A vibration damping device, a suspension system, and a vehicle

Abstract

A vibration damping device, a suspension system, and a vehicle are disclosed to reduce the size and weight of the suspension device. The vibration damping device includes a damper (100), a first actuator (200), a first diaphragm (140), and a second diaphragm (150). The damper (100) includes a housing (110), a piston (120), and a piston rod (130). The piston (120) is disposed within the housing (110), dividing the housing (110) into a first cavity (113) and a second cavity (114). The piston (120) has a first receiving cavity (124) and a second receiving cavity (127). The first receiving cavity (124) communicates with the first cavity (113) through a first damping hole (125) and with the second cavity (114) through a second damping hole. (126) Connected; Piston rod (130) extends into the first cavity (113) and connects with piston (120); First diaphragm (140) separates the first accommodating cavity (124) from the second accommodating cavity (127), and second diaphragm (150) separates the second accommodating cavity (127) from the second cavity (114); First actuator (200) is disposed in the second accommodating cavity (127), including mover (210) and stator (220), the two ends of mover (210) are respectively connected to the first diaphragm (140) and the second diaphragm (150), and stator (220) is connected to piston (120) for driving mover (210) to move.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to a shock absorption device, suspension system, and vehicle. Background Technology

[0002] Traditional vehicle suspension systems consist of a guide mechanism, springs, and shock absorbers. Springs act as a buffer, while shock absorbers provide damping force, rapidly attenuating vehicle vibrations. Together, they filter out vibrations transmitted from the road surface to the vehicle body. With increasing demands for improved vehicle comfort, new active suspension systems have emerged in recent years. Compared to traditional suspension systems, active suspension systems add an excitation source. The excitation force generated by this source cancels out road vibrations, thus achieving the goal of filtering out road vibrations.

[0003] Currently, the excitation sources used in active suspension systems mainly include three types of actuators: hydraulic pump actuators, linear motor actuators, and ball screw actuators. Among them, hydraulic pump actuators and ball screw actuators have poor vibration filtering capabilities under high-frequency vibration, which cannot meet the vibration filtering requirements of the more sensitive frequency range of the human body. Linear motor actuators are also difficult to promote and apply due to issues such as size and weight. Summary of the Invention

[0004] This application provides a vibration damping device, suspension system, and vehicle to reduce the size and weight of the vibration damping device while filtering out high-frequency vibrations transmitted from the road surface to the vehicle body.

[0005] In a first aspect, this application provides a vibration damping device, which may include a vibration damper, a first actuator, a first diaphragm, and a second diaphragm. The vibration damper may include a housing, a piston, and a piston rod. The piston is slidably disposed within the housing along a first direction, dividing the housing into a first cavity and a second cavity. The piston has a first receiving cavity and a second receiving cavity. The first receiving cavity is disposed at one end near the first cavity, and the second receiving cavity is disposed at one end near the first cavity. The piston may be provided with a first damping hole and a second damping hole. The first receiving cavity communicates with the first cavity through the first damping hole and with the second cavity through the second damping hole. One end of the piston rod may extend into the first cavity and be fixedly connected to the piston, while the other end extends out of the housing. The first diaphragm may be disposed between the first receiving cavity and the second receiving cavity to separate them; the second diaphragm may be disposed between the second receiving cavity and the second cavity to separate them. The first actuator can be disposed in the second accommodating cavity and includes a mover and a stator. Specifically, the two ends of the mover can be fixedly connected to the first diaphragm and the second diaphragm respectively, while the stator is fixedly connected to the piston and can drive the mover to move in the second accommodating cavity along the first direction, pushing or stretching the first diaphragm and the second diaphragm to deform.

[0006] In the above scheme, the first actuator can control the shock absorber to filter out high-frequency vibrations of the vehicle body. Since the amplitude of high-frequency vibrations is relatively small, only a small relative displacement will occur between the stator and the mover of the first actuator, that is, the stroke of the first actuator is very small, which can reduce the size and weight of the first actuator. In addition, by connecting the first cavity, the first receiving cavity, and the second cavity, and utilizing the deformable characteristics of the first diaphragm and the second diaphragm, the first receiving cavity and the second cavity can achieve pressure balance of the mover of the first actuator under static load, thereby avoiding the mutual misalignment of the mover and stator caused by changes in vehicle load, so that the mover of the first actuator is always within the effective working stroke, which can further reduce the size of the first actuator, and thus reduce the volume and weight of the shock absorption device.

[0007] The first damping hole and the second damping hole can be in the form of a slender hole, a bent hole or a slit, etc. The damping force generated when the liquid passes through the first damping hole and the second damping hole can play a role in buffering and vibration prevention.

[0008] In some possible implementations, the projected areas of the first diaphragm and the second diaphragm in a plane perpendicular to the first direction can be the same. In this way, when the mover moves along the first direction, the deformation of the first diaphragm and the second diaphragm can also be approximately the same, thereby ensuring the force balance state of the mover and helping to further reduce the size of the first actuator.

[0009] In specific settings, the first diaphragm and the second diaphragm can be designed with the same shape and size and made of the same material to ensure that they can have the same deformation under the same stress.

[0010] In some possible implementations, the mover may include a permanent magnet assembly, a yoke, and a push rod. The two ends of the push rod may be fixedly connected to a first diaphragm and a second diaphragm, respectively. The permanent magnet assembly and the yoke may be sleeved and fixed on the push rod. The stator may include an armature and a coil. The armature may be arranged around the mover, and the coil may be wound around the armature. In this way, when the coil is energized, a magnetic field can be generated, and the mover will move along a first direction after being subjected to electromagnetic force in the magnetic field.

