A double wishbone active front suspension system and control method integrating regenerative and active roll functions

Abstract

This invention discloses a double wishbone active front suspension system and control method that integrates energy recovery and active roll functions, relating to the field of vehicle component technology. The system includes: a steering knuckle; a hub motor assembly; upper and lower control arms; a stabilizer bar; an electromagnetic clutch; an air spring; and a dual-motor shock absorber. The dual-motor shock absorber comprises: upper and lower shock absorber housings; upper and lower bearing assemblies; a linear guide rod; a ball screw assembly, wherein the ball nuts are fixed to the lower shock absorber housing, and the two ends of the screw are supported by the upper and lower bearing assemblies; a linear motor, with the primary stage fixed to the lower shock absorber housing and the secondary stage connected to the lower bearing assembly; and a rotary motor, with the stator fixed to the upper shock absorber housing and the rotor fixed to the upper end of the screw. This invention utilizes the dual-motor shock absorber, air spring, and electromagnetic clutch mounted on the stabilizer bar to achieve active adjustment of suspension stiffness and damping, recovery and utilization of suspension vibration energy, and active roll function under specific operating conditions.

Description

Technical Field

[0001] This invention relates to the field of electric wheel drive vehicle suspension, and particularly to a double wishbone active front suspension system and control method that integrates energy feeding and active roll functions. Background Technology

[0002] With the increasing popularity of electric vehicles, electric chassis technology is facing unprecedented opportunities. As electric wheel-driven vehicles are abandoning the long path of traditional vehicles, where power travels from the engine through the transmission system to the wheels, they are instead driven by wheel-side motors directly or through simple gear shifting. This results in a significant increase in the unsprung mass of the suspension and a decrease in ride comfort. Therefore, it is necessary to develop suspension systems that are more suitable for electric wheel-driven vehicles. Due to the diverse driving conditions of vehicles, the suspension needs to have the ability to actively adjust stiffness and damping.

[0003] With the depletion of fossil fuels and the increasing severity of the greenhouse effect, energy conservation in automobiles is urgently needed. To better achieve energy conservation in automobiles, in addition to traditional methods of reducing vehicle energy consumption, new methods of recovering dissipated energy from vehicles can be adopted. Because the road surface is uneven, the car wheels vibrate continuously during driving. In order to improve the comfort of the driver and passengers, it is necessary to ensure the smoothness of the vehicle's ride as much as possible. For traditional mechanical suspension, this contradiction leads to the energy of vehicle vibration being dissipated as heat. Therefore, it is possible to consider using energy-recovering shock absorbers to recover this energy. However, current energy-recovering shock absorbers generally have problems such as insufficient energy recovery efficiency, large shock absorber size, and lack of failure protection measures.

[0004] Current traditional suspension systems primarily improve vehicle roll characteristics under lateral acceleration by increasing suspension stiffness or adding stabilizer bars. However, this traditional approach cannot simultaneously achieve both ride comfort and roll control. Furthermore, even vehicles without roll stiffness only show a 10% increase in the roll threshold compared to vehicles considering tire and suspension roll stiffness. Therefore, traditional roll control methods offer very limited control over roll during cornering. Modern control theory proposes anti-rolling the vehicle in advance during cornering or other lateral force applications, similar to the leaning motion before a motorcycle enters a curve. This reduces the roll moment caused by gravity during cornering and partially counteracts the moment caused by centrifugal force, while also reducing lateral load transfer, significantly improving ride comfort, handling stability, and speed during cornering. This requires the suspension to have active roll capability to ensure roll control before the vehicle enters a corner.

[0005] Designing these three requirements individually would significantly increase the size and weight of the suspension. Therefore, it is necessary to develop an integrated suspension system that combines active control, energy recovery, and active roll functions. Summary of the Invention

[0006] To address the issue of excessive unsprung mass in electric wheel-driven vehicles affecting ride comfort, and to integrate energy recovery and active roll functions, this invention provides a double wishbone active front suspension system that combines energy recovery and active roll functions. This invention utilizes a dual-motor shock absorber, air springs, and an electromagnetic clutch mounted on a stabilizer bar to achieve active adjustment of suspension stiffness and damping, recovery and utilization of suspension vibration energy, and active roll function under specific operating conditions.

[0007] Furthermore, the present invention also provides a control method for the double wishbone active front suspension system with the aforementioned energy feeding and active roll functions, which achieves active control of the suspension through air springs and dual-motor shock absorbers; recovers suspension vibration energy through dual-motor shock absorbers; and achieves active roll by adjusting the air springs and electromagnetic clutch in conjunction with the dual-motor shock absorbers to provide active driving power.

[0008] The technical solution provided by this invention is: a double wishbone active front suspension system that integrates energy feeding and active roll functions, characterized in that:

[0009] Steering knuckle, which has upper and lower control arms and tie rod control arms;

[0010] The hub motor assembly is embedded in the center through hole of the steering knuckle and connected by bolts;

[0011] The upper and lower control arms are connected to the upper and lower support arms of the steering knuckle via ball joint pins, forming a kingpin;

[0012] The stabilizer bar is broken in the middle and connected to the steering knuckle tie rod arms on the left and right sides via stabilizer bar tie rods.

[0013] The electromagnetic clutch is connected to both sides of the middle break of the lateral stabilizer bar via a coupling and a key.

[0014] The air spring is bolted to the lower control arm boss via the air spring base.

