Suspension system, vehicle, and control method of suspension system

Abstract

The invention relates to a suspension system, a vehicle and a control method of the suspension system, the suspension system comprises a shock absorber and a suspension rigidity control module, the shock absorber is provided with a channel communicated with the suspension rigidity control module, and liquid of the suspension rigidity control module can flow into or out of the shock absorber through the channel to control the rigidity of the shock absorber. Through the adjustment of the suspension rigidity control module, external oil enters or leaves the cylinder body through the channel to change the pressure of the working cavity, so that the shock absorber has more stable damping force to control the rigidity of the suspension, the vibration of the suspension is effectively inhibited, and the handling stability and comfort of a vehicle are better balanced. The vehicle can run on a bumpy road at a high speed for a long time, the service life of parts on the vehicle can be prolonged, and the running safety can be improved.

Description

Technical Field

[0001] The present disclosure relates to the field of vehicles, and in particular, to a suspension system, a vehicle, and a control method for the suspension system. Background Art

[0002] When the vehicle is driving, the suspension is impacted by the road surface and vibrates up and down, and the shock absorber works to reduce the vibration of the suspension. The existing shock absorbers are mainly designed for ordinary road conditions, and the driving experience mostly only considers the comfort of paved roads. They cannot be actively adjusted and the damping cannot be adjusted according to real-time road conditions and vehicle needs, which affects the vehicle's handling stability and comfort. Summary of the invention

[0003] The purpose of the present disclosure is to provide a suspension system, a vehicle and a control method of the suspension system, so as to improve the comfort and handling stability of the vehicle.

[0004] In order to achieve the above-mentioned objectives, the present disclosure provides a suspension system, including a shock absorber and a suspension stiffness control module, wherein the shock absorber has a channel connected to the suspension stiffness control module, and the liquid of the suspension stiffness control module can flow into or out of the shock absorber through the channel to control the stiffness of the shock absorber.

[0005] Optionally, the suspension stiffness control module includes a fluid reservoir and a valve, the fluid reservoir and the channel are connected via a pipeline, and the valve is arranged on the pipeline.

[0006] Optionally, the liquid reservoir is connected to channels of the plurality of shock absorbers through pipelines, the valves are multiple and are respectively arranged on the pipelines, and the suspension stiffness control module also includes a control cylinder unit, which is arranged downstream of the liquid reservoir and connected to the plurality of valves, for distributing the liquid in the liquid reservoir to the plurality of shock absorbers.

[0007] Optionally, the shock absorber includes a cylinder body and a piston rod capable of axially reciprocating movement in the cylinder body, the channel is opened on the cylinder body or the piston rod and extends axially, one end of the channel is connected to the suspension stiffness control module, and the other end is connected to the working chamber of the cylinder body.

[0008] Optionally, the piston rod is mounted on the cylinder body via a connecting piece, and the suspension system further comprises a power piece, wherein the power piece is a motor connected to the piston rod, the piston rod is a lead screw, and balls are arranged in a raceway between the lead screw and the connecting piece.

[0009] Optionally, the suspension system further comprises a power component, which is a motor mounted on the cylinder body, a gear being connected to an output shaft of the motor, the piston rod being provided with a rack extending axially, and the gear meshes with the rack in an inner cavity of the cylinder body.

[0010] Optionally, the suspension system also includes a control unit and a damping control module, and the control unit is connected to the suspension stiffness control module and the damping control module respectively, the shock absorber includes a power member for driving the piston rod to axially reciprocate, and the damping control module includes the power member and a variable resistor connected to the power member.

[0011] Optionally, the damping control module is connected to an energy recovery circuit, and the energy recovery circuit is used to connect to a vehicle battery and / or on-board electrical equipment.

[0012] Optionally, the suspension system further comprises an information detection module connected to the control unit, wherein the information detection module comprises at least a first detection element for acquiring sprung mass information and a second detection element for acquiring unsprung mass information.

[0013] Optionally, the shock absorber, the damping control module, the suspension stiffness control module and the information detection module are respectively in plurality and are arranged on wheels of the vehicle respectively.

[0014] According to a second aspect of the present disclosure, a vehicle is provided, comprising the above-mentioned suspension system.

[0015] According to a third aspect of the present disclosure, a control method for a suspension system is provided, wherein the suspension system is the above-mentioned suspension system, and the control method comprises:

[0016] The fluid in the suspension stiffness control module enters the shock absorber through the passage.