[0011] The permanent magnet assembly may include multiple permanent magnets, which are disposed on the push rod along a first direction, with adjacent permanent magnets having opposite magnetization directions. This design ensures that adjacent permanent magnets experience consistent force directions in the magnetic field generated by the energized coil.

[0012] For example, there can be two permanent magnets, which can be designated as a first permanent magnet and a second permanent magnet. The first permanent magnet has its N pole (north pole) at the end facing away from the second permanent magnet and its S pole at the end facing the second permanent magnet; similarly, the second permanent magnet has its N pole at the end facing away from the first permanent magnet and its S pole at the end facing the first permanent magnet. Alternatively, the first permanent magnet has its S pole at the end facing away from the second permanent magnet and its N pole at the end facing the second permanent magnet; and the second permanent magnet has its S pole at the end facing away from the first permanent magnet and its N pole at the end facing the first permanent magnet. In this case, in the magnetic field generated when the coil is energized, both the first and second permanent magnets will simultaneously experience a force in the direction of the first cavity, or simultaneously experience a force in the direction of the second cavity, thereby ensuring the consistency of the force direction on the entire permanent magnet assembly.

[0013] In some possible implementations, the stator may further include multiple coil holders, which are spaced apart on the armature along a first direction. The armature may have notches connecting adjacent coil holders, and coils may be wound sequentially on each coil holder along the first direction through the notches. By providing coil holders, the difficulty of winding coils on the armature can be reduced. In addition, the notches on the armature can also ensure the continuity of coil winding between adjacent coil holders.

[0014] In some possible implementations, the piston may include a piston body, a piston seat, and piston rings. The piston body has a receiving groove at one end near the first cavity, and the piston body is spaced apart from the inner wall of the housing. The piston seat may be fixed within the receiving groove. The piston rings are sealingly disposed between the periphery of the piston body and the inner wall of the housing to seal the first cavity and the second cavity. In this case, the first receiving cavity may be specifically disposed within the piston seat, and the second receiving cavity may be disposed within the piston body.

[0015] In specific implementation, the first damping orifice can be disposed on the piston seat, and the number of first damping orifices can be one or more. For example, there can be two first damping orifices, each equipped with a one-way valve. The one-way valve in one of the first damping orifices can be used to unilaterally guide the first receiving cavity towards the first chamber, while the one-way valve in the other first damping orifice can unilaterally guide the first chamber towards the first receiving cavity. By providing one-way valves, the first chamber and the first receiving cavity can only be connected when the pressure difference between the first chamber and the first receiving cavity is greater than or equal to the opening pressure of the one-way valve. This avoids energy loss caused by the liquid flowing back and forth between the first receiving cavity and the first chamber when the pressure difference is too small.

[0016] The second damping orifice can be located on the side of the piston ring facing the second cavity, and there can be one or more second damping orifices. The second damping orifice can be arranged radially along the piston body, including a first orifice section and a second orifice section. The first orifice section can be located on the piston body, and the second orifice section can be located on the piston seat. In this way, the first accommodating cavity and the second cavity can be connected sequentially through the second damping orifice and the gap between the piston body and the inner wall of the housing. This arrangement reduces the difficulty of setting the second damping orifice, and the gap between the piston body and the inner wall of the housing also acts as a throttling mechanism, allowing the liquid to generate damping force as it passes through the gap, thereby further improving the vibration reduction effect.

[0017] In some possible implementations, the piston seat may have a first end cap on the side facing the second accommodating cavity. The first end cap may be provided with a first through hole that connects the first accommodating cavity and the second accommodating cavity. A first diaphragm may be sealed in the first through hole. In this case, the two sides of the first diaphragm may be formed as the inner walls of the first accommodating cavity and the second accommodating cavity, respectively, thereby isolating the first accommodating cavity and the second accommodating cavity through the first diaphragm.

[0018] Similarly, the piston body may have a second end cap on the side facing the second cavity. The second end cap may have a second through hole that connects the second accommodating cavity and the second cavity. The second diaphragm may be sealed in the second through hole. In this case, the two sides of the second diaphragm may be formed as the inner walls of the second accommodating cavity and the second cavity, respectively, so that the second accommodating cavity and the second cavity are isolated through the second diaphragm.

[0019] In some possible implementations, the vibration damping device may further include a second actuator, which may specifically be a hydraulic pump. A first opening and a second opening may be provided on the housing. The first cavity can be connected to the second actuator through the first opening, and the second cavity can be connected to the second actuator through the second opening. When the vehicle experiences low-frequency vibrations, the second actuator can pump liquid from the first cavity into the second cavity, or from the second cavity into the first cavity, creating a pressure difference between the first and second cavities. This generates hydraulic pressure that drives the piston to move up and down. This hydraulic pressure can be further transmitted to the vehicle body through the piston rod, thereby reducing vehicle body vibration. Therefore, the vibration damping device in this application, through the combined action of the first and second actuators, can achieve active filtering across the entire frequency band, ensuring vehicle ride comfort and handling stability.

[0020] Secondly, this application also provides a suspension system that may include the damping device described in the first aspect. This suspension system can filter out high-frequency vibrations transmitted from the road surface to the vehicle body, and the size and weight of the suspension system are also reduced.

[0021] In some possible implementations, the suspension system may also include springs, which may be connected in parallel with shock absorbers, to support vertical loads between the vehicle body and the wheels, and to mitigate and suppress vibrations and shocks caused by uneven road surfaces.