[0015] A dual-motor vibration damper, connected to the lower control arm via a pin shaft, includes:

[0016] The upper and lower shock absorber housings are connected to the vehicle body and the lower control arm respectively via ball joint pins and pin shafts;

[0017] Upper and lower bearing assemblies, wherein the upper bearing assembly is fixed to the upper shock absorber housing;

[0018] A ball screw assembly, wherein the ball nut is fixed to the housing of the lower shock absorber, and the upper and lower ends of the screw are supported by upper and lower bearing assemblies;

[0019] The primary winding of the linear motor is fixed to the housing of the lower shock absorber, and the secondary winding is connected to the lower bearing assembly via a pin.

[0020] A rotary motor, the stator of which is fixed to the housing of the upper vibration damper, and the rotor is connected to the upper end of the lead screw via a key;

[0021] The linear guide rod is fixed to the upper shock absorber housing and passes through the lower shock absorber housing to ensure linear motion between the upper and lower shock absorber housings.

[0022] Preferably, the steering knuckle is characterized in that:

[0023] The steering knuckle is a high-arc type steering knuckle. The line connecting the ball pin centers determined by the upper and lower control arm ball pin seats is the virtual kingpin. The upper control arm extends inward and upward to ensure that the suspension still has reasonable kingpin positioning parameters and kingpin offset distance under the condition of wheel hub motor drive without motion interference.

[0024] The front side of the steering knuckle is designed with a lug for connecting the brake caliper;

[0025] The rear side of the steering knuckle is designed with a steering tie rod support arm that connects to the steering tie rod;

[0026] A tie rod boss is designed between the upper control arm and the tie rod control arm of the steering knuckle to connect the tie rod of the lateral stabilizer bar.

[0027] Preferably, the lower control arm is characterized in that:

[0028] The lower control arm is an A-type arm, consisting of two cross swing arms and one horizontal arm;

[0029] The lower control arm has a boss at the intersection of the horizontal arm and the swing arm that contacts the air spring base and a threaded hole for connecting to the air spring base.

[0030] The lower control arm crossarm is designed with pin lugs and pin holes for connection with the dual motor vibration damper;

[0031] The lower control arm double swing arm intersection is designed with a ball joint seat that connects to the lower ball joint pin of the steering knuckle.

[0032] Preferably, the upper control arm is characterized in that:

[0033] The upper control arm is a fork-shaped arm composed of two intersecting swing arms;

[0034] The upper control arm and double control arm intersection is designed with a ball joint seat that connects to the ball joint pin on the steering knuckle.

[0035] The cross arms shown in the upper control arm can ensure that the dual-motor vibration damper can pass through normally without collision.

[0036] Preferably, the electromagnetic clutch is characterized in that:

[0037] The electromagnetic clutch is a normally closed clutch. When energized, it disengages the stabilizer bar to facilitate active roll; when de-energized, it engages the stabilizer bar to reduce energy consumption and ensure vehicle roll stiffness.

[0038] Preferably, the lower bearing assembly in the dual-motor vibration damper includes:

[0039] The lower double-row angular contact ball bearing has its inner ring mounted on the lower end of the lead screw, and its inner end is axially limited by the lead screw shoulder.

[0040] The lower locking nut is installed at the lowest end of the lead screw to fix the inner end of the lower double-row angular contact ball bearing;

[0041] The lower bushing mates with the outer ring of the lower double-row angular contact ball bearing and positions the outer end of the lower double-row angular contact ball bearing.

[0042] The lower bearing end cap is fitted onto the lead screw to restrict the axial displacement of the outer end of the lower double-row angular contact ball bearing and is connected to the lower bushing by bolts.

[0043] The shaft housing is connected to the bearing end cap and the secondary winding of the linear motor at both ends by bolts and pins, respectively.

[0044] Preferably, the upper bearing assembly in the dual-motor vibration damper includes:

[0045] The upper double-row angular contact ball bearing has its inner ring mounted on the upper end of the lead screw, and its inner end is axially limited by the lead screw shoulder.

[0046] The upper locking nut is installed at the top of the lead screw to fasten the inner end of the upper double-row angular contact ball bearing;

[0047] The upper bushing mates with the outer ring of the upper double-row angular contact ball bearing and positions the outer end of the upper double-row angular contact ball bearing.

[0048] The upper bearing end cap is fitted onto the lead screw to restrict the axial displacement of the outer end of the upper double-row angular contact ball bearing, and is connected to the upper bushing and the upper damper housing by bolts.

[0049] This paper also provides a control method for a double wishbone active front suspension system that integrates energy feeding and active roll functions, characterized by including:

[0050] Active stiffness control changes the internal pressure of the air spring by inflating and deflating it, thereby controlling the stiffness of the suspension.

[0051] Active damping control achieves damping force control of the suspension by controlling the torque of the linear motor and rotary motor in the dual-motor shock absorber;

[0052] Energy recovery is achieved by using the suspension vibration to generate electricity through the dual-motor shock absorber, which utilizes the suspension vibration to drive a linear motor and a rotary motor, thereby realizing the recovery and utilization of suspension vibration energy.

[0053] Active roll is achieved through the coordinated operation of air springs, electromagnetic clutches, and dual-motor shock absorbers;

[0054] Preferably, the active roll function in a double wishbone active front suspension system control method that integrates energy feeding and active roll functions includes:

[0055] Active body roll is achieved by actively adjusting the stiffness of the air springs, engaging the electromagnetic clutch to disconnect the lateral stabilizer bar, and using the motors inside the dual-motor shock absorbers to provide power for active body roll.

[0056] Active anti-roll: When the vehicle is turning, the electromagnetic clutch is closed and the lateral stabilizer bar is engaged. The dual-motor shock absorbers provide a roll torque opposite to the vehicle body roll direction. At this time, the lateral stabilizer bar, air spring and dual-motor shock absorbers work at the same time to improve the vehicle roll stiffness, reduce the vehicle roll angle and improve the ride smoothness during the turning process.