[0017] Optionally, there are multiple shock absorbers, the suspension stiffness control module includes a fluid reservoir and multiple valves, the multiple valves are respectively arranged on pipelines connecting the fluid reservoir and the multiple shock absorbers, and the control method includes:

[0018] The multiple valves are controlled so that the liquid in the liquid storage pot enters into the multiple shock absorbers respectively.

[0019] Optionally, the suspension system further comprises a power member for driving the piston rod to axially reciprocate, and the control method further comprises:

[0020] According to the information obtained by the information detection element, it is determined whether the direction of the ideal control force F of the control unit is the same as the direction of the relative speed of the suspension;

[0021] If yes, the suspension system is in active control mode, the power member drives the piston rod to move, and the output force of the power member is the same as the ideal control force F;

[0022] If not, the suspension system is in an active energy feeding mode, and the road excitation drives the piston rod to move axially and transmits it to the power member to recover kinetic energy.

[0023] Optionally, the suspension system further includes a variable resistor connected to the power member, and the control method further includes:

[0024] When the suspension system is in the active control mode or the active energy feeding mode, the variable resistor is controlled to adjust the electromagnetic damping force F of the power member. d or F p .

[0025] Optionally, the information acquired by the information detection element includes the sprung mass velocity v 2i and the unsprung mass velocity v 1i ,

[0026] When F*(v 2i -v 1i )>0, the ideal control force F of the control unit is in the same direction as the relative speed of the suspension, and the suspension system is in active control mode;

[0027] When F*(v 2i -v 1i )<0, the direction of the ideal control force F of the control unit is different from the direction of the relative speed of the suspension, and the suspension system is in the active energy feeding mode.

[0028] Through the above technical scheme, the external oil enters the cylinder through the channel or the oil in the cylinder flows out of the cylinder through the channel by adjusting the suspension stiffness control module to change the pressure of the working chamber, so as to realize the extension or retraction of the piston rod of the shock absorber, thereby actively controlling the stiffness of the suspension and the height of the vehicle body, and at the same time making the shock absorber have a more stable damping force to control the stiffness of the suspension, thereby effectively suppressing the vibration of the suspension, so as to better balance the handling stability and comfort of the vehicle, enable the vehicle to travel at high speed on bumpy roads for a long time, and also improve the life of the parts on the vehicle and the safety of driving.

[0029] Other features and advantages of the present disclosure will be described in detail in the following detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] The accompanying drawings are used to provide a further understanding of the present disclosure and constitute a part of the specification. Together with the following specific embodiments, they are used to explain the present disclosure but do not constitute a limitation of the present disclosure. In the accompanying drawings:

[0031] Figure 1 is a schematic diagram of a shock absorber according to an embodiment of the present disclosure.

[0032] Figure 2 is a schematic diagram of a shock absorber according to another embodiment of the present disclosure.

[0033] Figure 3 is a schematic diagram of a piston rod of a shock absorber according to an embodiment of the present disclosure.

[0034] Figure 4 is a schematic diagram of a suspension system according to an embodiment of the present disclosure.

[0035] Figure 5 is a schematic diagram of a suspension system according to another embodiment of the present disclosure.

[0036] Figure 6 is a flow chart of a control method of a suspension system according to a first embodiment of the present disclosure.

[0037] Figure 7 is a flow chart of a control method of a suspension system according to a second embodiment of the present disclosure.

[0038] Figure 8 is a flow chart of a control method of a suspension system according to a third embodiment of the present disclosure.

[0039] Description of Reference Numerals

[0040] 1-control unit; 2-suspension stiffness control module; 20-liquid reservoir; 21-valve; 22-control cylinder unit; 23-control pump unit; 3-shock absorber; 30-cylinder body; 301-first housing; 302-second housing; 31-channel; 32-piston rod; 321-piston; 322-limiting ring; 323-piston assembly bolt; 33-power piece; 34-connecting piece; 341-ball; 342-gear; 343-output shaft Bearing; 35-working chamber; 351-bottom valve; 36-oil storage chamber; 37-dustproof part; 371-upper dust cover; 372-lower dust cover; 373-tray; 374-elastic part; 38-first detection element; 391-mounting plate; 392-shock absorber assembly bolt; 4-energy recovery circuit; 40-vehicle battery; 5-damping control module; 51-variable resistor; 6-second detection element; 7-road surface identification element; 8-road surface excitation information. DETAILED DESCRIPTION

[0041] The specific implementation of the present disclosure is described in detail below in conjunction with the accompanying drawings. It should be understood that the specific implementation described herein is only used to illustrate and explain the present disclosure, and is not used to limit the present disclosure.