[0022] Thirdly, this application also provides a vehicle that may include a body, wheels, and a damping device or suspension system in any of the aforementioned possible embodiments. One end of the piston rod of the suspension system extending out of the housing may be fixedly connected to the body, and the second end of the housing may be fixedly connected to the corresponding wheel, thereby connecting the body and the wheel, transmitting the force and torque acting between the body and the wheel, buffering the impact force transmitted to the body from the uneven road surface, and reducing the vibration caused therefrom, so as to ensure that the vehicle can drive smoothly. Attached Figure Description

[0023] Figure 1 This is a partial structural diagram of the suspension system provided in an embodiment of this application;

[0024] Figure 2 A sectional view of a partial structure of the suspension system provided in an embodiment of this application;

[0025] Figure 3 for Figure 2 A partial cross-sectional view of the suspension system shown after it has been rotated 90° in the first direction;

[0026] Figure 4 Mathematical model of the suspension system provided in the embodiments of this application;

[0027] Figure 5 The amplitude-frequency characteristic of the transfer function of the force generated by the first actuator and transmitted to the vehicle body.

[0028] Figure label:

[0029] 1-Suspension system; 100-Shock absorber; 110-Housing housing; 111-First end of housing; 112-Second end of housing; 1121-Wheel connection;

[0030] 113-First cavity; 114-Second cavity; 115-Gap; 116-First opening; 117-Second opening; 120-Piston; 121-Piston body;

[0031] 122-Piston seat; 1221-First end cap; 1211-Second end cap; 1212-First wiring harness hole; 1222-Second wiring harness hole; 123-Piston ring;

[0032] 124 - First accommodating cavity; 125 - First damping orifice; 126 - Second damping orifice; 1261 - First orifice section; 1262 - Second orifice section;

[0033] 127 - Second accommodating cavity; 130 - Piston rod; 131 - Body connection part; 132 - Limiting part; 133 - Elastic element; 134 - Third wiring harness hole;

[0034] 140 - First diaphragm; 150 - Second diaphragm; 200 - First actuator; 210 - Mover; 211 - Permanent magnet assembly; 2111 - First permanent magnet;

[0035] 2112-Second permanent magnet; 212-Magnetic yoke; 213-Push rod; 220-Stator; 221-Armature; 2211-Notch; 222-Coil; 223-Coil base. Detailed Implementation

[0036] To make the objectives, technical solutions, and advantages of this application clearer, the application will be further described in detail below with reference to the accompanying drawings. References to "one embodiment" or "some embodiments" in this specification mean that one or more embodiments of this application include a specific feature, structure, or characteristic described in connection with that embodiment. Therefore, the phrases "in one embodiment," "in some embodiments," "in other embodiments," "in still other embodiments," etc., appearing in different parts of this specification do not necessarily refer to the same embodiment, but rather mean "one or more, but not all, embodiments," unless otherwise specifically emphasized. Furthermore, the terms "first," "second," etc., used in this specification are used only for distinguishing purposes and should not be construed as indicating or implying relative importance or order.

[0037] The suspension system is the force-transmitting connection between the vehicle body and the wheels. Its function is to transmit the forces and torques acting between the wheels and the body, buffer the impact forces transmitted to the body from uneven road surfaces, and reduce the resulting vibrations to ensure a smooth ride. A traditional suspension system consists of a guiding mechanism, springs, and shock absorbers. Springs support the vertical load between the body and wheels, mitigating and suppressing vibrations and impacts caused by uneven road surfaces. Shock absorbers provide damping force, allowing body vibrations to decay quickly. The springs and shock absorbers work together to filter out vibrations transmitted from the road surface to the body, thus improving the vehicle's ride comfort.

[0038] As people's demands for vehicle driving comfort continue to increase, new types of semi-active suspension and active suspension have emerged in recent years. The former continuously or discontinuously adjusts the inherent characteristics of the suspension system to adapt to the vibration isolation requirements of different road conditions; the latter adds an excitation source, and the excitation force generated by the excitation source cancels out the road excitation to achieve the purpose of filtering out road vibration.

[0039] In addition to the traditional suspension's guiding mechanism, springs, and shock absorbers, an active suspension system also includes actuators, sensors, and an electronic control unit. Among these, the actuator, as the excitation source, determines the upper limit of the active suspension system's vibration filtering capability. Currently, there are three main types of actuators in active suspension systems: hydraulic pump actuators, linear motor actuators, and ball screw actuators. Hydraulic pump actuators and ball screw actuators have poor vibration filtering capabilities at high frequencies, failing to meet the filtering requirements of the more sensitive frequency range (4–12Hz). Linear motor actuators, requiring numerous coils and permanent magnets, are large in size, weight, cost, and power consumption, which does not align with the trend of vehicle lightweighting and therefore hinders their widespread application.

[0040] In view of this, embodiments of this application provide a suspension device, a suspension system, and a vehicle using the suspension system. The suspension device integrates a linear motor actuator into the shock absorber, utilizing the advantages of the linear motor actuator, such as large thrust and fast response, to filter out high-frequency vibrations caused by road excitation. Furthermore, since the linear motor actuator only operates in the high-frequency band and has a small working stroke, the size of the actuator is also relatively small, thereby helping to reduce the overall volume and weight of the suspension device. The present application will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0041] Figure 1 This is a partial structural schematic diagram of a suspension system provided in an embodiment of this application. (Reference) Figure 1 As shown in the embodiment of this application, the suspension system 1 may include a damping device, which may include a damper 100 and a first actuator 200. One end of the damper 100 may be connected to the vehicle body, and the other end may be connected to the wheel. It provides damping force to attenuate vibrations transmitted from the wheel to the vehicle body. The first actuator 200 may specifically be a linear motor actuator. The first actuator 200 may be disposed within the damper 100 and is used to generate a force opposite to the direction of vehicle body vibration when the vehicle body vibrates at high frequencies, thereby reducing changes in vehicle body position and achieving a vibration filtering effect.

