optionally, the first transmission gear includes:

[0018] A connecting shaft, which is rotatably connected to the housing assembly;

[0019] An upper gear is disposed at the top end of the connecting shaft and meshes with the external gear;

[0020] The lower gear is disposed at the bottom end of the connecting shaft and is connected to the second meshing gear in a transmission manner.

[0021] Optionally, a third transmission gear is provided in the second mounting groove, and the third transmission gear meshes with the lower gear;

[0022] The second meshing gear has an end gear at its top end, which can mesh with the lower end gear. The second meshing gear has a shaft gear along its circumference, which meshes with the third transmission gear.

[0023] Optionally, the upper gear is slidably disposed in the first mounting groove, and the lower gear is slidably disposed in the second mounting groove.

[0024] Optionally, the first mounting groove is provided with a first support part, and the rotation center of the first meshing gear is provided with a first gear mounting hole, which is rotatably connected to the first support part.

[0025] The second mounting groove is provided with a second support part, and the rotation center of the second meshing gear is provided with a second gear mounting hole, which is rotatably connected to the second support part.

[0026] Optionally, an installation groove is provided in the sliding hole, and a sliding sleeve is provided in the installation groove. The sliding sleeve is sleeved on the push rod assembly, and the sliding sleeve is slidably connected to the push rod assembly.

[0027] A control method for a semi-active shock absorber includes:

[0028] The air velocity and flow rate at the second air outlet and the rotational speed of the fan blade assembly are detected, and the current damping of the shock absorber is calculated based on the air velocity and flow rate at the second air outlet and the rotational speed of the fan blade assembly.

[0029] Based on the vehicle control mode and the driver's needs, determine whether the current damping needs to be adjusted;

[0030] When it is necessary to adjust the current damping, the airflow velocity of the second air outlet is adjusted according to the target damping value until the current damping reaches the target damping.

[0031] The beneficial effects of this invention are:

[0032] The semi-active shock absorber provided by this invention is installed in the vehicle structure. When the pushrod assembly slides upward relative to the sliding hole, the pushrod assembly first drives the ball nut to move upward. At this time, the upper gear of the ball nut is connected to the transmission gear set, while the lower gear is disconnected from the transmission gear set. After the upper gear of the ball nut is connected to the transmission gear set, the pushrod assembly continues to slide upward relative to the sliding hole. The upward movement of the pushrod assembly will drive the ball nut to rotate clockwise. The upper gear of the ball nut also rotates clockwise. The upper gear transmits the motion to the fan blade gear through the transmission gear set, causing the fan blade gear to rotate counterclockwise. The fan blade gear drives the fan blade assembly to rotate counterclockwise. Under the action of the counterclockwise rotation of the fan blade assembly, air flows from the first air inlet to the second air inlet, and the airflow direction is downward. This reduces the overall downforce on the vehicle. When the pushrod assembly slides downward relative to the sliding hole, it first drives the ball nut downward. At this time, the lower gear of the ball nut is connected to the transmission gear set, while the upper gear is disconnected. After the lower gear of the ball nut is connected to the transmission gear set, the pushrod assembly continues to slide downward relative to the sliding hole. The downward movement of the pushrod assembly will drive the ball nut to rotate counterclockwise. The lower gear of the ball nut also rotates counterclockwise. The lower gear transmits the motion to the fan blade gear through the transmission gear set, causing the fan blade gear to rotate counterclockwise. The fan blade gear drives the fan blade assembly to rotate counterclockwise. Under the action of the counterclockwise rotation of the fan blade assembly, air flows from the first air inlet to the second air inlet. The airflow direction is downward, which reduces the overall downforce on the vehicle. This semi-active shock absorber replaces the traditional hydraulic damping of the shock absorber with a new type of wind-driven damping. Wind-driven damping can accelerate the heat dissipation of the shock absorber itself, solving the problem of excessive oil temperature caused by frequent operation of traditional shock absorbers. Attached Figure Description

[0033] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments of the present invention will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the content of the embodiments of the present invention and these drawings without creative effort.