[0042] In the present disclosure, unless otherwise stated, directional terms such as "upper" and "lower" are defined for the overall arrangement of the shock absorber, and "inner" and "outer" are defined for the profile of the corresponding components. The use of terms such as "first" and "second" is intended to distinguish different components and does not have order and importance. In addition, in the following description, when referring to the drawings, unless otherwise explained, the same reference numerals in different drawings represent the same or similar elements.

[0043] According to one embodiment of the present disclosure, Figures 1 to 5 As shown, a suspension system is provided, which may include a shock absorber 3 and a suspension stiffness control module 2, wherein the shock absorber 3 has a channel 31 connected to the suspension stiffness control module 2, and the liquid of the suspension stiffness control module 2 can flow into or out of the shock absorber 3 through the channel 31 to control the stiffness of the shock absorber 3.

[0044] Through the above technical solution, the external oil enters the cylinder 30 through the channel 31 or the oil in the cylinder 30 flows out of the cylinder 30 through the channel 31 through the adjustment of the suspension stiffness control module 2 to change the pressure of the working chamber 35, so as to realize the extension or retraction of the piston rod 32 of the shock absorber 3, so as to actively control the stiffness of the suspension and the height of the vehicle body, and at the same time make the shock absorber 3 have a more stable damping force to control the stiffness of the suspension, so as to effectively suppress the vibration of the suspension, so as to better balance the handling stability and comfort of the vehicle, so that the vehicle can run at high speed on bumpy roads for a long time, and can also improve the life of the parts on the vehicle and the safety of driving.

[0045] Furthermore, if Figures 1 to 5 As shown, the suspension stiffness control module 2 may include a reservoir 20 and a valve 21, the reservoir 20 and the channel 31 are connected through a pipeline, and the valve 21 is arranged on the pipeline. Among them, the reservoir 20 has a two-way vent, and can also be integrated with the control pump unit 23, and fixed to the frame longitudinal beam of the vehicle by bolts. Through the control unit 1's judgment of the road surface, the control unit 1 can control the opening and closing of the valve 21 to achieve the result of effectively suppressing the vibration of the suspension. When the pressure of the shock absorber 3 needs to be changed, the valve 21 needs to be opened. When the shock absorber 3 needs to increase the pressure inside the cylinder 30, the oil in the reservoir 20 is driven to flow into the shock absorber 3 by the control pump unit 23. When the pressure inside the cylinder 30 needs to be reduced, the oil can be released into the reservoir 20.

[0046] Furthermore, if Figure 4 and Figure 5As shown, the liquid reservoir 20 is connected to the channels 31 of the multiple shock absorbers 3 through pipelines, the valves 21 are multiple and are respectively arranged on the pipelines, and the suspension stiffness control module 2 also includes a control cylinder unit 22, which is arranged downstream of the liquid reservoir 20 and connected to the multiple valves 21, and is used to distribute the liquid in the liquid reservoir 20 to the multiple shock absorbers 3. When the oil flows out of the liquid reservoir 20, the outflowing liquid can be accurately distributed by the control cylinder unit 22 and input into the channels corresponding to different shock absorbers 3, and then the valves 21 of the corresponding channels are opened and closed to achieve the purpose of accurately controlling the shock absorbers 3 at different positions.

[0047] According to one embodiment of the present disclosure, Figures 1 to 3 As shown, the shock absorber 3 may include a cylinder body 30 and a piston rod 32 that can axially reciprocate in the cylinder body 30, a channel 31 is opened on the cylinder body 30 or the piston rod 32 and extends axially, one end of the channel 31 is connected to the suspension stiffness control module 2, and the other end is connected to the working chamber 35 of the cylinder body 30, so that external oil enters the cylinder body 30 to change the pressure of the working chamber 35, thereby completing the stiffness control of the suspension.

[0048] Furthermore, if Figures 1 to 3 As shown, the shock absorber 3 of the suspension system may also include a power member 33 and a transmission member, and the transmission member may be arranged between the power member 33 and the piston rod 32 or the transmission member may be arranged between the cylinder body 30 and the piston rod 32. Among them, the power member 33 can drive the piston rod 32 to move axially directly or through the transmission member, and its transmission mode is more stable. When the piston rod 32 moves axially, the axial movement of the piston rod 32 can also be transmitted to the power member 33 directly or through the transmission member, and this movement mode can recover kinetic energy to improve energy utilization and reduce energy consumption.