[0057] Preferably, in a control method for a double wishbone active front suspension system that integrates energy recovery and active roll functions, the active damping control and energy recovery are characterized in that the two are not completely opposed; different controls can be applied to the two motors in the shock absorber during vehicle operation, specifically including:

[0058] Energy-saving mode: Signal control is applied to both motors with energy recovery as the objective;

[0059] Normal mode: Signal control is applied to the two motors separately, with the goal of energy recovery and active vibration reduction.

[0060] Comfort mode: Signal control is applied to both motors with the goal of active vibration reduction;

[0061] Traditional mode: Two motors work separately during the suspension compression and extension processes to simulate the different damping forces during the compression and extension processes of a traditional suspension.

[0062] The beneficial effects of this invention are:

[0063] 1. The present invention provides a double wishbone active front suspension system that integrates energy feeding and active roll functions. It achieves active control of suspension damping stiffness through air springs and dual-motor shock absorbers, effectively alleviating the problem of decreased ride comfort after the increase of unsprung mass in electric wheel drive vehicles, and enabling the vehicle to adapt to more complex road conditions.

[0064] 2. The present invention provides a double wishbone active front suspension system that integrates energy recovery and active roll function. It utilizes the motor in the dual-motor shock absorber to reverse the suspension vibration, thereby achieving energy recovery and reducing the energy consumption of the active control process.

[0065] 3. This invention provides a double wishbone active front suspension system that integrates energy feeding and active roll functions. Through air springs and an electromagnetic clutch on the stabilizer bar, coupled with dual-motor shock absorbers, it provides power to achieve excellent anti-roll performance during cornering and active roll function when stationary. This effectively improves ride smoothness during cornering and reduces the probability of vehicle rollover. Furthermore, the application of this invention is not limited to passenger vehicles; it can also be applied to off-road vehicles, actively adjusting the vehicle's posture to help it traverse single-sided obstacles at low speeds, improving its passability.

[0066] 4. The double wishbone active front suspension system provided by this invention integrates energy recovery and active roll functions. Besides fulfilling the traditional suspension's damping and shock absorption functions, it also enables active control of suspension damping stiffness, recovery and utilization of suspension vibration energy, and active body roll control. It exhibits high integration, saving suspension mass and volume. Due to its high integration, this suspension can also be well adapted to wheel-side driven electric wheel systems, providing a technological foundation for the widespread adoption of electric wheels in the future.

[0067] 5. This invention provides a double wishbone active front suspension system that integrates energy feeding and active roll functions. The dual-motor shock absorber cleverly utilizes the characteristic of the ball screw pair's central screw having both linear and rotational motion to arrange two motors. Compared to traditional shock absorbers, this structure not only utilizes the motors to provide damping force but also effectively increases the shock absorber's energy feeding efficiency, raises the upper limit of the action force, and makes it possible to realize the active roll function. Furthermore, because the shock absorber uses two types of motors, compared to electromagnetic suspensions that only use one type of motor, it effectively increases the reliability of the suspension during operation, significantly reduces the probability of the suspension completely losing damping force due to motor failure, and allows for different suspension performances to be obtained by independently adjusting the motors, thus improving the degree of freedom. Attached Figure Description

[0068] Figure 1 This is an isometric drawing of a double wishbone active front suspension system that integrates energy feeding and active roll functions, as described in this invention.

[0069] Figure 2 This is a structural diagram of the dual-motor shock absorber in a double wishbone active front suspension system that integrates energy feeding and active roll functions, as described in this invention.

[0070] Figure 3This is a structural diagram of the lower bearing assembly in the dual-motor shock absorber of a dual-wishbone active front suspension system that integrates energy feeding and active roll functions, as described in this invention.

[0071] Figure 4 This is a structural diagram of the upper bearing assembly in the dual-motor shock absorber of a double wishbone active front suspension system that integrates energy feeding and active roll functions, as described in this invention.

[0072] Figure 5 This is a flowchart of a control method for a double wishbone active front suspension system that integrates energy feeding and active roll functions, as described in this invention. Detailed Implementation

[0073] The present invention will now be described in further detail with reference to the accompanying drawings, so that those skilled in the art can implement it based on the description.

[0074] This invention proposes a double wishbone active front suspension system that integrates energy feeding and active roll functions, such as... Figure 1 Its structure mainly includes: dual-motor shock absorber 100, suspension guide mechanism (upper control arm 200, ball joint pin 210, steering knuckle 220, lower control arm 230), hub motor assembly 300, lateral stabilizer bar assembly (lateral stabilizer bar tie rod 400, lateral stabilizer bar 410, electromagnetic clutch 420, coupling 430), and air spring assembly (air spring base 500, air spring 510).

[0075] The steering knuckle 220 has the following structure and installation details: The main structure has a through hole in the middle for mounting the hub motor assembly 300, surrounded by threaded countersunk holes to secure the hub motor assembly 300; the upper part of the steering knuckle is a high-arc control arm, and the lower part is a simple cubic control arm, both with ball joint threaded holes for mounting ball joint pins 210. Further arrangement of the upper control arm 200 and lower control arm 230 is achieved, and the line connecting the ball joints of the upper and lower ball joint pins 210 determines the virtual kingpin of the suspension; simultaneously, on the front side of the steering knuckle main structure, there is a lug for mounting the brake caliper, with a through hole for easy installation; on the rear side of the steering knuckle main structure, there is a steering tie rod support arm for mounting the steering tie rod, also with a through hole for easy installation; between the upper control arm and the steering tie rod support arm, there is also a tie rod support arm for mounting the stabilizer bar tie rod 410, with threaded holes for easy installation.