[0034] Figure 1 This is a schematic diagram of the semi-active shock absorber provided by the present invention;

[0035] Figure 2 This is a cross-sectional view of the semi-active shock absorber provided by the present invention;

[0036] Figure 3 This is a schematic diagram of the housing assembly in this invention;

[0037] Figure 4 This is a schematic diagram of the structure of the first meshing gear in this invention;

[0038] Figure 5 This is a schematic diagram of the structure of the second meshing gear in this invention;

[0039] Figure 6 This is a schematic diagram of the structure of the first transmission gear in this invention;

[0040] Figure 7 This is a schematic diagram of the push rod assembly in this invention;

[0041] Figure 8 This is a schematic diagram of the ball nut structure in this invention;

[0042] Figure 9 This is a schematic diagram of the fan blade assembly in this invention;

[0043] Figure 10 This is a schematic diagram of the push rod assembly sliding upward relative to the sliding hole in this invention;

[0044] Figure 11 This is a schematic diagram of the push rod assembly sliding downward relative to the sliding hole in this invention;

[0045] Figure 12 This is a schematic diagram of the semi-active shock absorber provided by the present invention installed in a vehicle.

[0046] Figure 13 This is a flowchart illustrating the control method for the semi-active shock absorber provided by the present invention.

[0047] In the picture:

[0048] 10. Air duct assembly; 11. Air outlet; 12. Air duct inlet; 13. Air duct siphon; 14. Control valve; 20. Body;

[0049] 100. Housing assembly; 110. Sliding hole; 111. First mounting groove; 111a. First support part; 111b. Annular hole; 112. Second mounting groove; 112a. Second support part; 113. Mounting annular groove; 114. Sliding sleeve; 120. Fan blade support; 121. Fan blade mounting part; 122. First air outlet; 123. Second air outlet; 130. Transmission gear set; 131. First meshing gear; 131a. External gear; 131b. Internal gear; 131c. End face gear; 131d. First gear mounting hole; 132. Second... Meshing gear; 132a, end gear; 132b, shaft gear; 132c, second gear mounting hole; 133, first transmission gear; 133a, connecting shaft; 133b, upper gear; 133c, lower gear; 134, second transmission gear; 135, third transmission gear; 140, housing connection part; 200, push rod assembly; 210, lead screw groove; 220, ball nut; 221, upper end gear; 222, lower end gear; 230, push rod connection part; 300, fan blade assembly; 310, fan blade mounting hole; 320, fan blade gear. Detailed Implementation

[0050] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, the accompanying drawings show only the parts relevant to the present invention, and not all of the structures.

[0051] In the description of this invention, unless otherwise explicitly specified and limited, the terms "connected," "linked," and "fixed" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; 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 of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0052] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0053] In the description of this embodiment, the terms "upper," "lower," "left," and "right," etc., refer to the orientation or positional relationship shown in the accompanying drawings. They are used only for ease of description and simplification of operation, 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. Therefore, they should not be construed as limitations on the present invention. In addition, the terms "first" and "second" are used only for distinction in description and have no special meaning.

[0054] Embodiments of the present invention are described in detail below. Examples of these embodiments are illustrated in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the present invention, and should not be construed as limiting the present invention.