[0042] Additionally, it should be noted that, Figure 1The accompanying drawings below only schematically show some components of the suspension system 1. Although not shown in the figures, the suspension system 1 may also include elastic elements, guiding mechanisms, sensors, electronic control units, etc. In specific implementations, the elastic elements and the shock absorber 100 can be connected in parallel, that is, one end of the elastic element can be connected to the vehicle body, and the other end can be connected to the wheel. The specific form of the elastic element is not limited, for example, it can be a coil spring, leaf spring, torsion bar spring, air spring, or rubber spring, etc. Sensors include, but are not limited to, longitudinal acceleration sensors, lateral acceleration sensors, or gyroscope sensors, used to collect information such as vehicle body vibration, bounce, and vehicle height. The electronic control unit can receive the signals collected by the sensors and issue control commands according to a pre-set program to control the magnitude and direction of the force applied by the first actuator 200 to the shock absorber 100, thereby causing the shock absorber 100 to apply a force to the vehicle body that can counteract its vibration.

[0043] Please continue to refer to this. Figure 1 The shock absorber 100 may include a housing 110, a piston 120, and a piston rod 130. The housing 110 has a first end 111 and a second end 112 along a first direction (i.e., the x-direction). The piston 120 is slidably disposed within the housing 110 along the first direction, and is in contact with the inner wall of the housing 110. In this configuration, the piston 120 divides the inner cavity of the housing 110 into two chambers: a first chamber 113 near the first end 111 of the housing 110, and a second chamber 114 near the second end 112 of the housing 110. The first chamber 113 and the second chamber 114 are cavities within the housing 110, and their volumes vary depending on the sliding position of the piston 120 within the housing 110. Specifically, when the piston 120 slides downward, the volume of the first chamber 113 increases and the volume of the second chamber 114 decreases; when the piston 120 slides upward, the volume of the first chamber 113 decreases and the volume of the second chamber 114 increases.

[0044] The first end 111 of the housing 110 has a through hole, and one end of the piston rod 130 can extend into the first cavity 113 through the through hole to connect with the piston 120, while the other end is located outside the housing 110. In a specific implementation, the end of the piston rod 130 extending out of the housing 110 may have a body connection part 131 for connecting with the vehicle body, and the second end 112 of the housing may have a wheel connection part 1121 for connecting with the wheel.

[0045] Figure 2 This is a cross-sectional view of a partial structure of the suspension system provided in an embodiment of this application. (See also...) Figure 1 and Figure 2As shown, the piston 120 may include a piston body 121, a piston seat 122, and a piston ring 123. The piston body 121 has a receiving groove on the side near the first end 111 of the housing 110, and the piston seat 122 can be disposed within the receiving groove. The periphery of the piston body 121 and the inner wall of the housing 110 can be spaced apart, and the piston ring 123 can be disposed between the periphery of the piston body 121 and the inner wall of the housing 110, thereby sealing and isolating the first cavity 113 and the second cavity 114. Exemplarily, the outer wall of the piston body 121 may be provided with a groove, and the side of the piston ring 123 facing the piston body 121 can be embedded in the groove to ensure that the piston ring 123 and the piston body 121 remain relatively fixed during the sliding process of the piston 120.

[0046] As one possible embodiment, a first receiving cavity 124 may be provided on the side of the piston 120 near the first end 111 of the housing 110. Specifically, the first receiving cavity 124 may be disposed within the piston seat 122, and one end of the piston rod 130 located within the housing 110 may extend into the first receiving cavity 124. A limiting portion 132 may be provided at the end of the piston rod 130, and an elastic element 133 may be sleeved on the piston rod 130, limiting the movement between the limiting portion 132 and the inner wall of the piston seat 122, to buffer the vertical movement of the piston rod 130. It should be noted that the directional terms such as "up," "down," "left," and "right" used in the suspension system 1 of this application embodiment are mainly based on the suspension system 1's position... Figure 2 The directions shown are presented in the text and do not constitute a limitation on the orientation of the suspension system 1 in actual application scenarios.

[0047] The piston 120 may be provided with a first damping orifice 125 and a second damping orifice 126. The first accommodating cavity 124 can be connected to the first cavity 113 through the first damping orifice 125, and to the second cavity 114 through the second damping orifice 126. That is, the first cavity 113, the first accommodating cavity 124, and the second cavity 114 can be connected sequentially. It should be noted that a damping orifice can be understood as a hole-shaped structure that changes the flow area of ​​the liquid to achieve pressure loss in the liquid flow, thereby forming a pressure difference on both sides of the orifice. The damping force generated when the liquid flows through the damping orifice can play a role in throttling, pressure regulation, buffering, and vibration damping. For example, the first damping orifice 125 and the second damping orifice 126 can be specifically in the form of a slender hole, a bent hole, or a slit.

[0048] For example, the first damping orifice 125 may be provided on the piston seat 122, and the number of the first damping orifice 125 may be one or more. Figure 2The following description uses two first damping holes 125 as an example. A one-way valve can be installed in each of the two first damping holes 125. The one-way valve in the left first damping hole 125 can be used to unilaterally guide the first accommodating cavity 124 towards the first cavity 113, and the one-way valve in the right first damping hole 125 can be used to unilaterally guide the first cavity 113 towards the first accommodating cavity 124.

