Hydraulic coupling active vibration damper and control method, system, vehicle, storage medium

Abstract

This invention discloses a hydraulically coupled active vibration damper, its control method, system, vehicle, and storage medium, belonging to the field of vehicle technology. It includes: a hydraulic coupling mechanism comprising an input shaft connected to an active component and an output shaft connected to a driven component; oil is contained between the active and driven components; a transmission mechanism connected to the output shaft; and a drive component for rotating the input shaft. The torque transmitted through the oil achieves a vibration damping effect. The drive component rotates the input shaft, transmitting torque to the output shaft via the oil. Finally, the transmission mechanism converts the torque into active force or damping force, which is then applied to the vehicle body, achieving active vibration damping. This increases the damper's flexibility and prevents system jamming. Due to the uncertainty of road surface excitation, this damper reduces impact. Furthermore, the absence of components such as solenoid valves and hydraulic pumps reduces structural complexity and simplifies structural control.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to a hydraulically coupled active damper and its control method, system, vehicle, and storage medium. Background Technology

[0002] Currently, the active dampers used in vehicles are telescopic active dampers. These dampers control the active damping by using an electro-hydraulic pump to drive a hydraulic cylinder, and the actuator's vibration causes oil to flow through valves to control the damping force. This structure requires separate control of the electro-hydraulic pump for active force control and control of the solenoid valves to achieve damping force control. The active damping control structure of this telescopic active damper needs to determine the timing of the solenoid valves and electro-hydraulic pump's activation in real time, making it quite complex. Summary of the Invention

[0003] The purpose of this invention is to provide a hydraulically coupled active vibration damper and control method, system, vehicle, and storage medium to solve one or more technical problems existing in the prior art, or at least provide a beneficial option or create conditions.

[0004] The technical solution adopted to solve the above-mentioned technical problems is as follows: a hydraulically coupled active damper for reducing vibration between the vehicle body and chassis. The active damper includes: a hydraulic coupling mechanism, including an input shaft and an output shaft rotatably arranged relative to each other; the input shaft is connected to an active component, and the output shaft is connected to a driven component; a receiving space is formed between the active component and the driven component, and the receiving space contains oil for transmitting torque; a transmission mechanism, one end of which is connected to the output shaft and the other end of which is connected to the vehicle body; the vehicle body and the output shaft are connected by transmission mechanism; and a drive component, mounted on the chassis, for driving the input shaft to rotate.

[0005] This technical solution offers at least the following advantages: the driving component rotates the input shaft and the active component, and under the torque transmission of the hydraulic fluid, the output shaft generates a certain torque. This rotational motion is converted into vibrational motion through the transmission mechanism, and the torque is transformed into active force or damping force, acting on the vehicle body to achieve active vibration reduction. Using hydraulic torque transmission increases the damper's flexibility and prevents system jamming. Due to the uncertainty of road surface excitation, this damper reduces the impact on the driving component. Furthermore, the absence of components such as solenoid valves and hydraulic pumps reduces structural complexity.

[0006] As a further improvement to the above technical solution, a planetary gear reducer is connected between the drive component and the input shaft. The planetary gear reducer reduces the speed and increases the torque at the output end of the drive component, ensuring a larger driving torque. The planetary gear reducer is lightweight and compact, which is beneficial for vehicle chassis layout and weight reduction. Simultaneously, the planetary gear reducer has a wide transmission ratio range, providing a large resultant torque, thereby providing a larger input torque to the input shaft of the hydraulic coupling mechanism. Furthermore, the planetary gear reducer has good gear meshing, resulting in smooth operation, which is beneficial for the accuracy and stability of drive control, thus improving the control effect of active vibration damping.

[0007] As a further improvement to the above technical solution, the transmission mechanism includes a first rocker arm and a second rocker arm. One end of the second rocker arm is rotatably connected to the vehicle body, and the other end is rotatably connected to the first rocker arm. The end of the first rocker arm away from the second rocker arm is connected to the output shaft. When the output shaft outputs torque, it can drive the first rocker arm to swing, thereby driving the second rocker arm to swing, realizing the conversion between rotational motion and vibrational motion. Furthermore, the rotational connection between the vehicle body and the second rocker arm, and the rotational connection between the first rocker arm and the second rocker arm, can maintain good stability during frequent movement and have a long service life, ensuring vehicle safety.

[0008] As a further improvement to the above technical solution, the transmission mechanism includes a gear and a rack that mesh with each other. The rack is connected to the vehicle body, and the gear is mounted on the output shaft. When the output shaft outputs torque, it can drive the gear to rotate, thereby driving the rack to move, realizing the conversion between rotational motion and vibrational motion.

[0009] As a further improvement to the above technical solution, the transmission mechanism includes a lead screw and a nut sleeved on the lead screw. A ball bearing and a circulation loop for the ball bearing to move are provided between the nut and the lead screw. The nut is connected to the vehicle body, and the lead screw is connected to the output shaft. When the output shaft outputs torque, it can drive the lead screw to rotate, thereby driving the nut to move, realizing the conversion between rotational motion and vibrational motion.

[0010] As a further improvement to the above technical solution, the accommodating space includes a shaft clearance space and / or a radial clearance space. The shaft clearance space is the gap space formed between the surfaces of the driving member and the driven member that are perpendicular to the output shaft axis, and the radial clearance space is the gap space formed between the surfaces of the driving member and the driven member that are parallel to the output shaft axis.

[0011] As a further improvement to the above technical solution, the driving component is a driving oil pan, the driven component is a driven oil pan, and the shaft clearance space is formed between the driving oil pan and the driven oil pan. This hydraulic coupling mechanism has a small overall thickness, which facilitates heat dissipation and ensures stable transmission of axial torque.