[0055] like Figures 1 to 12 As shown, the present invention provides a semi-active shock absorber, including a housing assembly 100, a push rod assembly 200, and a fan blade assembly 300. The housing assembly 100 has a sliding hole 110, a fan blade support 120, a fan blade mounting part 121, and a fan blade mounting part 121 coaxially with the sliding hole 110. A first air vent 122 is located at the top of the fan blade support 120, and a second air vent 123 is located at the bottom of the fan blade support 120. A transmission gear set 130 is located within the housing assembly 100. A push rod assembly 200 is slidably connected to the sliding hole 110. A lead screw groove 210 is located on the side wall of the push rod assembly 200. A ball nut 220 is fitted onto the push rod assembly 200, threadedly engaging with the lead screw groove 210. The ball nut 220 is slidably disposed within the sliding hole 110, and an upper gear is located at the top of the ball nut 220. 221. A lower gear 222 is provided at the bottom of the ball nut 220. When the push rod assembly 200 slides upward relative to the sliding hole 110, the upper gear 221 is connected to the transmission gear set 130. When the push rod assembly 200 slides downward relative to the sliding hole 110, the lower gear 222 is connected to the transmission gear set 130. The fan blade assembly 300 is located inside the fan blade support 120. A fan blade mounting hole 310 is provided at the rotation center of the fan blade assembly 300. The fan blade mounting hole 310 is rotatably connected to the fan blade mounting part 121. A fan blade gear 320 is provided at the bottom of the fan blade assembly 300. The fan blade gear 320 is connected to the transmission gear set 130. When the push rod assembly 200 slides upward or downward relative to the sliding hole 110, the fan blade assembly 300 rotates in the same direction.

[0056] The semi-active shock absorber provided by this invention is installed in the vehicle structure. When the push rod assembly 200 slides upward relative to the sliding hole 110, the push rod assembly 200 first drives the ball nut 220 to move upward. At this time, the upper gear 221 of the ball nut 220 is connected to the transmission gear set 130, and the lower gear 222 is disconnected from the transmission gear set 130. After the upper gear 221 of the ball nut 220 is connected to the transmission gear set 130, the push rod assembly 200 will continue to slide upward relative to the sliding hole 110. The upward motion will cause the ball nut 220 to rotate clockwise, and the upper gear 221 of the ball nut 220 will also rotate clockwise. The upper gear 221 transmits the motion to the fan blade gear 320 through the transmission gear set 130, causing the fan blade gear 320 to rotate counterclockwise. The fan blade gear 320 drives the fan blade assembly 300 to rotate counterclockwise. Under the action of the counterclockwise rotation of the fan blade assembly 300, air flows from the first air outlet 122 to the second air outlet 123. The airflow direction is downward, which reduces the downforce of the entire vehicle and improves the fuel efficiency of the entire vehicle. For economic efficiency or the range of pure electric vehicles; when the push rod assembly 200 slides downward relative to the sliding hole 110, the push rod assembly 200 first drives the ball nut 220 to move downward. At this time, the lower gear 222 of the ball nut 220 is connected to the transmission gear set 130, and the upper gear 221 is disconnected from the transmission gear set 130. After the lower gear 222 of the ball nut 220 is connected to the transmission gear set 130, the push rod assembly 200 will continue to slide downward relative to the sliding hole 110. The downward movement of the push rod assembly 200 will drive the ball nut The ball bearing nut 220 rotates counterclockwise, and the lower gear 222 of the ball bearing nut 220 also rotates counterclockwise. The lower gear 222 transmits the motion to the fan blade gear 320 through the transmission gear set 130, causing the fan blade gear 320 to rotate counterclockwise. The fan blade gear 320 drives the fan blade assembly 300 to rotate counterclockwise. Under the action of the counterclockwise rotation of the fan blade assembly 300, air flows from the first air inlet 122 to the second air inlet 123. The airflow direction is downward, which reduces the downforce of the entire vehicle and improves the fuel economy of the vehicle or the range of pure electric vehicles. This semi-active shock absorber replaces the traditional hydraulic damping of the shock absorber with a new type of wind-driven damping. Wind-driven damping can accelerate the heat dissipation of the shock absorber itself and solve the problem of excessive oil temperature caused by frequent operation of traditional shock absorbers.