[0049] The second damping orifice 126 can be located on the side of the piston ring 123 facing the second end 112 of the housing 110. In this case, the second damping orifice 126 can communicate with the second cavity 114 through the gap 115 between the piston body 121 and the inner wall of the housing 110. Similarly, the number of second damping orifices 126 can also be one or more. Figure 2 The following explanation uses two second damping holes 126 as an example. In specific implementation, the second damping holes 126 are arranged radially along the piston 120, including a first hole section 1261 and a second hole section 1262. The first hole section 1261 is located on the piston body 121, and the second hole section 1262 is located on the piston seat 122 and communicates with the first accommodating cavity 124. Thus, the first accommodating cavity 124 and the second cavity 114 can be connected sequentially through the second damping holes 126 and the gap 115 between the piston body 121 and the inner wall of the housing 110. The gap 115 between the inner walls of the housing 110 also plays a certain throttling role, allowing the liquid to generate damping force when passing through the gap. The interaction between this gap and the second damping holes 126 helps to further attenuate vehicle body vibration.

[0050] When the vehicle body vibrates downward due to road surface excitation, the piston rod 130 also moves downward synchronously under the action of the vehicle body. The pressure in the first cavity 113 decreases, and the liquid in the first accommodating cavity 124 can enter the first cavity 113 through the first damping hole 125 on the left. At this time, the pressure in the first accommodating cavity 124 will also be smaller than that in the second cavity 114. Therefore, the liquid in the second cavity 114 can enter the first accommodating cavity 124 through the second damping hole 126. The damping force generated by the liquid when passing through the first damping hole 125 and the second damping hole 126 can be used to attenuate the downward vibration of the vehicle body. Conversely, when the vehicle body vibrates upward, the piston rod 130 moves upward synchronously under the action of the vehicle body, the pressure in the first chamber 113 increases, and the liquid in the first chamber 113 can enter the first receiving chamber 124 through the first damping hole 125 on the right side. At this time, the pressure in the first receiving chamber 124 will also increase relative to the second chamber 114. Therefore, the liquid in the first receiving chamber 124 can then enter the second chamber 114 through the second damping hole 126. The damping force generated by the liquid when passing through the first damping hole 125 and the second damping hole 126 can be used to attenuate the upward vibration of the vehicle body.

[0051] Please continue to refer to this. Figure 2A second receiving cavity 127 may be provided on the side of the piston 120 near the second end 112 of the housing 110. In a specific implementation, the second receiving cavity 127 may be disposed within the piston body 121, and the second receiving cavity 127 may communicate with the receiving groove where the piston seat 122 is located. It should be noted that the first receiving cavity 124 and the second receiving cavity 127 are two receiving spaces disposed within the piston 120, and are different concepts from the first cavity 113 and the second cavity 114 within the housing 110.

[0052] A first end cap 1221 may be provided on the side of the piston seat 122 facing the second accommodating cavity 127. The first end cap 1221 and the piston seat 122 may be fixedly connected by fasteners and sealed at the connection by a sealing ring. A second end cap 1211 may be provided on the side of the piston body 121 facing the second cavity 114. The second end cap 1211 and the piston body 121 may also be fixedly connected by fasteners and sealed at the connection by a sealing ring. A first through hole may be provided on the first end cap 1221, and a first diaphragm 140 may be provided in the first through hole. In this case, the two sides of the first diaphragm 140 may be formed as the inner walls of the second accommodating cavity 127 and the first accommodating cavity 124, respectively, thereby isolating the second accommodating cavity 127 and the first accommodating cavity 124 through the first diaphragm 140. Similarly, the second end cap 1211 may be provided with a second through hole, and a second diaphragm 150 may be disposed within the second through hole. The two sides of the second diaphragm 150 may be formed as the inner walls of the second accommodating cavity 127 and the second cavity 114, respectively, thereby isolating the second accommodating cavity 127 and the second cavity 114 through the second diaphragm 150. Specifically, the first diaphragm 140 and the second diaphragm 150 may be deformable diaphragms. For example, the materials of the first diaphragm 140 and the second diaphragm 150 may be rubber, metal, etc.

[0053] In some embodiments, the first actuator 200 may be disposed within the second accommodating cavity 127. The first actuator 200 may include a mover 210 and a stator 220, wherein the two ends of the mover 210 may be fixedly connected to the first diaphragm 140 and the second diaphragm 150, respectively, and the stator 220 may be fixedly connected to the piston 120. The mover 210 may specifically include a permanent magnet assembly 211, a yoke 212, and a push rod 213. The permanent magnet assembly 211 and the yoke 212 may be sleeved on the push rod 213, which is disposed along a first direction x, and the two ends of the push rod 213 are fixedly connected to the first diaphragm 140 and the second diaphragm 150, respectively. Exemplarily, the two ends of the push rod 213 may be connected to the center positions of the first diaphragm 140 and the second diaphragm 150, respectively. The stator 220 may include an armature 221 and a coil 222. The armature 221 may be arranged around the mover 210 and spaced apart from the mover 210. The coil 222 may be wound around the armature 221. When the coil 222 is energized, a magnetic field is generated. The mover 210 is subjected to an upward or downward electromagnetic force in the magnetic field and can move along the first direction x.

[0054] As one possible embodiment, the permanent magnet assembly 211 may include multiple permanent magnets, and the number of yokes 212 may also be multiple. The multiple permanent magnets and multiple yokes 212 may be alternately arranged on the push rod 213 along the first direction. Each permanent magnet is magnetized along the first direction, and the magnetization directions of adjacent permanent magnets are opposite. The yokes 212 can be used to conduct the magnetic field generated by the permanent magnets. Figure 2 The embodiment shown uses two permanent magnets as an example. These two permanent magnets are a first permanent magnet 2111 and a second permanent magnet 2112. For example, when the upper end of the first permanent magnet 2111 is the N pole and the lower end is the S pole, the upper end of the second permanent magnet 2112 is the S pole and the lower end is the N pole; conversely, when the upper end of the first permanent magnet 2111 is the S pole and the lower end is the N pole, the upper end of the second permanent magnet 2112 is the N pole and the lower end is the S pole. When the coil 222 is energized, the first permanent magnet 2111 and the second permanent magnet 2112 will be simultaneously subjected to an upward force or a downward force, thereby ensuring the consistency of the force direction of the permanent magnet assembly 211 as a whole and ensuring the reliability of the movement of the mover 210 in the second accommodating cavity 127.