[0012] As a further improvement to the above technical solution, the active component is an active oil cylinder, the driven component is a driven oil cylinder, and the radial clearance space is formed between the active oil cylinder and the driven oil cylinder. This hydraulic coupling mechanism has a relatively small overall diameter, which is beneficial for controlling the vehicle's height.

[0013] As a further improvement to the above technical solution, the active member or the driven member can be slidably disposed relative to the output shaft along the axial direction. The hydraulic coupling mechanism also includes a drive mechanism that can drive the active member or the driven member to slide. When the active member or the driven member slides relative to the output shaft along the axial direction, the accommodating space between the active member and the driven member can change, thereby altering the torque transmission efficiency and flexibility of the hydraulic coupling mechanism, thus adapting to different vehicle driving comfort requirements.

[0014] As a further improvement to the above technical solution, the drive mechanism includes a telescopic cylinder and a telescopic container. The output end of the telescopic cylinder is connected to the driving member or the driven member. The telescopic container has a retractable or expandable telescopic space, which is connected to the receiving space and filled with the oil. By controlling the telescopic cylinder to push the driving member or the driven member, the distance between the driving member and the driven member can be changed, making the volume of the receiving space larger or smaller. At this time, the required increase or excess oil can be replenished or collected through the oil in the telescopic container, thereby changing the torque transmission efficiency and flexibility of the hydraulic coupling mechanism to adapt to different vehicle driving comfort requirements.

[0015] As a further improvement to the above technical solution, the driving mechanism is an oil pump. The pump port of the oil pump is connected to the receiving space via a pipe filled with oil. The oil pump is used to extract oil from or input oil into the receiving space. A valve is installed on the pipe. By controlling the valve and the oil pump, oil can be extracted or added to the receiving space. Due to the airtightness of the receiving space, the relative position between the driving and driven components can change according to the amount of oil, thereby changing the distance between the driving and driven components. This alters the torque transmission efficiency and flexibility of the hydraulic coupling mechanism to adapt to different vehicle driving comfort requirements.

[0016] A control method for a hydraulically coupled active damper, applied to any of the aforementioned hydraulically coupled active dampers, includes: acquiring the damping parameters required by the vehicle; determining the target damping torque of the output shaft based on the damping parameters; calculating the target relative speed between the input shaft and the output shaft based on the target damping torque; and controlling the operation of the drive component based on the target relative speed, so that the real-time relative speed between the input shaft and the output shaft reaches the target relative speed. By controlling only the parameters output by the drive component and the relative speed between the input and output shafts, the active force or damping force can be controlled according to the required damping parameters, thereby achieving active damping control of the vehicle. This control method is easy to implement and is stable and reliable.

[0017] Optionally, controlling the operation of the drive component based on the target relative speed includes: acquiring the real-time relative speed between the input shaft and the output shaft; determining the relative speed difference based on the real-time relative speed and the target relative speed; and controlling the operation of the drive component based on the relative speed difference. The target damping torque facilitates the acquisition of the relative speed difference. By acquiring the real-time relative speed between the input shaft and the output shaft, it is possible to determine how much the real-time relative speed is still short of reaching the target relative speed. This relative speed difference is relatively accurate. Controlling the drive component's movement based on the relative speed difference is straightforward, and the acquisition and transmission of the real-time relative speed are simple, reducing unnecessary calculation steps, minimizing calculation errors, and improving control accuracy and response efficiency.

[0018] Optionally, calculating the target relative velocity between the input shaft and the output shaft based on the target damping torque includes: obtaining the oil temperature; determining the oil viscosity based on the oil temperature; and calculating the target relative velocity based on the oil viscosity and the target damping torque. Determining the current oil viscosity based on the oil temperature can improve the accuracy of the target relative velocity calculation, thereby improving the effect of active vibration damping.

[0019] A control system for a hydraulically coupled active damper includes: an acquisition module for acquiring damping parameters required by the vehicle; a calculation module for determining a target damping torque of the output shaft based on the damping parameters; and calculating a target relative speed between the input shaft and the output shaft based on the target damping torque; and a control module for controlling the operation of the drive component based on the target relative speed, so that the real-time relative speed between the input shaft and the output shaft reaches the target relative speed.

[0020] A vehicle includes a memory and a processor, the memory storing a computer program, the processor being configured to run the computer program to perform a control method for any of the above-described hydraulically coupled active dampers.

[0021] A storage medium storing a computer program, wherein the computer program is configured to execute, when run on a computer or processor, the control method of any of the above-described hydraulically coupled active vibration dampers. Attached Figure Description

[0022] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this application, illustrate exemplary embodiments of the invention and, together with their description, serve to explain the invention and do not constitute an undue limitation thereof. In the drawings:

[0023] Figure 1 This is a schematic diagram of the overall structure of Embodiment 1 of the present invention;

[0024] Figure 2 This is another specific structural diagram of the active oil pan and the driven oil pan in Embodiment 1 of the present invention;

[0025] Figure 3 This is a flowchart of the control method for the hydraulically coupled active vibration damper in Embodiment 1 of the present invention;

[0026] Figure 4 This is a structural block diagram of the control system of the hydraulically coupled active vibration damper in Embodiment 1 of the present invention;

[0027] Figure 5 This is a schematic diagram of the hydraulic coupling mechanism in Embodiment 2 of the present invention;

[0028] Figure 6 This is a schematic diagram of the hydraulic coupling mechanism in Embodiment 3 of the present invention;

[0029] Figure 7 This is a schematic diagram of the transmission mechanism in Embodiment 4 of the present invention;

[0030] Figure 8 This is a schematic diagram of the transmission mechanism in Embodiment 5 of the present invention;

[0031] Figure 9 This is a schematic diagram of the drive mechanism in Embodiment Six of the present invention.