[0057] Of course, in other embodiments, the fan blades of the fan blade assembly 300 can also be reversed so that when the fan blade assembly 300 rotates counterclockwise, air flows from the second air inlet 123 to the first air inlet 122. The airflow direction is upward, which increases the downforce of the whole vehicle, thereby making fuller use of power and tires and achieving better handling effect. Alternatively, the lead screw groove 210 of the push rod assembly 200 can be reversed, so that when the push rod assembly 200 slides upward relative to the sliding hole 110, the push rod assembly 200 drives the ball nut 220 to rotate counterclockwise. The upper gear 221 of the ball nut 220 also rotates counterclockwise. The upper gear 221 transmits the motion to the fan blade gear 320 through the transmission gear set 130, causing the fan blade gear 320 to rotate clockwise. The fan blade gear 320 drives the fan blade assembly 300 to rotate clockwise. Under the action of the clockwise rotation of the fan blade assembly 300, air flows from the second air outlet 123 to the first air outlet 122. The airflow direction is upward, increasing the downforce of the entire vehicle, thereby making fuller use of power. The push rod assembly 200 slides downward relative to the sliding hole 110, causing the ball nut 220 to rotate clockwise. The lower gear 222 of the ball nut 220 also rotates clockwise. The lower gear 222 transmits the motion to the fan blade gear 320 through the transmission gear set 130, causing the fan blade gear 320 to rotate clockwise. The fan blade gear 320 drives the fan blade assembly 300 to rotate clockwise. Under the action of the clockwise rotation of the fan blade assembly 300, air flows from the second air vent 123 to the first air vent 122. The air flow direction is upward, increasing the downforce of the whole vehicle, thereby making fuller use of power and tires and achieving better handling.

[0058] In some embodiments, a first mounting groove 111 and a second mounting groove 112 are provided in the sliding hole 110; the transmission gear set 130 includes a first meshing gear 131, a second meshing gear 132 and a first transmission gear 133. The first meshing gear 131 is disposed in the first mounting groove 111 and can be drivenly connected to the upper gear 221 and the fan blade gear 320; the second meshing gear 132 is disposed in the second mounting groove 112 and can be drivenly connected to the lower gear 222; the first transmission gear 133 is disposed in the housing assembly 100 and can be drivenly connected to the first meshing gear 131 and the second meshing gear 132. When the upper gear 221 of the ball nut 220 rotates clockwise, the upper gear 221 drives the first meshing gear 131 to rotate clockwise; when the lower gear 222 of the ball nut 220 rotates counterclockwise, the lower gear 222 drives the second meshing gear 132 to rotate counterclockwise.

[0059] In some specific embodiments, a second transmission gear 134 is disposed in the first mounting groove 111, and the second transmission gear 134 meshes with the fan blade gear 320; the first meshing gear 131 is provided with an external gear 131a and an internal gear 131b, the internal gear 131b meshes with the second transmission gear 134, and the external gear 131a is connected to the first transmission gear 133 in a transmission connection. When the upper gear 221 of the ball nut 220 rotates clockwise, the upper gear 221 drives the first meshing gear 131 to rotate clockwise in the first mounting groove 111, and the first meshing gear 131 drives the second transmission gear 134 to rotate clockwise in the first mounting groove 111 through the internal gear 131b, and the second transmission gear 134 drives the fan blade gear 320 to rotate counterclockwise. As a preferred embodiment, the first mounting groove 111 has an annular hole 111b, through which the fan blade gear 320 passes and meshes with the second transmission gear 134.

[0060] Optionally, the end of the first meshing gear 131 facing away from the external gear 131a is provided with an end face gear 131c, which can mesh with the upper gear 221. With the above structure, when the push rod assembly 200 slides upward relative to the sliding hole 110, the push rod assembly 200 first drives the ball nut 220 to move upward. At this time, the upper gear 221 of the ball nut 220 meshes with the end face gear 131c. When the push rod assembly 200 slides downward relative to the sliding hole 110, the push rod assembly 200 first drives the ball nut 220 to move downward. At this time, the upper gear 221 of the ball nut 220 disengages from the end face gear 131c.