[0076] The upper control arm 200 has the following structure and installation: the upper control arm is a fork-shaped structure composed of two swing arms; a ball joint seat is provided at the intersection of the swing arms, with the ball joint seat opening downwards, for connecting with the ball head pin 210 on the upper support arm of the steering knuckle 220 to form the upper end of the master pin; a through hole is provided on the other side of the swing arm, which is connected to the vehicle body or subframe through a hinge; the space inside the swing arm is sufficient for the arrangement of the dual motor shock absorbers 100 to ensure no motion interference during normal operation.

[0077] The lower control arm 230 has the following structure and installation: the lower control arm consists of two cross-arms and a transverse arm forming an A-arm; a ball joint seat is provided at the cross-arm intersection, with the opening facing upward, connecting to the ball head pin 210 installed on the lower support arm of the steering knuckle 220, forming the lower end of the kingpin; at the connection between the front control arm and the transverse arm, an air spring boss and threaded hole are provided for installing the air spring base 500, the use of the boss reduces the machining area and improves the contact state; on the upper surface of the transverse arm, there are pin lugs and pin holes for installing the dual-motor shock absorber 100; on the other side of the control arm, there are hinge bosses and hinge holes, forming a hinge constraint with the vehicle body or subframe; at the same time, there are grooves on the sides of the transverse arm and the control arm, making the cross-section of the transverse arm and the control arm "I" shaped, which is a lightweight treatment of the lower control arm while ensuring bending strength.

[0078] The hub motor assembly 300 includes the following structure and installation: a hub motor housing for mounting the internal hub motor and transmission mechanism; a hub motor with its stator fixed to the housing and its output shaft connected to the input shaft of the transmission mechanism; and a transmission mechanism, which is a single-stage or multi-stage planetary gear transmission mechanism with a total transmission ratio greater than one. This mechanism reduces and increases the torque of the power transmitted from the hub motor before directly outputting it to the hub flange via the output shaft, thus driving the tire to rotate.

[0079] The structure and installation of the lateral stabilizer bar assembly include: a lateral stabilizer bar tie rod 400, which is a cylindrical rod with bolt heads on both sides. One side connects to the steering knuckle tie rod arm 220, and the other side connects to the threaded holes on both sides of the lateral stabilizer bar; a lateral stabilizer bar 410, which is a complex spatial curve rod, disconnected in the middle and connected by an electromagnetic clutch and coupling, and connected to the steering knuckle on both sides by lateral stabilizer bar tie rods, providing roll stiffness to the suspension; an electromagnetic clutch 420, which is a normally closed electromagnetic clutch. When energized, it can disconnect the lateral stabilizer bar to cooperate in active roll operation. When de-energized, it will engage the lateral stabilizer bar, making the two sides of the lateral stabilizer bar a whole, providing roll stiffness to the suspension, reducing energy consumption, and increasing reliability. It is connected to the two lateral stabilizer bars on both sides by a key and coupling; and a coupling 430, which is connected to the electromagnetic clutch by bolts and to one side of the lateral stabilizer bar by a pin.

[0080] The structure and installation of the air spring assembly include: the air spring base 500 is a cylindrical body with countersunk threaded holes for connecting the air spring and the lower control arm. The bottom surface contacts the air spring boss of the lower control arm 230, and the top surface contacts the air spring. The air spring 510 is a bladder-type air spring, which is bolted to the air spring base.

[0081] The dual-motor vibration damper 100, such as Figure 2 The internal structure includes: upper shock absorber assembly (ball head pin 101, rotary motor 102, flat key 103, upper bearing assembly 104, linear guide mechanism 105, upper shock absorber cover 113, upper shock absorber housing 114); lower shock absorber assembly (ball nut 106, lead screw 107, lower bearing assembly 108, cylindrical pin 109, linear motor 110, lower shock absorber housing 111, lower shock absorber cover 112).

[0082] The structure and installation of the upper shock absorber assembly in the dual-motor shock absorber 100 include: an upper shock absorber housing, which is composed of a cylindrical upper shock absorber housing 113 and a disc-shaped upper shock absorber cover 114 bolted together. The upper shock absorber housing is connected to a ball head pin through a ball pin hole and is installed on the vehicle body or subframe. The bottom surface of the upper shock absorber cover is connected to a linear guide rod 105 by threads, and the top surface is connected to an upper bearing assembly by bolts. A through hole is also provided in the middle for the lead screw to pass through. A rotary motor 102 has its stator fixed to the upper shock absorber housing by bolts, and its rotor connected to the lead screw 107 by a flat key 103. The upper bearing assembly 104 is used to support the lead screw on the upper shock absorber housing.

[0083] The upper bearing assembly 104, such as Figure 4 The internal structure includes: an upper locking nut 1041, an upper double-row angular contact ball bearing 1042, an upper bushing 1043, an upper end cap bolt 1044, and an upper bearing end cap 1045. Its structure and installation relationship are as follows: the upper double-row angular contact ball bearing has its inner ring fitted onto the lead screw 107, and its inner end is positioned by the lead screw shoulder; the upper locking nut is installed on the lead screw to fix the inner end of the upper double-row angular contact ball bearing; the upper bushing has its inner ring fitted onto the outer ring of the bearing, with an inner retaining ring used to position the outer end of the bearing, and an outer retaining ring connected to the bearing end cap by the upper end cap bolt; the upper bearing end cap is integrally fitted onto the lead screw, and has an internal fixing boss for fixing the outer end of the bearing, connecting the upper bushing and the upper damper cover together by the upper end cap bolt.