[0032] Drive component 10, hydraulic coupling mechanism 20, active oil pan 21, driven oil pan 22, input shaft 23, output shaft 24, reduction mechanism 25, active oil cylinder 26, driven oil cylinder 27, shaft clearance space 28, radial clearance space 29, transmission mechanism 30, first rocker arm 31, second rocker arm 32, gear 33, rack 34, limiting component 35, lead screw 36, nut 37, drive mechanism 40, telescopic cylinder 41, telescopic container 42, oil pump 43, pipeline 44, valve 45. Detailed Implementation

[0033] To enable those skilled in the art to better understand the present invention, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0034] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms can be used interchangeably where appropriate so that embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0035] According to an embodiment of the present invention, a hydraulically coupled active vibration damper and control method are provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system containing at least one set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0036] This method embodiment can also be executed in an electronic system / device containing a memory and a processor, a similar control device, or in the cloud. Taking an electronic system / device as an example, the electronic system / device may include one or more processors and a memory for storing data. Optionally, the aforementioned electronic system / device may also include communication devices for communication functions and display devices. Those skilled in the art will understand that the above structural description is merely illustrative and does not limit the structure of the aforementioned electronic system / device. For example, the electronic system / device may also include more or fewer components than those described above, or have a different configuration than those described above.

[0037] A processor may include one or more processing units. For example, a processor may include a central processing unit (CPU), a graphics processing unit (GPU), a digital signal processing (DSP) chip, a microcontroller unit (MCU), a field-programmable gate array (FPGA), a neural network processing unit (NPU), a tensor processing unit (TPU), and artificial intelligence (AI) type processors, etc. Different processing units may be independent components or integrated into one or more processors. In some instances, an electronic system may also include one or more processors.

[0038] The memory can be used to store computer programs, such as the computer program corresponding to the vehicle control method in this embodiment of the invention. The processor implements the vehicle control method by running the computer program stored in the memory. The memory may include high-speed random access memory and non-volatile memory, such as one or more magnetic storage systems, flash memory, or other non-volatile solid-state memory. In some instances, the memory may further include memory remotely located relative to the processor, which can be connected to the electronic system via a network. Examples of such networks include, but are not limited to, the Internet, corporate intranets, local area networks, mobile communication networks, and combinations thereof.

[0039] Example 1:

[0040] Reference Figure 1 The hydraulically coupled active vibration damper includes a drive component 10, a hydraulic coupling mechanism 20, and a transmission mechanism 30. The hydraulic coupling mechanism 20 includes an input shaft 23 and an output shaft 24, which are rotatably arranged relative to each other. A drive component is mounted on the end of the input shaft 23 near the output shaft 24, and a driven component is mounted on the end of the output shaft 24 near the input shaft 23. A sealed receiving space is formed between the drive component and the driven component, and this space is filled with high-viscosity oil. The high-viscosity oil can transmit torque hydraulically, enabling torque transmission between the drive component and the driven component, and thus between the output shaft 24 and the input shaft 23. Simultaneously, the transmission relationship between the input shaft 23 and the output shaft 24 exhibits considerable flexibility when transmitting torque via the oil.

[0041] Specifically, the driving element is a driving oil pan 21, which is disc-shaped and coaxially distributed with the input shaft 23. The driven element is a driven oil pan 22, which is disc-shaped with the same diameter as the driving oil pan 21, and coaxially distributed with the output shaft 24. The driving oil pan 21 and the driven oil pan 22 are spaced at a predetermined distance, thereby forming a shaft clearance space 28 between their adjacent sides, i.e., the sides perpendicular to the axis of the output shaft 24. This shaft clearance space 28 constitutes a receiving space for accommodating oil.

[0042] Furthermore, an outer shell is integrally formed on the outer side of the driving oil pan 21, meaning the outer shell rotates with the driving oil pan 21. The outer shell seals and encloses the outer periphery of the driven oil pan 22, and the side of the outer shell away from the input shaft 23 is rotatably connected to the output shaft 24. The outer shell and the output shaft 24 are sealed by a sealing ring, thus forming a sealed receiving space between the driving oil pan 21 and the driven oil pan 22. It is understandable that, since the outer shell is integrally formed with the driving oil pan 21, the sealing performance between the outer shell and the driving oil pan 21, or between the outer shell and the input shaft 23, does not need to be considered. Only the sealing performance between the driven oil pan 22 and the outer shell, or between the outer shell and the output shaft 24, needs to be considered to ensure the sealing of the receiving space, preventing oil leakage or seepage.

[0043] Reference Figure 2 In other embodiments, the housing can also be rotatably connected to the active oil pan 21, and the side of the housing away from the output shaft 24 is rotatably connected to the input shaft 23. The housing and the input shaft 23 are sealed by a sealing ring, and the housing simultaneously covers the outer sides of both the active and driven oil pans 21 and 22. In this case, the housing of the hydraulic coupling mechanism 20 can be relatively fixed to the chassis, improving the installation stability of the hydraulic coupling mechanism 20.

[0044] Reference Figure 1 The transmission mechanism 30 includes a first rocker arm 31 and a second rocker arm 32. One end of the second rocker arm 32 is rotatably connected to the first rocker arm 31, and the end of the first rocker arm 31 away from the second rocker arm 32 is fixedly connected to the output shaft 24 of the hydraulic coupling mechanism 20. The driving component 10 may be, but is not limited to, a motor, and the output end of the motor is connected to the output shaft of the hydraulic coupling mechanism 20.