[0049] Furthermore, if Figure 1 As shown, the piston rod 32 can be mounted on the cylinder body 30 through the connecting member 34, the power member 33 can be a motor connected to the piston rod 32, the piston rod 32 can be a lead screw, and the transmission member is a ball 341 installed in the raceway between the lead screw and the connecting member 34. In this case, the connecting member 34 can be a lead screw nut, and the ball 341 can move in the raceway. When the piston rod 32 reciprocates along the cylinder body 30, the piston rod 32 can also rotate relative to the cylinder body 30 to drive the motor to rotate. The motor can be welded on the upper mounting plate 391, and the shock absorber assembly bolt 392 can assemble the first detection element 38 and the dustproof member 37 described below on the piston rod 32 and be located below the motor, so as to move with the piston rod 32.

[0050] According to one embodiment of the present disclosure, Figure 2As shown, the power member 33 can also be a motor installed on the cylinder body 30, the transmission member is a gear 342 connected to the output shaft of the motor, the piston rod 32 is provided with a rack extending in the axial direction, and the gear 342 is meshed with the rack in the inner cavity of the cylinder body 30. In this way, when the piston rod 32 reciprocates relative to the cylinder body 30, the rack structure on the piston rod 32 drives the meshing gear 342 to rotate, thereby driving the motor to rotate. Among them, the output shaft of the gear 342 (which can be directly the output shaft of the motor) can be assembled on the housing of the cylinder body 30 through the output shaft bearing 343, and the present disclosure does not limit this.

[0051] According to one embodiment of the present disclosure, the power component 33 can be connected to the energy recovery circuit 4, and the energy recovery circuit 4 can be used to connect to any one of the vehicle battery 40 and the on-board electrical equipment. When the power component 33 is a motor, that is, when the piston rod 32 mentioned above drives the motor to rotate, the motor can transfer energy to the energy recovery circuit 4. If the other end of the energy recovery circuit 4 is connected to the vehicle battery 40, energy recovery can be completed. If the other end of the energy recovery circuit 4 is connected to other on-board electrical equipment, the recovered electric energy can be directly supplied to the corresponding on-board electrical equipment for use. If the other end of the energy recovery circuit 4 connects the vehicle battery 40 and the on-board electrical equipment, the recovered energy can be distributed to the vehicle battery 40 and the on-board electrical equipment according to demand or the setting of the vehicle control part. The distribution ratio can be determined according to actual conditions, and the present disclosure does not limit this.

[0052] It should be noted that the vehicle battery 40 can be fixed to the vehicle chassis by bolts, or it can be connected to the energy recovery circuit 4 and the suspension system through two circuits, so as to store the energy recovered by the shock absorber 3 and provide electrical energy for the vehicle and the suspension system.

[0053] According to one embodiment of the present disclosure, Figures 1 to 3As shown, the cylinder body 30 may include a first housing 301, the inner cavity of the first housing 301 is formed as a working cavity 35, the piston rod 32 is located in the working cavity 35 and communicates with the working cavity 35 through the channel 31, the second housing 302 is arranged outside the first housing 301, an oil storage cavity 36 is formed between the second housing 302 and the first housing 301, a bottom valve 351 is arranged at the bottom of the working cavity 35, and the working cavity 35 communicates with the oil storage cavity 36 through the bottom valve 351. The working cavity 35 is divided into two cavities by the piston 321 of the piston rod 32. As the piston rod 32 is constantly moving, the oil flow between the two cavities may cause a vacuum phenomenon to occur in the cavity near the bottom valve 351 instantly. At this time, if the oil replenishment from the channel 31 is not timely, the oil can be replenished from the oil storage cavity 36 to the cavity in time through the bottom valve 351 to ensure that there is no idle stroke in the subsequent compression stroke. In the case where the transmission member is a structure in which a rack and a gear 342 cooperate, the second housing 302 may include an upper housing and a lower housing, which may be assembled by assembly bolts, and the interface thereof may be sealed by a rubber sealing ring.

[0054] According to one embodiment of the present disclosure, Figure 3 As shown, the piston 321 of the piston rod 32 can be mounted on the piston rod 32 through a bearing. The function of the piston 321 is to separate the working chamber 35 into two chambers. The piston 321 can also be provided with a channel to connect the two chambers. The piston 321 can be assembled on the piston rod 32 through a piston assembly bolt 323. A limit ring 322 can be provided on the piston rod 32 above the piston 321. A circle of rubber cushion can also be provided on the side of the limit ring 322 away from the bottom valve 351, and the present disclosure does not limit this.