[0084] The structure and installation of the lower damper assembly in the dual-motor vibration damper 100 include: a lower damper housing 111, which is cylindrical in shape with a pin lug at the lower end and a pin hole for connecting to the lower control arm; a lower damper cover 112, which is disc-shaped with a central through hole for installing a ball nut, and is connected to the lower damper housing by bolts around its perimeter, and has a through hole for the linear guide rod 105 to pass through; the lower damper cover and the lower damper housing together form the lower damper outer shell; a ball nut 106, which is fixed to the lower damper cover by bolts; a lead screw 107, which is fitted into the ball nut and is a key component for connecting the linear motor, the ball nut, and the rotary motor; a linear motor 110, whose primary stage is fixed to the lower damper housing by bolts, and whose secondary stage is connected to the lower bearing assembly by a cylindrical pin 109; and a lower bearing assembly 108, which connects the secondary stage of the linear motor and the lower end of the lead screw.

[0085] The lower bearing assembly 108, as described above Figure 3 The internal structure includes: a lower bearing end cover 1081, a lower bushing 1082, a shaft housing 1083, a lower locking nut 1084, a lower double-row angular contact ball bearing 1085, and a lower end cover bolt 1086. Its structure and installation relationship are as follows: the lower double-row angular contact ball bearing has its inner ring mounted on the lower end of the lead screw 107, with the inner end axially limited by the lead screw shoulder; the lower locking nut is installed at the lowest end of the lead screw, fixing the inner end of the lower double-row angular contact ball bearing; the lower bushing mates with the outer ring of the lower double-row angular contact ball bearing and positions the outer end of the lower double-row angular contact ball bearing; the lower bearing end cover is fitted onto the lead screw, restricting the axial displacement of the outer end of the lower double-row angular contact ball bearing, and is connected to the lower bushing via the lower end cover bolt; the shaft housing is connected at both ends to the bearing end cover and the secondary winding of the linear motor 110 via the lower end cover bolt and cylindrical pin 109, respectively.

[0086] The present invention proposes a double wishbone active front suspension system that integrates energy feeding and active roll functions, and has multiple operating modes, as detailed in the table below:

[0087]

[0088] The specific working principles of each mode are as follows:

[0089] In active control mode, the electromagnetic clutch 420 is de-energized, and the lateral stabilizer bar 410 operates normally to provide roll stiffness for the suspension. Based on ECU signals, the air spring 510 is inflated and deflated to actively adjust its stiffness, which is then transmitted to the tires sequentially through the air spring base 500, lower control arm 230, ball joint pin 210, and steering knuckle 220, thus adjusting the suspension wheel center stiffness. Based on ECU signals, the rotary motor 102 and linear motor 110 in the dual-motor shock absorber 100 are subjected to torque adjustment for active damping. The internal mechanical structure of the dual-motor shock absorber converts the motor motion and torque into linear motion and force between the upper and lower shock absorber assemblies, and this motion and force are transmitted to the lower control arm through the pin between the lower shock absorber assembly and the lower control arm, thus adjusting the suspension damping force.

[0090] The force and speed transmission path within the dual-motor vibration damper is as follows: In the upper vibration damper assembly, the rotary motor operates according to the torque signal sent by the ECU, and its rotor transmits the torque to the lead screw 107 via the key 103; In the lower vibration damper assembly, the linear motor operates according to the power signal sent by the ECU, and the secondary motor transmits the power to the lower bearing assembly 108 via the cylindrical pin 109, and then to the lead screw; At this time, the lead screw will move due to receiving the power and torque, but due to the restriction of its axial movement by the ball nut 106 and the upper bearing assembly 104, the lead screw converts this force into relative motion between the upper and lower vibration damper assemblies; At the same time, due to the presence of the linear guide mechanism 105, the upper and lower vibration damper assemblies cannot rotate relative to each other and can only perform relative linear motion.

[0091] The function of the lower bearing assembly is to transmit the working power from the linear motor secondary via the cylindrical pin to the lead screw 107, and to prevent the rotational motion of the lead screw from being transmitted to the linear motor. The specific implementation is as follows: When the secondary motor moves upward, it first transmits the force to the shaft housing 1083 through the cylindrical pin, then to the lower bottom surface of the outer end of the lower double-row angular contact ball bearing 1085 through the lower end cover bolt 1086 and the inner retaining ring of the lower shaft sleeve 1082, and finally to the lower shoulder of the lead screw 107 through the upper top surface of the inner end of the lower double-row angular contact ball bearing. When the secondary motor moves downward, it also first transmits the force to the shaft housing 1083 through the cylindrical pin, then the shaft housing transmits the force to the upper top surface of the outer end of the lower double-row angular contact ball bearing 1085 through the lower end cover bolt 1086 and the lower bearing end cover fixing boss, and finally to the lower locking nut 1084 fixed at the lower end of the lead screw 107 through the upper top surface of the inner end of the lower double-row angular contact ball bearing. The rotational motion of the lead screw is neutralized by the bearing and cannot be transmitted to the secondary motor.

[0092] The function of the upper bearing assembly is to transmit the axial force from the lead screw 107 to the upper damper cover 113 and prevent the torque of the lead screw from being transmitted to the upper damper cover. The specific implementation is as follows: When the lead screw moves upward, the axial force is first transmitted through the lead screw shoulder to the lower bottom surface of the inner end of the upper double-row angular contact ball bearing 1042, then through the upper top surface of the outer end of the upper double-row angular contact ball bearing to the inner ring of the upper bushing 1043, and finally through the upper end cover bolt 1044 to the upper damper cover from the upper bushing. When the lead screw moves downward, the axial force is first transmitted through the upper locking nut 1041 fixed at the upper end of the lead screw to the upper top surface of the inner end of the upper double-row angular contact ball bearing, then through the lower bottom surface of the outer end of the upper double-row angular contact ball bearing to the fixing boss of the upper bearing end cover 1045, and finally through the upper end cover bolt to the upper bearing end cover to the upper damper cover. Simultaneously, the rotational motion of the lead screw is neutralized by the upper double-row angular contact ball bearing and cannot be transmitted to the upper damper cover.