[0061] In some embodiments, the first transmission gear 133 includes a connecting shaft 133a, an upper gear 133b, and a lower gear 133c. The connecting shaft 133a is rotatably connected to the housing assembly 100. The upper gear 133b is disposed at the top end of the connecting shaft 133a and meshes with the external gear 131a. The lower gear 133c is disposed at the bottom end of the connecting shaft 133a and is drively connected to the second meshing gear 132. When the lower gear 222 of the ball nut 220 rotates counterclockwise, the lower gear 222 drives the second meshing gear 132 to rotate counterclockwise. The second meshing gear 132 drives the lower gear 133c to rotate counterclockwise. The lower gear 133c drives the connecting shaft 133a to rotate counterclockwise, which in turn drives the upper gear 133b to rotate counterclockwise. The upper gear 133b drives the outer gear 131a to rotate clockwise. At this time, the first meshing gear 131 rotates clockwise in the first mounting groove 111. The first meshing gear 131 drives the second transmission gear 134 to rotate clockwise in the first mounting groove 111 through the inner gear 131b. The second transmission gear 134 drives the fan blade gear 320 to rotate counterclockwise.

[0062] Optionally, a third transmission gear 135 is provided in the second mounting groove 112, and the third transmission gear 135 meshes with the lower gear 133c; an end gear 132a is provided at the top of the second meshing gear 132, and the end gear 132a can mesh with the lower end gear 222; a shaft gear 132b is provided circumferentially along the second meshing gear 132, and the shaft gear 132b meshes with the third transmission gear 135. With the above structure, when the push rod assembly 200 slides upward relative to the sliding hole 110, the push rod assembly 200 first drives the ball nut 220 to move upward. At this time, the lower end gear 222 of the ball nut 220 disengages from meshing with the end gear 132a. When the push rod assembly 200 slides downward relative to the sliding hole 110, the push rod assembly 200 first drives the ball nut 220 to move downward. At this time, the lower end gear 222 of the ball nut 220 meshes with the end gear 132a. When the lower gear 222 of the ball nut 220 rotates counterclockwise, the lower gear 222 drives the end gear 132a to rotate counterclockwise, thereby realizing the second meshing gear 132 rotating counterclockwise. The second meshing gear 132 drives the third transmission gear 135 to rotate clockwise in the second mounting groove 112 through the shaft gear 132b. The third transmission gear 135 drives the lower gear 133c to rotate counterclockwise.

[0063] In some embodiments, the upper gear 221 is slidably disposed in the first mounting groove 111, and the lower gear 222 is slidably disposed in the second mounting groove 112. With the above structure, when the push rod assembly 200 slides upward relative to the sliding hole 110, the push rod assembly 200 first drives the ball nut 220 to move upward. At this time, the upper gear 221 of the ball nut 220 moves upward relative to the first mounting groove 111, and the upper gear 221 is connected to the first meshing gear 131. The lower gear 222 of the ball nut 220 moves upward relative to the second mounting groove 112, and the lower gear 222 is disconnected from the second meshing gear 132. When the push rod assembly 200 slides downward relative to the sliding hole 110, the push rod assembly 200 first drives the ball nut 220 to move downward. At this time, the upper gear 221 of the ball nut 220 moves downward relative to the first mounting groove 111, and the lower gear 222 is disconnected from the first meshing gear 131. The lower gear 222 of the ball nut 220 moves downward relative to the second mounting groove 112, and the lower gear 222 is connected to the second meshing gear 132.

[0064] The first mounting groove 111 is provided with a first support part 111a. The rotation center of the first meshing gear 131 is provided with a first gear mounting hole 131d, which is rotatably connected to the first support part 111a. The first support part 111a is used to support the first meshing gear 131 and ensure the stability of the first meshing gear 131 when rotating. The second mounting groove 112 is provided with a second support part 112a. The rotation center of the second meshing gear 132 is provided with a second gear mounting hole 132c, which is rotatably connected to the second support part 112a. The second support part 112a is used to support the second meshing gear 132 and ensure the stability of the second meshing gear 132 when rotating.

[0065] In some embodiments, a mounting annular groove 113 is formed in the sliding hole 110, and a sliding sleeve 114 is disposed in the mounting annular groove 113. The sliding sleeve 114 is sleeved on the push rod assembly 200, and the sliding sleeve 114 is slidably connected to the push rod assembly 200. The push rod assembly 200 slides up and down relative to the sliding hole 110 through the sliding sleeve 114. A push rod connecting part 230 is provided at the end of the push rod assembly 200 away from the housing assembly 100, and a housing connecting part 140 is provided at the end of the housing assembly 100 away from the push rod assembly 200. The push rod connecting part 230 and the housing connecting part 140 are used to connect to the vehicle structure.