[0055] Figure 3 for Figure 2 The diagram shows a partial cross-sectional view of the suspension system after it has been rotated 90° along the first direction. See also... Figure 2 and Figure 3The stator 220 may further include multiple coil holders 223, which are spaced apart on the armature 221 along a first direction x. The armature 221 may have notches 2211 that connect adjacent coil holders 223. Coils 222 may be wound sequentially on each coil holder 223 through the notches 2211 from bottom to top or from top to bottom. In addition, the piston body 121 may have a first wire harness hole 1212 communicating with the notch 2211, the piston seat 122 may have a second wire harness hole 1222 communicating with the first wire harness hole 1212, and the piston rod 130 may have a third wire harness hole 134 communicating with the second wire harness hole 1222. The third wire harness hole 134 can lead to the end of the piston rod 130 located outside the housing 110 and communicate with the outside. Thus, the first wiring harness hole 1212, the second wiring harness hole 1222, and the third wiring harness hole 134 are sequentially connected to form a wiring channel. The end of the coil 222 can be connected to an external power source through this wiring channel, thereby achieving the purpose of powering the first actuator 200. It can be understood that by changing the direction of the current passing through the coil 222, the direction of the magnetic field formed by the stator 220 can be changed, which in turn can change the direction of the force on the mover 210 in the magnetic field formed by the stator 220, and further change the direction of movement of the mover 210.

[0056] It should be noted that the winding method of coil 222, the magnetization direction of permanent magnet and the arrangement of magnetic yoke 212 in this embodiment are not limited to the above forms, as long as they can generate an electromagnetic force along the first direction x between mover 210 and stator 220, which will not be elaborated here.

[0057] When the first actuator 200 is working, the mover 210 is subjected to an electromagnetic force F1 in the magnetic field formed by the stator 220. At the same time, the stator 220 is also subjected to an electromagnetic force F2 with the same magnitude but opposite direction to the electromagnetic force F1. The electromagnetic force F2 on the stator 220 can be transmitted to the piston rod 130 through the piston 120. The electromagnetic force F1 on the mover 210 will act on the first diaphragm 140 and the second diaphragm 150. After the first diaphragm 140 is deformed by the force, the pressure in the first accommodating cavity 124 will change, thereby forming a pressure difference between the first accommodating cavity 124 and the first cavity 113. This pressure difference can also act on the piston rod 130.

[0058] Specifically, when the vehicle experiences high-frequency vibration, at a certain moment when the vehicle body vibrates upward, the sensor detects the vibration information of the vehicle body and sends it to the electronic control unit. The electronic control unit controls the first actuator 200 to work based on the vibration information of the vehicle body, so that the stator is subjected to a downward electromagnetic force F2 and the mover is subjected to an upward electromagnetic force F1. The first diaphragm 140 deforms upward under the action of the electromagnetic force F1, thereby compressing the first accommodating cavity 124 and increasing the pressure in the first accommodating cavity 124. The piston rod 130 is subjected to an upward hydraulic pressure F1' under the action of the pressure difference between the first accommodating cavity 124 and the first cavity 113. It should be understood that there is a certain time delay from the moment the mover receives the electromagnetic force F1 to the moment the hydraulic pressure F1' acting on the piston rod 130 is formed. That is, the hydraulic pressure F1' will be slightly delayed before the electromagnetic force F2 acts on the piston rod 130. When the vehicle body is vibrating at high frequency, when the piston rod 130 receives the hydraulic pressure F1', the vibration direction of the vehicle body has changed, that is, the vehicle body has become vibrating downward. At this time, the electronic control unit readjusts the working state of the first actuator 200 according to the vibration information detected by the sensor, so that the stator 220 receives an upward electromagnetic force F2'. Therefore, when the hydraulic pressure F1' acts on the piston rod 130, the force F2' transmitted from the stator 220 to the piston rod 130 through the piston 120 is also upward. At this time, the electromagnetic force F2' and the hydraulic pressure F1' are in the same direction, and the sum of the two is the working force formed by the suspension system 1 to reduce the vibration of the vehicle body.

[0059] Please refer to this again. Figure 1 and Figure 2 In some embodiments, the suspension system 1 may further include a second actuator (not shown in the figure). The second actuator may specifically be a hydraulic pump actuator, used to cause the shock absorber 100 to generate a force opposite to the direction of the vehicle body vibration when the vehicle body vibrates at low frequencies, thereby reducing the change in the vehicle body position and achieving the effect of vibration filtering. In specific implementation, the second actuator may have a first opening and a second opening, and the housing 110 may be provided with a first opening 116 and a second opening 117. The first opening 116 communicates with the first cavity 113, and the second opening 117 communicates with the second cavity 114. In addition, the first opening 116 may also be connected to the first opening of the second actuator through a pipeline, and the second opening 117 may be connected to the second opening of the second actuator through a pipeline.