[0093] In energy recovery mode, the electromagnetic clutch 420 is de-energized, and the lateral stabilizer bar 410 operates normally to provide roll stiffness for the suspension. The air spring inflation valve is closed, and the air spring operates normally to maintain nonlinear stiffness, which is transmitted to the tires sequentially through the air spring base 500, lower control arm 230, ball joint pin 210, and steering knuckle 220, determining the front suspension wheel center stiffness. According to the ECU signal, the rotary motor 102 and linear motor 110 in the dual-motor shock absorber 100 are subjected to torque power adjustment for the purpose of energy recovery. The vibration of the wheel on the vehicle body is converted into the relative motion of the upper and lower shock absorber assemblies in the dual-motor shock absorber through the pin on the lower control arm and the ball joint pin on the vehicle body. The linear motion and force between the upper and lower shock absorber assemblies are used to drive the movement of the dual motors through the internal mechanical structure of the dual-motor shock absorber to generate electricity, which is then stored, thus completing the recovery of suspension vibration energy.

[0094] The transmission path of force and speed within the dual-motor shock absorber is as follows: the vibration of the tires on the vehicle body is converted into relative linear motion between the upper and lower shock absorber assemblies through the suspension guide mechanism. Since the axial movement of the upper and lower ends of the lead screw is restricted by the upper bearing assembly 104 and the ball nut 106, the axial force between the upper and lower shock absorber assemblies can be transmitted through the lead screw 107. Due to the presence of the ball screw pair, the lead screw can simultaneously generate rotational motion around itself and linear motion relative to the lower shock absorber assembly. Through the connection of the flat key 102 and the lower bearing assembly 108 with the cylindrical pin 109, the two motions of the lead screw can be transmitted to the rotor of the rotary motor 103 and the secondary of the linear motor 110, respectively. At the same time, since the stator of the rotary motor and the primary of the linear motor are fixed to the housings of the upper and lower shock absorbers, the dual motors start generating electricity. Then, the ECU adjusts the torque of the dual motors for energy recovery, so that the dual motors do not lose control of the suspension damping force while generating electricity. The upper and lower bearing assemblies function similarly to those in active control mode, except that the direction of axial force transmission is reversed, which will not be elaborated further here.

[0095] In active anti-roll mode, the electromagnetic clutch 420 is de-energized, and the lateral stabilizer bar 410 operates normally to provide roll stiffness for the suspension. The air spring inflation valve is closed, and the air spring operates normally to maintain nonlinear stiffness, which is transmitted to the tires sequentially through the air spring base 500, lower control arm 230, ball joint pin 210, and steering knuckle 220, determining the front suspension roll stiffness. According to the ECU signal, the rotary motor 102 and linear motor 110 in the dual-motor shock absorber 100 are used to adjust the torque for the purpose of raising the vehicle body inside and lowering it outside. The internal mechanical structure of the dual-motor shock absorber converts the motor motion and torque into linear motion and force between the upper and lower shock absorber assemblies, and transmits this motion and force to the lower control arm through the pin between the lower shock absorber assembly and the lower control arm. The dual-motor shock absorber provides contraction force on the inside of the turn and extension force on the outside of the turn. Together, they form an anti-roll torque opposite to the roll direction of the vehicle body, improving the suspension roll stiffness.

[0096] The transmission path of force and speed inside the dual-motor shock absorber is similar to that in active mode. Both are achieved by giving the motor a signal to output torque or power, which is then transmitted to the upper and lower shock absorber housings through the upper and lower bearing assemblies and ball nut pairs. Finally, the lower control arm and the vehicle body are given corresponding power to achieve the purpose of anti-roll. Specific details will not be elaborated here.

[0097] In the stationary active roll mode, the electromagnetic clutch 420 is energized, and the lateral stabilizer bar 410 disengages, no longer providing roll stiffness to the suspension. Based on ECU signals, the air spring 510 is deflated, actively reducing its stiffness. This reduction is transmitted to the tires sequentially through the air spring base 500, lower control arm 230, ball joint pin 210, and steering knuckle 220, thus lowering the suspension roll stiffness. Based on ECU signals, the rotary motor 102 and linear motor 110 in the dual-motor shock absorber 100 are dynamically adjusted for active roll. The internal mechanical structure of the dual-motor shock absorber converts the motor motion and torque into linear motion and force between the upper and lower shock absorber assemblies. This motion and force are transmitted to the lower control arm through the pin between the lower shock absorber assembly and the lower control arm. The dual-motor shock absorber provides extension tension on the inside of the roll and contraction on the outside, together forming a roll moment to achieve the purpose of stationary roll. The working principle of the dual-motor shock absorber is similar to that of the active anti-roll mode and will not be described further.

[0098] Regarding the active damping control and energy recovery mode, they are not completely opposed. During vehicle operation, different controls can be applied to the two motors in the shock absorber, specifically including:

[0099] Energy-saving mode: Under good road conditions, both motors can be controlled with the goal of energy recovery to minimize suspension energy consumption, achieve vehicle energy saving, reduce range anxiety and increase maximum driving range.

[0100] Normal mode: When driving in complex urban road conditions, you can choose to perform signal control for the two motors separately with the goal of energy recovery and active vibration reduction, while taking into account both vehicle energy saving and comfort.

[0101] Comfort mode: When driving on rough roads, you can select to apply signal control to both motors with the goal of active damping, which will minimize vehicle vibration and ensure that the vehicle still has considerable ride smoothness on rough roads.