[0045] When the hydraulically coupled active damper of this embodiment is used to reduce vibration between the vehicle body and chassis, the drive unit 10 is mounted on the chassis, and the end of the second rocker arm 32 away from the first rocker arm 31 is rotatably mounted on the vehicle body. Both the input shaft 23 and the output shaft 24 are rotatably mounted on the chassis. When the vehicle body vibrates relative to the chassis, it pushes the second rocker arm 32 to swing. The swing of the second rocker arm 32 causes the first rocker arm 31 to swing. The swing of the first rocker arm 31 can drive the output shaft 24 and the driven oil pan 22 to rotate. If the motor is in an idling state at this time, the driven oil pan 22 consumes some energy due to the action of the oil during rotation, achieving the effect of vibration reduction. If the motor is controlled to drive the input shaft 23 and the active oil pan 21 to rotate at this time, under the action of the oil, the torque can be transmitted to the driven oil pan 22. Under the transmission action of the first rocker arm 31 and the second rocker arm 32, the torque is converted into an active force or damping force acting on the vehicle body, realizing active vibration reduction of the vehicle body relative to the chassis. Furthermore, the use of hydraulic torque transmission increases the flexibility of the hydraulically coupled active vibration damper and prevents system jamming. Simultaneously, due to the uncertainty of road surface excitation, this hydraulically coupled active vibration damper reduces the impact on the motor.

[0046] Furthermore, a reduction mechanism 25 is connected between the output end of the motor and the input shaft 23 of the hydraulic coupling mechanism 20. The reduction mechanism 25 is preferably a planetary gear reducer. Planetary gear reducers are lightweight and compact, which is beneficial for the layout of the vehicle chassis and reduces its weight. Simultaneously, planetary gear reducers have a wide transmission ratio range, allowing for a wide range of speed reduction and torque increase at the motor output end, providing a larger resultant torque. In addition, the good meshing between the gears in a planetary gear reducer results in smooth operation, which is beneficial for the accuracy and stability of drive control, thereby improving the control effect of active vibration damping.

[0047] In addition to relative rotational motion, the driving oil pan 21 and the driven oil pan 22 can also slide relative to each other along the axial direction for a preset distance. Specifically, the motor is fixed to the chassis, and the motor output end is fixedly connected to the driving oil pan 21 through a planetary gear reducer, so that the center position of the driving oil pan 21 is fixed relative to the chassis. The driven oil pan 22 is not only rotatably connected to the housing, but can also move relative to each other axially, and the driven oil pan 22 is sealed to the inner side of the housing. The output shaft 24, which is fixedly connected to the driven oil pan 22, can slide relative to the end of the first rocker arm 31 away from the second rocker arm 32 along the axial direction for a preset distance. At the same time, the rotation of the output shaft 24 will drive the first rocker arm 31 to swing. If the end of the first rocker arm 31 away from the second rocker arm 32 has a square hole, one end of the output shaft 24 is square and passes through the square hole. The hydraulic coupling mechanism also includes a drive mechanism 40, which can drive the driven oil pan 22 to slide axially relative to the driving oil pan 21, thereby adjusting the distance between the driving oil pan 21 and the driven oil pan 22 to change the flexibility of the hydraulic coupling mechanism 20 and thus adapt to different vehicle comfort requirements.

[0048] The drive mechanism 40 includes an oil pump 43 and a valve 45. Both the oil pump 43 and the valve 45 are fixedly mounted on the outside of the housing, allowing them to rotate together with the housing. The pump port of the oil pump 43 is connected to a pipe 44, the other end of which passes through the housing and communicates with the receiving space, ensuring that both the receiving space and the pipe 44 are filled with oil. The valve 45 is installed in the pipe 44. The valve 45 is used to open and close the pipe 44 to ensure the airtightness of the receiving space. When the valve 45 is open, the oil pump 43 is controlled to draw oil from or input oil into the receiving space through the pipe 44. Due to the pressure difference between the inner and outer sides of the driven oil pan 22, the driven oil pan 22 moves, thereby enabling axial movement of the driven oil pan 22 relative to the driving oil pan 21.

[0049] In other embodiments, a circular annular tube may be provided at one end of the pipe 44 that connects to the accommodating space. The interior of the circular annular tube is connected to the interior of the pipe 44. The circular annular tube is coaxially disposed on the outer side of the active oil pan 21 near the input shaft 23, and the circular annular tube and the active oil pan 21 can rotate relative to each other. A first annular opening is provided on the side of the circular annular tube that is attached to the active oil pan 21, and a second annular opening is provided on the active oil pan 21 that is connected to the accommodating space. The first annular opening and the second annular opening are relatively sealed and rotatably disposed, thereby enabling the oil pump 43 and the valve 45 to be relatively fixed on the chassis without rotating relative to the active oil pan 21. It should be noted that the pipe 44 can connect to the accommodating space not only by passing through the outer shell, the active oil pan 21, or the driven oil pan 22, but also by providing a circular annular tube that is rotatably connected to the active oil pan 21 or the driven oil pan 22.

[0050] In other embodiments, the center position of the driven oil pan 22 can be fixed relative to the chassis. The input shaft 23, connected to the driving oil pan 21, can move axially relative to the driven oil pan 22. The motor output is fixedly connected to the input end of the planetary gear reducer, which can drive the input shaft 23 to rotate and achieve axial relative sliding through a square hole structure and a square bar structure. In this case, the drive mechanism 40 drives the driving oil pan 21 to slide axially relative to the driven oil pan 22. By controlling the oil pump 43 to input or extract oil, the driving oil pan 21 can be pushed to move relative to the driven oil pan 22. This allows adjustment of the distance between the driving oil pan 21 and the driven oil pan 22, changing the flexibility of the hydraulic coupling mechanism 20 to adapt to different vehicle comfort requirements.

[0051] A position sensor is installed between the active oil pan 21 and the driven oil pan 22. The position sensor can be used to detect the relative position of the active oil pan 21 and the driven oil pan 22. Based on the relative position at different times, the relative angular velocity or relative rotational speed between the active oil pan 21 and the driven oil pan 22 can be calculated. A temperature sensor is also installed between the active oil pan 21 and the driven oil pan 22. The temperature sensor can detect the oil temperature in the containment space.