[0066] The working principle of the semi-active shock absorber provided by this invention is as follows:

[0067] When the semi-active damper is stretched, the push rod assembly 200 slides upward relative to the sliding hole 110. The push rod assembly 200 first drives the ball nut 220 upward. At this time, the upper gear 221 of the ball nut 220 meshes with the end gear 131c. The first meshing gear 131 axially limits the upper gear 221, preventing the ball nut 220 from moving further upward. Then, the push rod assembly 200 continues to slide upward relative to the sliding hole 110. The upward movement of the push rod assembly 200 will drive the ball nut 220 to rotate clockwise. The upper gear 221 of the ball nut 220 also rotates clockwise, driving the end gear 131c to rotate clockwise. The end gear 131c then drives the first meshing gear 131c to rotate clockwise. 1. The first gear is rotated clockwise in the first mounting groove 111, and the first gear mounting hole 131d rotates clockwise relative to the first support part 111a. At this time, the first meshing gear 131 drives the second transmission gear 134 to rotate clockwise in the first mounting groove 111 through the internal gear 131b. The second transmission gear 134 drives the fan blade gear 320 to rotate counterclockwise. The fan blade gear 320 drives the fan blade assembly 300 to rotate counterclockwise. Under the action of the counterclockwise rotation of the fan blade assembly 300, the air flows from the first air outlet 122 to the second air outlet 123. The air flow direction is downward, which reduces the downforce of the whole vehicle. During this process, the first transmission gear 133, the third transmission gear 135 and the second meshing gear 132 are in an idle state.

[0068] When the semi-active damper retracts, the push rod assembly 200 slides downward relative to the sliding hole 110. The push rod assembly 200 first drives the ball nut 220 downward. At this time, the lower gear 222 of the ball nut 220 meshes with the end gear 132a. The second meshing gear 132 axially limits the lower gear 222, preventing the ball nut 220 from moving further downward. Then, the push rod assembly 200 continues to slide downward relative to the sliding hole 110. The downward movement of the push rod assembly 200 will drive the ball nut 220 to rotate counterclockwise. The lower gear 222 of the ball nut 220 also rotates counterclockwise, driving the end gear 132a to rotate counterclockwise. The end gear 132a drives the second meshing gear 132 to rotate counterclockwise within the second mounting groove 112. The second gear mounting hole 132c rotates counterclockwise relative to the second support part 112a. At this time, the second meshing gear 132... The shaft gear 132b drives the third transmission gear 135 to rotate clockwise in the second mounting groove 112. The third transmission gear 135 drives the lower gear 133c to rotate counterclockwise. The lower gear 133c drives the connecting shaft 133a to rotate counterclockwise, which in turn drives the upper gear 133b to rotate counterclockwise. The upper gear 133b drives the outer gear 131a to rotate clockwise. At this time, the first meshing gear 131 rotates clockwise in the first mounting groove 111. The first meshing gear 131 drives the second transmission gear 134 to rotate clockwise in the first mounting groove 111 through the inner gear 131b. The second transmission gear 134 drives the fan blade gear 320 to rotate counterclockwise. The fan blade gear 320 drives the fan blade assembly 300 to rotate counterclockwise. Under the action of the counterclockwise rotation of the fan blade assembly 300, air flows from the first air outlet 122 to the second air outlet 123. The air flow direction is downward, which reduces the downforce of the whole vehicle.