[0060] When the vehicle body vibrates at low frequencies, at a certain moment when the body vibrates upwards, the sensor detects the vibration information and sends it to the electronic control unit (ECU). Based on this vibration information, the ECU controls the second actuator to pump liquid from the second chamber 114 into the first chamber 113, creating a pressure difference between the two chambers. The piston 120 experiences downward hydraulic pressure under this pressure difference, which is further transmitted to the vehicle body via the piston rod 130, thus reducing the upward vibration tendency of the body. Conversely, at a certain moment when the body vibrates downwards, the sensor detects the vibration information and sends it to the ECU. The ECU then controls the second actuator to pump liquid from the first chamber 113 into the second chamber 114, creating a pressure difference between the two chambers. The piston 120 experiences upward hydraulic pressure under this pressure difference, which is further transmitted to the vehicle body via the piston rod 130, thus reducing the downward vibration tendency of the body.

[0061] As can be seen, the suspension system in this embodiment can achieve active filtering across the entire frequency band through the combined action of the first actuator 200 and the second actuator, ensuring the ride comfort and handling stability of the vehicle. Furthermore, since the first actuator 200 only operates during high-frequency vibrations of the vehicle body, and the amplitude of high-frequency vibrations is much smaller than that of low-frequency vibrations at the same vibration intensity, only a small relative displacement occurs between the stator 220 and the mover 210 of the first actuator 200. This means the stroke of the first actuator 200 is very small, thus reducing the overall size of the first actuator 200 assembly and consequently reducing the overall volume and weight of the suspension system 1.

[0062] It should be noted that when the vehicle load changes, such as a change in the load mass, although the piston rod 130 may be pressed downwards or pulled upwards, static pressure balance can be achieved because the first accommodating cavity 124 and the second cavity 114 are connected through the second damping hole 126. Utilizing the deformable characteristics of the first diaphragm 140 and the second diaphragm 150, the mover 210 of the first actuator 200 is also approximately in a state of force balance. This means that the mover 210 of the first actuator 200 will not move up and down relative to the stator 220 due to changes in the vehicle load, thus ensuring that the mover 210 of the first actuator 200 is always within its effective working stroke, thereby further reducing the size of the first actuator 200. It is understandable that when the deformation of the first diaphragm 140 and the second diaphragm 150 is the same during the up and down movement of the mover 210, the force balance of the mover 210 can be further guaranteed, thus contributing to a further reduction in the size of the first actuator 200. In practice, the first diaphragm 140 and the second diaphragm 150 can be designed with the same shape and size and made of the same material to ensure that they can have the same deformation under the same stress.

[0063] In addition, by reasonably setting the sizes of the first damping orifice 125 and the second damping orifice 126, as well as the stiffness of the first diaphragm 140 and the second diaphragm 150 and the mass of the mover 210 of the first actuator 200, it is difficult for the low-frequency driving force below 5Hz generated by the first actuator 200 to be transmitted to the vehicle body. According to the principle of reciprocity, the low-frequency vibration of the vehicle below 5Hz is also difficult to be transmitted to the first actuator 200. In this way, high and low frequency decoupling can be achieved, so that the first actuator 200 is not disturbed by the low-frequency vibration of the vehicle below 5Hz and the low-frequency vibration introduced by the second actuator when it is working. This can further improve the vibration filtering effect, thereby improving the ride comfort and handling stability of the vehicle.

[0064] Figure 4 A mathematical model of the suspension system provided in the embodiments of this application. Figure 4 In the suspension system shown, the spring can be represented as a spring with stiffness Ks, and the vertical displacement of the vehicle body is represented by x. b The vertical displacement of the wheel is represented by x. t It is stated that the total mass of the vehicle body and the stator of the first actuator is M. b The pressures of the first cavity, the first receiving cavity, and the second cavity are p1, p2, and p3, respectively. The fluid resistance coefficient of the first damping orifice is R1, and the fluid flow rate through it is q1. The fluid resistance coefficient of the second damping orifice is R2, and the fluid flow rate through it is q2. The first diaphragm and the second diaphragm together are equivalent to a device with a stiffness of K. a The spring, the total mass of the moving part of the first actuator is M aThe first actuator assembly generates a force f, which acts on the vehicle body and the moving part of the first actuator, respectively. p Let A be the projected area of ​​the shock absorber piston rod in the first direction. m This represents the projected area of ​​the first diaphragm in the first direction. See Table 1 for details.

[0065] Table 1

[0066]

[0067] Figure 4 The mathematical model expression for the suspension system shown is derived as follows:

[0068] The equations for vehicle body motion balance are:

[0069]

[0070] The motion equilibrium equation of the moving part of the first actuator is:

[0071]

[0072] The flow balance equation for the suspension system is:

[0073]

[0074]

[0075] The pressure balance equations for the first and second damping orifices are:

[0076] p2-p1=R1q1

[0077] p3-p2=R2q2

[0078] The forces transmitted from the suspension system to the vehicle body are:

[0079]

[0080] The above equations, when combined, yield the following:

[0081]

[0082] The above equation represents a typical two-degree-of-freedom vibration system, with the moving parts being the vehicle body and the mover portion of the first actuator. The first-order modal frequency, i.e., the modal frequency of the vehicle body, is generally between 1 and 1.6 Hz, a value determined by the vehicle's ride comfort and handling stability. The second-order modal frequency corresponds to the suspension mode of the mover portion of the first actuator, and its approximate calculation formula is as follows:

[0083]

[0084] in:

[0085]

[0086]

[0087] By rationally designing the parameters of each component, the modal frequency corresponding to the mover part of the first actuator can be controlled at around 8Hz. This ensures that the force transmission rate (the efficiency of transmitting the force generated by the first actuator to the vehicle body) within the human-sensitive frequency range of 4-12Hz is greater than 1. That is, when the first actuator generates a force of 1N, the force transmitted to the vehicle body will be greater than 1N. Setting the parameters of each component to the values ​​in Table 1, the calculated modal frequency of the vehicle body is 1.36Hz, and the suspension mode of the mover part of the first actuator is 7.8Hz.