[0052] like Figure 3 As shown in the figure, this embodiment also discloses a hydraulically coupled active vibration damper control method, including the following steps:

[0053] Step S100: Obtain the damping parameters required for the vehicle.

[0054] Specifically, the required damping parameters for a vehicle can be obtained by measuring the vertical acceleration of the vehicle body or its vertical acceleration relative to the chassis, and calculating the damping parameters according to different comfort requirements. It can be understood that these damping parameters characterize the degree to which the vehicle needs active vibration reduction.

[0055] Step S200: Determine the target damping torque of the output shaft based on the damping parameters.

[0056] Specifically, by analyzing the forces acting on the vehicle body, transmission mechanism 30, and output shaft 24 using damping parameters (i.e., the degree of active vibration reduction required by the vehicle), the torque of the output shaft when the damping parameter requirement is met can be calculated physically. In other embodiments, the relationship between the damping parameters and the target damping torque can be obtained through multiple experimental measurements, and the target damping torque can be determined based on this relationship.

[0057] Step S300: Calculate the target relative velocity between the input shaft and the output shaft based on the target damping torque.

[0058] Specifically, the target relative velocity refers to the difference in angular velocity between the input and output shafts required to achieve the target damping torque. Based on the specific hydraulic transmission torque of the hydraulic coupling mechanism 20, the target relative velocity is calculated using the following formula: Where T is the target damping torque; Δω is the target relative velocity; δ is the gap between the opposite sides of the driving oil pan 21 and the driven oil pan 22; μ is the viscosity of the oil; and d is the effective diameter of the overlapping portion of the opposite sides of the driving oil pan 21 and the driven oil pan 22. In other embodiments, the target relative velocity may also refer to the difference in rotational speed between the input shaft and the output shaft required to achieve the target damping torque, and the specific calculation formula is derived from the relationship between angular velocity and rotational speed.

[0059] Step S400: Control the operation of the drive component according to the target relative speed so that the real-time relative speed between the input shaft and the output shaft reaches the target relative speed.

[0060] Specifically, the target relative velocity, i.e., the required relative angular velocity value between the input shaft 23 and the output shaft 24, is achieved by controlling the rotational speed of the drive component 10 (i.e., the motor) to reach a preset value. This adjusts the rotational speed of the current input shaft 23, thereby adjusting the relative angular velocity value between the current input shaft 23 and the output shaft 24 to reach the target relative velocity. This provides the target damping torque and the necessary damping parameters for the vehicle. It should be noted that if a reduction mechanism 25 is also provided between the output end of the drive component 10 and the input shaft 23 of the hydraulic coupling mechanism 20, the reduction ratio of the reduction mechanism 25 needs to be obtained to convert the rotational speed of the output end of the drive component 10 into the rotational speed of the input shaft 23.

[0061] The hydraulic coupling active damper control method of this invention only requires controlling the operation of the drive component, i.e., controlling the speed of the motor output, to provide active force or damping force according to the required damping parameters, thereby realizing active vibration damping control of the vehicle. This control method is easy to implement and is stable and reliable.

[0062] Optionally, in step S400, controlling the operation of the drive unit according to the target relative speed includes: acquiring the real-time relative speed between the input shaft and the output shaft; determining the relative speed difference based on the real-time relative speed and the target relative speed; and controlling the operation of the drive unit based on the relative speed difference.

[0063] Specifically, the real-time relative speed between the input and output shafts can be obtained by measuring the real-time relative speed between the driving oil pan 21 and the driven oil pan 22. This real-time relative speed can be obtained by placing a position sensor between the driving and driven oil pans 21 and 22, and then measuring and calculating the speed using the position sensor. Since the target relative speed calculated from the target damping torque represents the difference between the required speeds of the driving and driven oil pans 21 and 22, and the measured real-time relative speed between the driving and driven oil pans 21 corresponds to the target relative speed in a physical sense, the difference between the two, i.e., the relative speed difference, has high accuracy. Controlling the drive component using this highly accurate relative speed difference can improve the control accuracy of active vibration damping. Generally, when the drive component is a motor, the motor's own controller also includes a sensor that measures the position or speed of its output end. Based on this position or speed and the real-time relative speed, the required motor speed can be calculated, thus facilitating motor control. In other embodiments, the real-time rotational speed of the driven oil pan 22 can be measured separately by a position sensor, thereby obtaining the required rotational speed of the active oil pan 21 based on the target relative speed. The output of the drive component can be controlled to reach the corresponding rotational speed based on the required rotational speed, thereby realizing active vibration damping control of the vehicle.

[0064] Optionally, in step S300, calculating the target relative velocity between the input shaft and the output shaft based on the target damping torque further includes step S301: obtaining the oil temperature; determining the oil viscosity based on the oil temperature; and calculating the target relative velocity based on the oil viscosity and the target damping torque.

[0065] Specifically, under the frequent vibration of the vehicle body and chassis, the temperature of the oil may change significantly, thus affecting the viscosity of the oil itself. Therefore, by measuring the temperature of the oil and determining the current viscosity of the oil based on the current temperature, and by performing calculations based on the real-time oil viscosity, the impact of oil temperature can be reduced, the accuracy of the calculation can be improved, and thus the precision of active vibration damping control can be enhanced.

[0066] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods according to the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) and includes several instructions to cause a terminal device (which may be a mobile phone, computer, server, or network device, etc.) to execute the methods of the various embodiments of the present invention.

[0067] This embodiment also provides a control system for a hydraulically coupled active vibration damper, which is used to implement the above embodiments and preferred embodiments; details already described will not be repeated. As used below, the term "module" refers to a combination of software and / or hardware capable of performing a predetermined function. Although the device described in the following embodiments is preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0068] like Figure 4 As shown, a control system for a hydraulically coupled active vibration damper includes:

[0069] The acquisition module 600 is used to perform the above step S100. Specifically, the acquisition module is used to: acquire the damping parameters required by the vehicle.