[0102] Traditional mode: For those who are passionate about vehicle modification or accustomed to traditional suspension, the two motors can be set to work independently during the suspension compression and extension processes to simulate the different damping forces during the compression and extension processes of a traditional suspension. Through the self-adjustment process, enthusiasts can adjust the damping coefficient of the suspension during compression and extension to meet their different driving needs.

[0103] This invention also proposes a control method for mode switching of a double wishbone active front suspension system that integrates energy feeding and active roll functions. The specific process is as follows: Figure 5As shown, it includes four stages: external input (steps 1-2), ECU control (steps 3-10), component response (steps 11-13), and suspension response (step 14), as detailed below:

[0104] Step 1: Identify driving demand signals such as steering and the suspension mode switch selected by the driver, and input them into the ECU;

[0105] Step 2: Identify vehicle status signals such as road conditions, lateral acceleration, and vehicle roll angle, and input them into the ECU:

[0106] Step 3: The ECU determines the suspension mode based on the signals input in Step 1 and Step 2;

[0107] Step 4: The ECU determines whether the suspension mode determined in Step 3 is the active roll mode. If it is not the active roll mode, proceed to Step 6; if it is the active roll mode, proceed to Step 7.

[0108] Step 5: The ECU determines whether the suspension mode determined in Step 3 is active roll mode or active control mode. If not, proceed to Step 9; if yes, proceed to Step 10.

[0109] Step 6: The ECU issues a command to de-energize the electromagnetic clutch and engage the stabilizer bar;

[0110] Step 7: The ECU issues a command to energize the electromagnetic clutch and disengage the stabilizer bar;

[0111] Step 8: The ECU performs corresponding torque or power control on the dual motors in the dual-motor shock absorber according to the suspension mode determined in Step 3.

[0112] Step 9: The ECU issues a command to close the air spring ventilation valve, allowing the air spring to operate normally;

[0113] Step 10: The ECU issues a command to open the air spring ventilation valve, and charges and deflates the air spring accordingly to reasonably control the air spring stiffness;

[0114] Step 11: The electromagnetic clutch responds accordingly to the command in Step 6 or Step 7;

[0115] Step 12: The dual-motor vibration damper responds accordingly to the instructions in Step 8;

[0116] Step 13; The air spring responds accordingly to the instructions in Step 9 or Step 10;

[0117] Step 14; The suspension completes the corresponding mode switch;

[0118] This invention proposes a double wishbone active front suspension system integrating energy recovery and active roll functions. The front suspension is composed of a suspension guiding mechanism, a stabilizer bar assembly, an air spring assembly, and dual-motor dampers. Based on a traditional suspension, this system modifies the stabilizer bar and dampers to achieve active control of suspension damping force and stiffness, recover and utilize suspension vibration energy, and implement active anti-roll and active roll functions. This effectively improves suspension ride stability and comfort while reducing energy consumption in the active control process, achieving energy-saving design. Furthermore, the use of a ball screw structure combined with both linear and rotary motors improves transmission efficiency compared to traditional energy-recovering suspensions. The dual-motor setup provides greater control freedom over the dampers, and the use of both types of motors significantly increases suspension reliability, reducing the probability of complete loss of damping force due to motor failure. The use of dual motors also provides the technical foundation for the active roll function of the suspension.

[0119] Meanwhile, this invention proposes a control method for mode switching of a double wishbone active front suspension system that integrates energy recovery and active roll functions. By judging external inputs, the method controls the air spring, electromagnetic clutch, rotary motor and linear motor respectively, thereby realizing mode switching between active control, energy recovery and active roll functions.

[0120] Although embodiments of the present invention have been disclosed above, they are not limited to the applications listed in the specification and embodiments. They can be applied to various fields suitable for the present invention. For those skilled in the art, other modifications can be easily made. Therefore, without departing from the general concept defined by the claims and their equivalents, the present invention is not limited to the specific details and illustrations shown and described herein.

Claims

1. A double wishbone active front suspension system integrating energy feeding and active roll functions, characterized in that, include: The steering knuckle has upper and lower control arms and a tie rod control arm; The hub motor assembly is embedded in the center through hole of the steering knuckle and is fixedly connected by bolts; The upper and lower control arms are connected to the upper and lower support arms via ball joints through ball head pins, forming a main pin; The stabilizer bar is broken in the middle and connected to the steering knuckle tie rod arms on the left and right sides via stabilizer bar tie rods. The electromagnetic clutch is connected to both sides of the middle break of the lateral stabilizer bar via a coupling and a key. The air spring is bolted to the lower control arm boss via the air spring base. A dual-motor vibration damper, connected to the lower control arm via a pin shaft, includes: The upper and lower shock absorber housings are connected to the vehicle body and the lower control arm respectively via ball joint pins and pin shafts; Upper and lower bearing assemblies, wherein the upper bearing assembly is fixed to the upper shock absorber housing; A ball screw assembly, wherein the ball nut is fixed to the housing of the lower shock absorber, and the upper and lower ends of the screw are supported by the upper and lower bearing assemblies respectively; The primary winding of the linear motor is fixed to the housing of the lower shock absorber, and the secondary winding is connected to the lower bearing assembly via a pin. A rotary motor, the stator of which is fixed to the housing of the upper vibration damper, and the rotor is connected to the upper end of the lead screw via a key; A linear guide rod is fixed to the upper damper housing and passes through the lower damper housing to ensure linear movement between the upper and lower damper housings; The control method for the suspension system includes: Active stiffness control changes the internal pressure of the air spring by inflating and deflating it, thereby controlling the stiffness of the suspension. Active damping control achieves damping force control of the suspension by controlling the torque of the linear motor and rotary motor in the dual-motor shock absorber; Energy recovery control utilizes the suspension vibration to generate electricity through the dual-motor shock absorber, which uses the suspension vibration to drive a linear motor and a rotary motor, thereby realizing the recovery and utilization of suspension vibration energy. Active roll control in place involves energizing the electromagnetic clutch to disconnect the lateral stabilizer bar, rendering it ineffective. Simultaneously, the air spring is inflated and deflated to adjust its vertical stiffness. With the aim of active roll control of the vehicle body, the linear and rotary motors in the dual-motor shock absorbers are powered to provide roll force, thereby achieving active roll control of the vehicle body and improving passive lateral safety or avoiding obstacles on one side of the ground. Active anti-roll control involves de-energizing the electromagnetic clutch and engaging the lateral stabilizer bar, causing it to work. Simultaneously, the air valve of the air spring is closed, returning it to normal operating condition. To suppress vehicle roll, the linear and rotary motors in the dual-motor shock absorber are dynamically adjusted, causing the dual-motor shock absorber to output a roll torque opposite to the vehicle roll direction. At this time, the lateral stabilizer bar, the air spring, and the dual-motor shock absorber work simultaneously, increasing vehicle roll stiffness, reducing vehicle roll angle, and improving ride comfort during cornering.