[0088] Figure 5 The amplitude-frequency characteristic of the transfer function of the actuation force generated by the first actuator and transmitted to the vehicle body. Figure 5 It can be seen that in the high-frequency range of 5-12Hz, the force transmission rate remains generally greater than 1, while in the low-frequency range below 5Hz, the force transmission rate is relatively low. Therefore, the suspension system provided in this application embodiment not only does not affect vehicle vibration in the low-frequency range below 5Hz, but also has high working efficiency in the high-frequency range above 5Hz.

[0089] This application also provides a vehicle, including but not limited to new energy vehicles, intelligent vehicles, and other types of vehicles. The vehicle may include a body, wheels, and the suspension system described in the foregoing embodiments. For example, the number of wheels may be four: a left front wheel, a left rear wheel, a right front wheel, and a right rear wheel. The suspension system can be configured to correspond one-to-one with each wheel. One end of the piston rod extending from the housing of the suspension system can be fixedly connected to the body, and the second end of the housing can be fixedly connected to the corresponding wheel, thereby connecting the body and the wheels, transmitting the force and torque acting between the body and the wheels, buffering the impact force transmitted to the body from uneven road surfaces, and reducing the resulting vibration to ensure smooth vehicle operation.

[0090] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A vibration damping device, characterized in that, It includes a vibration damper, a first actuator, a first diaphragm, and a second diaphragm, wherein: The shock absorber includes a housing, a piston, and a piston rod. The piston is slidably disposed within the housing along a first direction, dividing the housing into a first cavity and a second cavity. The piston has a first receiving cavity and a second receiving cavity. The first receiving cavity is located at the end of the piston near the first cavity, and the second receiving cavity is located at the end of the piston near the second cavity. The piston is provided with a first damping hole and a second damping hole. The first receiving cavity communicates with the first cavity through the first damping hole, and the first receiving cavity communicates with the second cavity through the second damping hole. One end of the piston rod extends into the first cavity and is connected to the piston, while the other end extends out of the housing. The first diaphragm is used to separate the first accommodating cavity from the second accommodating cavity, and the second diaphragm is used to separate the second accommodating cavity from the second cavity body; The first actuator is disposed in the second accommodating cavity. The first actuator includes a mover and a stator. The two ends of the mover are fixedly connected to the first diaphragm and the second diaphragm, respectively. The stator is fixedly connected to the piston. The stator is used to drive the mover to move along the first direction.

2. The vibration damping device as described in claim 1, characterized in that, The first diaphragm and the second diaphragm have the same projected area in a plane perpendicular to the first direction.

3. The vibration damping device as described in claim 1 or 2, characterized in that, The mover includes a permanent magnet assembly, a magnetic yoke, and a push rod. The two ends of the push rod are fixedly connected to the first diaphragm and the second diaphragm, respectively. The permanent magnet assembly and the magnetic yoke are fixed to the push rod.

4. The vibration damping device as described in claim 3, characterized in that, The stator includes an armature and a coil. The armature is arranged around the mover, and the coil is wound around the armature. The coil is used to generate a magnetic field that drives the permanent magnet assembly to move in a first direction when energized.

5. The vibration damping device as described in claim 3 or 4, characterized in that, The permanent magnet assembly includes multiple permanent magnets, which are disposed on the push rod along a first direction, and the magnetization directions of two adjacent permanent magnets are opposite.

6. The vibration damping device according to any one of claims 1 to 5, characterized in that, The piston includes a piston body, a piston seat, and piston rings. The piston body has a receiving groove at one end near the first cavity, and the piston body is spaced apart from the inner wall of the housing. The piston seat is fixed in the receiving groove. The piston rings are sealed between the periphery of the piston body and the inner wall of the housing. The first receiving cavity is disposed within the piston seat, and the second receiving cavity is disposed within the piston body.

7. The vibration damping device as described in claim 6, characterized in that, The first damping orifice is disposed on the piston seat; The second damping orifice is disposed on the side of the piston ring facing the second cavity. The second damping orifice is disposed radially along the piston body and includes a first orifice section and a second orifice section. The first orifice section is disposed on the piston body and the second orifice section is disposed on the piston seat. The second damping orifice communicates with the second cavity through the gap between the piston body and the inner wall of the housing.

8. The vibration damping device as described in claim 6 or 7, characterized in that, The piston seat has a first end cap on the side facing the second accommodating cavity. The first end cap is provided with a first through hole that connects the first accommodating cavity and the second accommodating cavity. The first diaphragm is sealed in the first through hole.

9. The vibration damping device according to any one of claims 6 to 8, characterized in that, The piston body has a second end cap on the side facing the second cavity. The second end cap is provided with a second through hole that connects the second accommodating cavity and the second cavity. The second diaphragm is sealed in the second through hole.

10. The vibration damping device according to any one of claims 1 to 9, characterized in that, It also includes a second actuator, which is a liquid pump; The housing is provided with a first opening and a second opening. The first cavity is connected to the liquid pump through the first opening, and the second cavity is connected to the liquid pump through the second opening.

11. A suspension system, characterized in that, Includes the vibration damping device as described in any one of claims 1 to 10.

12. A vehicle, characterized in that, The system includes a vehicle body, wheels, and a suspension system as described in claim 11, wherein one end of the piston rod extending out of the housing is fixedly connected to the vehicle body, and one end of the housing opposite to the first cavity is fixedly connected to the wheel.

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