[0070] The calculation module 700 is used to perform the above steps S200 and S300. Specifically, the calculation module is used to: determine the target damping torque of the output shaft based on the damping parameters; and calculate the target relative velocity between the input shaft and the output shaft based on the target damping torque.

[0071] The control module 800 is used to execute the above step S400. Specifically, the control module is used to control the operation of the drive component according to the target relative speed, so that the real-time relative speed between the input shaft and the output shaft reaches the target relative speed.

[0072] Optionally, the acquisition module 600 is further used to: acquire the real-time relative speed between the input axis and the output axis; the calculation module 700 is further used to: determine the relative speed difference based on the real-time relative speed and the target relative speed; and the control module 800 is further used to: control the operation of the drive components based on the relative speed difference.

[0073] Optionally, the acquisition module 600 is also used to: acquire the oil temperature; determine the oil viscosity based on the oil temperature; and calculate the target relative velocity based on the oil viscosity and the target damping torque.

[0074] Optionally, specific examples in this embodiment can refer to the examples described in the above embodiments and optional implementations, and will not be repeated here.

[0075] Embodiments of the present invention also provide a vehicle including a memory and a processor, wherein the memory stores a computer program and the processor is configured to run the computer program to execute a control method for a hydraulically coupled active damper as described in any of the above embodiments.

[0076] Optionally, in this embodiment, the processor in the vehicle can be configured to run a computer program to execute the steps of the control method in the foregoing embodiments:

[0077] Step S100: Obtain the required damping parameters for the vehicle;

[0078] Step S200: Determine the target damping torque of the output shaft based on the damping parameters;

[0079] Step S300: Calculate the target relative velocity between the input shaft and the output shaft based on the target damping torque;

[0080] Step S400: Control the operation of the drive components according to the target relative speed, so that the real-time relative speed between the input shaft and the output shaft reaches the target relative speed.

[0081] Optionally, specific examples in this embodiment can refer to the examples described in the above embodiments and optional implementations, and will not be repeated here.

[0082] Embodiments of the present invention also provide a storage medium storing a computer program, wherein the computer program is configured to execute, when run on a computer or processor, a control method for a hydraulically coupled active vibration damper as described in any of the above embodiments.

[0083] Optionally, in this embodiment, the computer program described above may be configured to store a computer program for performing the control method steps in the foregoing embodiments:

[0084] Step S100: Obtain the required damping parameters for the vehicle;

[0085] Step S200: Determine the target damping torque of the output shaft based on the damping parameters;

[0086] Step S300: Calculate the target relative velocity between the input shaft and the output shaft based on the target damping torque;

[0087] Step S400: Control the operation of the drive components according to the target relative speed, so that the real-time relative speed between the input shaft and the output shaft reaches the target relative speed.

[0088] Optionally, specific examples in this embodiment can refer to the examples described in the above embodiments and optional implementations, and will not be repeated here.

[0089] Example 2:

[0090] like Figure 5As shown, the difference between the hydraulically coupled active vibration damper in this embodiment and that in Embodiment 1 lies in the difference between the active and driven components. In this embodiment, the active component is an active oil cylinder 26, which has a cylindrical structure, and one end of the active oil cylinder 26 is coaxially connected to the input shaft 23. The driven component is a driven oil cylinder 27, which has a cylindrical structure, and one end of the driven oil cylinder 27 is coaxially connected to the output shaft 24. The active oil cylinder 26 is sleeved on the outer periphery of the driven oil cylinder 27, and the end of the driven oil cylinder 27 away from the output shaft 24 abuts against the inner end side of the active oil cylinder 26. The end of the active oil cylinder 26 away from the input shaft 23 is rotatably connected to the output shaft 24 in a sealed manner. The outer wall of the driven oil cylinder 27 and the inner wall of the driving oil cylinder 26 are both perpendicular to the axis of the output shaft 24, and the outer diameter of the driven oil cylinder 27 is smaller than the inner diameter of the driving oil cylinder 26, thus forming an annular radial clearance space 29 between the outer wall of the driven oil cylinder 27 and the inner wall of the driving oil cylinder 26. This radial clearance space 29 constitutes a receiving space for accommodating oil. When the input shaft 23 and the output shaft 24 rotate relative to each other, the driving oil cylinder 26 and the driven oil cylinder 27 rotate relative to each other, and the torque is transmitted through the oil in the radial clearance space 29.

[0091] Furthermore, the control method of the hydraulically coupled active damper in this embodiment differs from that in Embodiment 1 in that the calculation formula in step S300 is different. In this embodiment, when calculating the target relative velocity between the input shaft and the output shaft based on the target damping torque in step S300, the value of the target relative velocity is calculated using the following formula: Where T is the target damping torque; Δn is the relative rotational speed; δ is the gap between the inner wall of the active oil cylinder 26 and the outer wall of the driven oil cylinder 27; μ is the viscosity of the oil; r is the radius of the outer wall of the driven oil cylinder 27; L is the length of the portion of the outer wall of the driven oil cylinder 27 overlapping with the inner wall of the driven oil cylinder 27 in the axial direction; and the relative rotational speed can be converted into the target relative speed through the relationship between angular velocity and rotational speed.