2. The double wishbone active front suspension system combining energy feeding and active roll functions as described in claim 1, characterized in that, The steering knuckle is characterized in that: The steering knuckle is a high-arc type. The line connecting the ball pin centers determined by the ball pin seats of the upper and lower control arms is the virtual kingpin. The upper control arm extends inward and upward to ensure that the suspension still has reasonable kingpin positioning parameters and kingpin offset distance when the hub motor is driven, without motion interference. The front side of the steering knuckle is designed with a lug for connecting the brake caliper; The rear side of the steering knuckle is designed with a steering tie rod support arm that connects to the steering tie rod; A tie rod boss is designed between the upper control arm and the tie rod control arm of the steering knuckle to connect the tie rod of the lateral stabilizer bar.

3. The double wishbone active front suspension system combining energy feeding and active roll functions as described in claim 1, characterized in that, The lower control arm is characterized in that: The lower control arm is an A-type arm, consisting of two cross swing arms and one horizontal arm; The lower control arm has a boss at the intersection of the horizontal arm and the swing arm that contacts the air spring base and a threaded hole for connecting to the air spring base. The lower control arm crossarm is designed with pin lugs and pin holes for connection with the dual motor vibration damper; The lower control arm has a ball joint seat at the intersection of the double control arms, which connects to the lower ball joint pin of the steering knuckle.

4. A double wishbone active front suspension system combining energy feeding and active roll functions as described in claim 1, characterized in that, The upper control arm is characterized in that: The upper control arm consists of two intersecting swing arms forming a fork-shaped arm; The upper control arm and the double swing arm intersection are designed with a ball joint seat that connects to the ball joint pin on the steering knuckle. The cross arms shown in the upper control arm can ensure that the dual-motor vibration damper can pass through normally without collision.

5. A double wishbone active front suspension system combining energy feeding and active roll functions as described in claim 1, characterized in that, The electromagnetic clutch is characterized in that: The electromagnetic clutch is a normally closed clutch. When energized, it disengages the lateral stabilizer bar to facilitate active roll; when de-energized, it engages the lateral stabilizer bar, using its mechanical elasticity to ensure the roll stiffness of the vehicle body while reducing the energy consumption of the electromagnetic clutch.

6. A double wishbone active front suspension system combining energy feeding and active roll functions as described in claim 1, characterized in that, The lower bearing assembly includes: The lower double-row angular contact ball bearing has its inner ring mounted on the lower end of the lead screw, and its inner end is axially limited by the lead screw shoulder. The lower locking nut is installed at the lowest end of the lead screw to fasten the inner end of the lower double-row angular contact ball bearing; The lower bushing mates with the outer ring of the lower double-row angular contact ball bearing and positions the outer end of the lower double-row angular contact ball bearing. The lower bearing end cap is fitted onto the lead screw to restrict the axial displacement of the outer end of the lower double-row angular contact ball bearing and is connected to the lower bushing by bolts. The shaft housing is connected to the bearing end cap and the secondary winding of the linear motor at both ends by bolts and pins, respectively.

7. A double wishbone active front suspension system combining energy feeding and active roll functions as described in claim 1, characterized in that, The upper bearing assembly includes: The upper double-row angular contact ball bearing has its inner ring mounted on the upper end of the lead screw, and its inner end is axially limited by the lead screw shoulder. The upper locking nut is installed at the top of the lead screw to secure the inner end of the upper double-row angular contact ball bearing. The upper bushing mates with the outer ring of the upper double-row angular contact ball bearing and positions the outer end of the upper double-row angular contact ball bearing. The upper bearing end cap is fitted onto the lead screw to restrict the axial displacement of the outer end of the upper double-row angular contact ball bearing, and is connected to the upper bushing and the upper damper housing by bolts.

8. The double wishbone active front suspension system combining energy feeding and active roll functions as described in claim 1, characterized in that, The active damping control and energy recovery are characterized in that they are not completely opposed; different controls can be applied to the two motors in the shock absorber during vehicle operation, specifically including: Energy-saving mode: Signal control is applied to both motors with energy recovery as the objective; Normal mode: Signal control is applied to the two motors separately, with the goal of energy recovery and active vibration reduction. Comfort mode: Signal control is applied to both motors with the goal of active vibration reduction; Traditional mode: Two motors work separately during the suspension compression and extension processes to simulate the different damping forces during the compression and extension processes of a traditional suspension.

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