[0069] When the semi-active shock absorber provided by this invention is installed in a vehicle, the first air vent 122 is connected to the air outlet 11 of the air duct assembly 10, and the air inlet 12 of the air duct assembly 10 faces the front of the vehicle. This allows air in front of the vehicle to enter the air duct assembly 10 through the air inlet 12 when the vehicle is in motion. The air siphon 13 of the air duct assembly 10 is angled rearward and directed towards the surface of the vehicle body 20 where airflow is high. According to aerodynamic principles, the airflow velocity on the upper surface of the vehicle body 20 is greater than that on the bottom surface, similar to the wing of an airplane. The surface of the vehicle body 20 can... Select the hood so that the air pressure at the duct siphon 13 is lower than the air pressure at the first air inlet 122 when the fan assembly 300 is not working when the vehicle is in motion. A control valve 14 is installed at the intersection of the air outlet 11, the air inlet 12, and the duct siphon 13 on the duct assembly 10. The control valve 14 is used to control the connection status and opening of the air outlet 11, the air inlet 12, and the duct siphon 13. When the air outlet 11, the air inlet 12, and the duct siphon 13 are in the connected state, the semi-active shock absorber is in basic damping control.

[0070] like Figure 13 As shown and see Figures 1 to 12 The present invention also provides a control method for a semi-active shock absorber, comprising:

[0071] S1. Detect the air velocity and flow rate of the second air outlet 123 and the rotation speed of the fan blade assembly 300, and calculate the current damping of the shock absorber based on the air velocity and flow rate of the second air outlet 123 and the rotation speed of the fan blade assembly 300.

[0072] S2. Determine whether the current damping needs to be adjusted based on the vehicle control mode and the driver's needs;

[0073] S3. When it is necessary to adjust the current damping, adjust the airflow rate of the second air outlet 123 according to the target damping value until the current damping reaches the target damping.

[0074] Specifically, in step S3, when it is necessary to adjust the current damping, it is necessary to further determine whether the current damping needs to be reduced based on the target damping value. When it is necessary to reduce the current damping, the control valve 14 closes the duct siphon 13. The air entering from the duct inlet 12 will enter the first air outlet 122 through the outlet 11. After passing through the first air outlet 122, the air is blown out from the second air outlet 123. This is beneficial to the rotation of the fan blade assembly 300, so the resistance to the rotation of the fan blade assembly 300 is reduced. The value of the current damping reduction can be achieved by adjusting the opening of the control valve 14 after detecting the air velocity and flow rate of the second air outlet 123. Adjusting the opening of the control valve 14 adjusts the air velocity and flow rate of the second air outlet 123 until the current damping reaches the target damping. Of course, in other embodiments, the value of the current damping reduction can also be achieved by adjusting the opening of the control valve 14 after detecting the air velocity and flow rate of the duct inlet 12 or the first air outlet 122.

[0075] In step S3, when it is necessary to adjust the current damping, it is necessary to further determine whether the current damping needs to be reduced based on the target damping value. If it is not necessary to reduce the current damping, then the current damping needs to be increased. The control valve 14 is then closed to close the air inlet 12 of the air duct. Because the pressure at the air duct siphon 13 is lower than the air pressure at the first air outlet 122, air will flow from the first air outlet 122 through the air outlet 11 to the air duct siphon 13. Therefore, the resistance to the rotation of the fan blade assembly 300 is increased. The increase in the current damping value can be achieved by detecting the air velocity and flow rate at the first air outlet 122 and then adjusting the opening of the control valve 14. Adjusting the opening of the control valve 14 adjusts the air velocity and flow rate at the first air outlet 122 until the current damping reaches the target damping. Of course, in other embodiments, the increase in the current damping value can also be achieved by detecting the air velocity and flow rate at the air duct siphon 13 or the first air outlet 122 and then adjusting the opening of the control valve 14.

[0076] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the implementation of the present invention. Those skilled in the art will be able to make various obvious changes, readjustments, and substitutions without departing from the scope of protection of the present invention. It is neither necessary nor possible to exhaustively describe all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the claims of the present invention.