[0092] Example 3:

[0093] like Figure 6 As shown, the hydraulically coupled active vibration damper in this embodiment differs from those in Embodiments 1 and 2 in that it has different driving and driven components. In this embodiment, the driving component includes a driving oil pan 21 and a driving oil cylinder 26. One end of the driving oil cylinder 26 is coaxially fixed to the side of the driving oil pan 21 away from the input shaft 23. The driven component includes a driven oil pan 22 and a driven oil cylinder 27. The driven oil pan 22 is coaxially fixed to the side of the driven oil pan 22 away from the output shaft 24. One driving oil cylinder 26 and multiple driven oil cylinders 27 of different radii can be provided, and the driving oil cylinders 26 and driven oil cylinders 27 are arranged in an alternating pattern.

[0094] A preset distance is maintained between the active oil pan 21 and the driven oil cylinder 27 at the end furthest from the driven oil pan 22, and between the driven oil pan 22 and the active oil cylinder 26 at the end furthest from the active oil pan 21. This creates a shaft clearance space 28 between the active oil pan 21 and the driven oil cylinder 27 at the end furthest from the driven oil pan 22, and between the driven oil pan 22 and the active oil cylinder 26 at the end furthest from the active oil pan 21. An annular radial clearance space 29 is formed between the sidewall of the driven oil cylinder 27 and the sidewall of the adjacent active oil cylinder 26. When the input shaft 23 and the output shaft 24 rotate relative to each other, the active oil pan 21 and the driven oil pan 22 rotate relative to each other, and the active oil cylinder 26 and the driven oil cylinder 27 also rotate relative to each other. Torque is transmitted through the oil in the shaft clearance space 28 and the radial clearance space 29.

[0095] Furthermore, the formula used in step S300 of the control method of the hydraulically coupled active damper in this embodiment for calculating the target relative velocity is different from that in step S300 of Embodiment 1 and Embodiment 2.

[0096] Example 4:

[0097] like Figure 7 As shown, the difference between the hydraulically coupled active damper in this embodiment and that in Embodiment 1 lies in the transmission mechanism 30. In this embodiment, the transmission mechanism 30 includes a gear 33 and a rack 34. The gear 33 is mounted on the output shaft 24, and the axis of the gear 33 coincides with the axis of the output shaft 24. One end of the rack 34 is fixedly mounted on the vehicle body, and the rack 34 meshes with the gear 33, thereby transmitting the vibration of the vehicle body relative to the chassis to the output shaft 24 through the rack 34 and the gear 33, realizing the transmission connection between the vehicle body and the output shaft. It should be noted that during the vibration of the vehicle body relative to the chassis, the rack 34 and the gear 33 remain in a meshed connection. In other embodiments, to improve the flexibility of relative movement between the vehicle body and the chassis, one end of the rack 34 is rotatably connected to the vehicle body, and the axis of rotation of the rack 34 relative to the vehicle body is parallel to the axis of the gear 33. A limiting member 35 is rotatably mounted at the end of the output shaft 24. The middle part of the limiting member 35 is a cylindrical structure, which abuts against the side of the rack 34 away from the gear 33, thereby preventing the rack 34 from disengaging from the gear 33 and ensuring the meshing connection between the gear 33 and the rack 34. A limiting block is also formed at the end of the rack 34 away from the vehicle body. The width of the limiting block is greater than the distance between the cylindrical structure and the gear 33, thereby preventing the rack 34 from disengaging from the range between the cylindrical structure and the gear 33, and preventing the rack 34 and the gear 33 from disengaging from the meshing relationship. It should be noted that in other embodiments, the transmission mechanism 30 can also be other connection structures that can realize the conversion between vibration motion and rotational motion, and is not limited to the specific structures described in Embodiment 1 and this embodiment.

[0098] Example 5:

[0099] like Figure 8 As shown, the hydraulic coupling active damper in this embodiment differs from those in Embodiments 1 and 4 in that the transmission mechanism 30 is different. The transmission mechanism 30 in this embodiment includes a lead screw 36 and a nut 37. The nut 37 is sleeved on the outer periphery of the lead screw 36, and multiple balls are arranged between the nut 37 and the lead screw 36. A spiral first slide is formed on the outer periphery of the lead screw 36, and a spiral second slide is formed on the inner side of the nut 37. The first and second slides guide the balls to slide. A circulation loop is also formed within the nut 37 for the circulatory sliding of the balls, so that when the lead screw 36 is rotated, the nut 37 can slide axially. The nut 37 is connected to the vehicle body, and one end of the lead screw 36 is coaxially connected to the output shaft 24. By controlling the motor to drive the input shaft 23 and the active oil pan 21 to rotate, the torque can be transmitted to the driven oil pan 22 under the action of the oil. Furthermore, under the transmission action of the lead screw 36 and the nut 37, the torque is converted into an active force or damping force acting on the vehicle body to achieve active vibration reduction of the vehicle body relative to the chassis. It should be noted that in other embodiments, the transmission mechanism 30 can also be other connection structures capable of converting vibrational motion into rotational motion, and is not limited to the specific structures described in Embodiment 1, Embodiment 4, and this embodiment.

[0100] Example 6:

[0101] like Figure 9 As shown, the difference between the hydraulically coupled active damper in this embodiment and that in Embodiment 1 lies in the different drive mechanism 40. In this embodiment, the drive mechanism 40 includes a telescopic cylinder 41 and a telescopic container 42. The telescopic cylinder 41 is mounted on the chassis, and its output end is connected to the driven oil pan 22. The telescopic cylinder 41 can be one of a hydraulic cylinder, a pneumatic cylinder, or an electric telescopic cylinder. The telescopic container 42 has a retractable or expandable telescopic space, such as a rubber bag with elastic deformation capability. The space inside the rubber bag is connected to the receiving space, and both the space inside the rubber bag and the receiving space are filled with oil. By driving the telescopic cylinder 41, the driven oil pan 22 can be moved axially relative to the active oil pan 21, thereby adjusting the distance between the active oil pan 21 and the driven oil pan 22 to change the flexibility of the hydraulic coupling mechanism 20, thus adapting to different vehicle comfort requirements. It should be noted that the rubber bag can be fixed to the outside of the active oil pan 21, or it can be fixed to the chassis by setting a circular tube that communicates with the inside of the rubber bag and rotating relative to the active oil pan 21.

[0102] In the above embodiments of the present invention, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0103] In some embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The system embodiments described above are merely illustrative; for example, the division of modules can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple modules or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between modules may be electrical or other forms.

[0104] The modules described as separate components may or may not be physically separate. The components shown as modules may or may not be physical modules; that is, they may be located in one place or distributed across multiple modules. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs.

[0105] Furthermore, the functional modules in the various embodiments of the present invention can be integrated into one processing module, or each module can exist physically separately, or two or more modules can be integrated into one module. The integrated modules described above can be implemented in hardware or as software functional modules.

[0106] If the integrated module is implemented as a software functional module and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0107] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A hydraulically coupled active vibration damper for reducing vibrations between the vehicle body and chassis, characterized in that, The active damper includes: A hydraulic coupling mechanism includes an input shaft and an output shaft that are rotatably arranged relative to each other. The input shaft is connected to a driving member, and the output shaft is connected to a driven member. A receiving space is formed between the driving member and the driven member, and the receiving space contains oil for transmitting torque. A transmission mechanism is provided, with one end connected to the output shaft and the other end connected to the vehicle body. The vehicle body and the output shaft are connected via the transmission mechanism. The transmission mechanism includes a first rocker arm and a second rocker arm. One end of the second rocker arm is rotatably connected to the vehicle body, and the other end is rotatably connected to the first rocker arm. The end of the first rocker arm away from the second rocker arm is connected to the output shaft. Alternatively, the transmission mechanism includes a gear and a rack that mesh with each other. The rack is connected to the vehicle body, and the gear is mounted on the output shaft. Alternatively, the transmission mechanism includes a lead screw and a nut sleeved on the lead screw. A ball bearing and a circulation loop for the ball bearing are provided between the nut and the lead screw. The nut is connected to the vehicle body, and the lead screw is connected to the output shaft. A drive unit is mounted on the chassis and is used to drive the input shaft to rotate. The accommodating space includes a shaft clearance space and / or a radial clearance space. The shaft clearance space is the gap space formed between the surfaces of the driving member and the driven member that are perpendicular to the output shaft axis. The radial clearance space is the gap space formed between the surfaces of the driving member and the driven member that are parallel to the output shaft axis. The driving member or the driven member can be slidably disposed relative to the output shaft along the axial direction. The hydraulic coupling mechanism further includes a driving mechanism that can drive the driving member or the driven member to slide. The driving mechanism includes a telescopic cylinder and a telescopic container. The output end of the telescopic cylinder is connected to the driving member or the driven member. The telescopic container is provided with a retractable or expandable telescopic space. The telescopic space is connected to the receiving space and filled with the oil. Alternatively, the driving mechanism is an oil pump. The pump port of the oil pump is connected to the receiving space through a pipe. The pipe is filled with the oil. The oil pump is used to extract oil from the receiving space or input oil into the receiving space. The pipe is equipped with a valve.

2. The hydraulically coupled active vibration damper according to claim 1, characterized in that: A planetary gear reducer is connected between the driving component and the input shaft.

3. The hydraulically coupled active vibration damper according to claim 1, characterized in that: The driving component is a driving oil pan, the driven component is a driven oil pan, and the shaft clearance space is formed between the driving oil pan and the driven oil pan.

4. The hydraulically coupled active vibration damper according to claim 1, characterized in that: The active component is an active oil cylinder, the driven component is a driven oil cylinder, and the radial clearance space is formed between the active oil cylinder and the driven oil cylinder.

5. A control method for a hydraulically coupled active vibration damper, applied to the hydraulically coupled active vibration damper described in any one of claims 1-4, characterized in that, The control method includes: Obtain the required damping parameters for the vehicle; The target damping torque of the output shaft is determined based on the damping parameters. Calculate the target relative velocity between the input shaft and the output shaft based on the target damping torque; The drive unit is controlled to operate according to the target relative speed, so that the real-time relative speed between the input shaft and the output shaft reaches the target relative speed.

6. The control method for a hydraulically coupled active vibration damper according to claim 5, characterized in that, The step of controlling the operation of the drive unit based on the target relative velocity includes: Obtain the real-time relative velocity between the input axis and the output axis; The relative velocity difference is determined based on the real-time relative velocity and the target relative velocity; The drive unit is controlled to operate based on the relative speed difference.

7. The control method for a hydraulically coupled active vibration damper according to claim 5, characterized in that, The calculation of the target relative velocity between the input shaft and the output shaft based on the target damping torque includes: Obtain the temperature of the oil; The viscosity of the oil is determined based on the oil temperature; The target relative velocity is calculated based on the oil viscosity and the target damping torque.

8. A control system for a hydraulically coupled active vibration damper, used to execute the control method for a hydraulically coupled active vibration damper as described in any one of claims 5-7, characterized in that, The control system includes: The acquisition module is used to: acquire the damping parameters required by the vehicle; The calculation module is used to: determine the target damping torque of the output shaft based on the damping parameters; and calculate the target relative velocity between the input shaft and the output shaft based on the target damping torque. The control module is used to: control the operation of the drive component according to the target relative speed, so that the real-time relative speed between the input shaft and the output shaft reaches the target relative speed.

9. A vehicle comprising a memory and a processor, characterized in that, The memory stores a computer program, and the processor is configured to run the computer program to perform a control method for a hydraulically coupled active damper as described in any one of claims 5 to 7.

10. A storage medium, characterized in that, The storage medium stores a computer program, wherein the computer program is configured to execute, when run on a computer or processor, the control method of a hydraulically coupled active vibration damper as described in any one of claims 5 to 7.

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