Claims

1. A semi-active shock absorber, characterized in that, include: A housing assembly, wherein a sliding hole is provided inside the housing assembly, a fan blade support is provided on the housing assembly, the fan blade support is provided with a fan blade mounting part, the fan blade mounting part is coaxially arranged with the sliding hole, a first air outlet is provided at the top of the fan blade support, a second air outlet is provided at the bottom of the fan blade support, and a transmission gear set is provided inside the housing assembly; A push rod assembly is slidably connected to the sliding hole. A lead screw groove is provided on the side wall of the push rod assembly. A ball nut is fitted onto the push rod assembly and is threaded into the lead screw groove. The ball nut is slidably disposed in the sliding hole. An upper gear is provided at the top of the ball nut, and a lower gear is provided at the bottom of the ball nut. When the push rod assembly slides upward relative to the sliding hole, the upper gear is connected to the transmission gear set. When the push rod assembly slides downward relative to the sliding hole, the lower gear is connected to the transmission gear set. The fan blade assembly is disposed within the fan blade support member. A fan blade mounting hole is provided at the rotation center of the fan blade assembly, and the fan blade mounting hole is rotatably connected to the fan blade mounting part. A fan blade gear is provided at the bottom of the fan blade assembly, and the fan blade gear is operatively connected to the transmission gear set. When the push rod assembly slides upward or downward relative to the sliding hole, the fan blade assembly rotates in the same direction.

2. The semi-active shock absorber according to claim 1, characterized in that, The sliding hole is provided with a first mounting groove and a second mounting groove; the transmission gear set includes: The first meshing gear is disposed in the first mounting groove and can be driven to the upper gear and the fan blade gear. The second meshing gear is disposed in the second mounting groove and can be connected to the lower gear for transmission. A first transmission gear is disposed within the housing assembly and is connected in a transmission manner to the first meshing gear and the second meshing gear.

3. The semi-active shock absorber according to claim 2, characterized in that, A second transmission gear is provided in the first mounting slot, and the second transmission gear meshes with the fan blade gear; The first meshing gear is provided with an external gear and an internal gear. The internal gear meshes with the second transmission gear, and the external gear is connected to the first transmission gear in a transmission connection.

4. The semi-active shock absorber according to claim 3, characterized in that, The end of the first meshing gear opposite to the external gear is provided with an end face gear, which can mesh with the upper gear.

5. The semi-active shock absorber according to claim 3, characterized in that, The first transmission gear includes: A connecting shaft, which is rotatably connected to the housing assembly; An upper gear is disposed at the top end of the connecting shaft and meshes with the external gear; The lower gear is disposed at the bottom end of the connecting shaft and is connected to the second meshing gear in a transmission manner.

6. The semi-active shock absorber according to claim 5, characterized in that, A third transmission gear is provided in the second mounting slot, and the third transmission gear meshes with the lower gear; The second meshing gear has an end gear at its top end, which can mesh with the lower end gear. The second meshing gear has a shaft gear along its circumference, which meshes with the third transmission gear.

7. The semi-active shock absorber according to claim 2, characterized in that, The upper gear is slidably disposed in the first mounting groove, and the lower gear is slidably disposed in the second mounting groove.

8. The semi-active shock absorber according to claim 2, characterized in that, The first mounting groove is provided with a first support part, and the rotation center of the first meshing gear is provided with a first gear mounting hole, which is rotatably connected to the first support part. The second mounting groove is provided with a second support part, and the rotation center of the second meshing gear is provided with a second gear mounting hole, which is rotatably connected to the second support part.

9. The semi-active shock absorber according to any one of claims 1-8, characterized in that, An installation ring groove is provided in the sliding hole, and a sliding sleeve is provided in the installation ring groove. The sliding sleeve is sleeved on the push rod assembly, and the sliding sleeve is slidably connected to the push rod assembly.

10. A control method for a semi-active damper based on any one of claims 1 to 9, characterized in that, include: The air velocity and flow rate at the second air outlet and the rotational speed of the fan blade assembly are detected, and the current damping of the shock absorber is calculated based on the air velocity and flow rate at the second air outlet and the rotational speed of the fan blade assembly. Based on the vehicle control mode and the driver's needs, determine whether the current damping needs to be adjusted; When it is necessary to adjust the current damping, the airflow velocity of the second air outlet is adjusted according to the target damping value until the current damping reaches the target damping.

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