[0055] According to one embodiment of the present disclosure, Figure 1 and Figure 2 As shown, the shock absorber 3 of the suspension system may further include a dustproof member 37 disposed at the opening, and the piston rod 32 extends from the dustproof member 37. The dustproof member 37 may be a structure in which one end is closed and the other end extends toward the cylinder body 30 and is sleeved on the outside of the cylinder body 30, or the dustproof member 37 is sleeved on the outside of the cylinder body 30, and the dustproof member 37 includes an upper dust cover 371 and a lower dust cover 372 of the same set, which is not limited in the present disclosure. The ends of the upper dust cover 371 and the lower dust cover 372 may be provided with a tray 373 respectively, and an elastic member 374 is provided between the trays 373 of the two, so as to further improve the performance of the shock absorber 3 and improve the smoothness of vehicle operation.

[0056] Furthermore, a guide member can be provided on the dustproof member 37, one end of which is connected to the tray 373 connected to the upper dust cover 371, and the other end extends toward the cylinder body 30 and surrounds the outer side of the piston rod 32 to improve the stability of the movement of the piston rod 32.

[0057] According to one embodiment of the present disclosure, Figure 1 and Figure 2 As shown, the shock absorber 3 of the suspension system further includes a first detection element 38 for obtaining spring load information, and the first detection element 38 is disposed on the cylinder body 30. The first detection element 38 may be an acceleration sensor, or may be disposed on the piston rod 32, which is not limited in the present disclosure.

[0058] According to one embodiment of the present disclosure, Figure 4 and Figure 5 As shown, the suspension system may also include a control unit 1 and a damping control module 5, and the control unit 1 is connected to the suspension stiffness control module 2 and the damping control module 5 respectively, the shock absorber 3 includes a power member 33 for driving the piston rod 32 to axially reciprocate, and the damping control module 5 includes the power member 33 and a variable resistor 51 connected to the power member 33. The function of the damping control module 5 is to control the current in the power member 33 by adjusting the resistance value of the variable resistor 51, thereby adjusting the damping force of the power member 33, thereby controlling the damping force of the suspension system. In addition, the damping control module 5 may also include a filter unit and a boost unit, wherein the filter unit is connected to the shock absorber 3, one end of the boost unit is connected to the filter unit, and the other end is used to connect to the vehicle battery 40. During the energy recovery process, the piston rod 32 drives the power part 33 to rotate through the transmission part, which can convert the vibration energy of the suspension system into electrical energy, and transmit and store the electrical energy in the vehicle battery 40. Due to the instability of the vibration excitation of the shock absorber 3 by the road, the power part 33 will output unstable direct current into the filter unit, and the filter unit outputs stable direct current, and the voltage is increased to an acceptable voltage range for the vehicle battery 40 through the boost unit. After adjustment, the electrical energy is stored in the vehicle battery 40.

[0059] Furthermore, if Figure 4 and Figure 5 As shown, the suspension system may further include an information detection module connected to the control unit 1, the information detection module including at least a first detection element 38 for obtaining sprung mass information and a second detection element 6 for obtaining unsprung mass information. The sprung mass information and unsprung mass information obtained in real time are transmitted to the control unit 1 for calculation through a preset program (such as Sky-Hook algorithm), and then the shock absorber 3 is adjusted through the suspension stiffness control module 2 and the damping control module 5 according to the calculation results to effectively suppress the vibration of the suspension.

[0060] According to one embodiment of the present disclosure, Figure 4 and Figure 5As shown, the shock absorber 3, the damping control module 5, the suspension stiffness control module 2 and the information detection module can be multiple, so as to be arranged on the wheels of the vehicle respectively. According to the number of wheels, such as 4 wheels, 6 wheels and 8 wheels, the corresponding number of shock absorbers 3, damping control modules 5, suspension stiffness control modules 2 and information detection modules can be set. Thus, the control unit 1 can accurately adjust the positions of different wheels separately to improve the smoothness of the movement of the whole vehicle.

[0061] In addition, if Figure 4 and Figure 5 As shown, the suspension system may further include a road surface recognition element 7 connected to the control unit 1. The road surface recognition element 7 may be a visual sensor for acquiring road surface excitation information 8 and transmitting it to the control unit 1 for corresponding calculation.

[0062] On the basis of the above scheme, the present disclosure further provides a vehicle, which includes the above suspension system and has all the beneficial effects of the above suspension system, which will not be described in detail here.

[0063] According to an embodiment of the present disclosure, a control method for a suspension system is provided. The suspension system may be the above-mentioned suspension system. The control method may include controlling the liquid in the suspension stiffness control module 2 to enter the shock absorber 3 through the channel 31. In the structure of the shock absorber 3 being a piston rod 32 and a cylinder body 30, the movement of the piston rod 32 is controlled by the liquid entering the cylinder body 30 from the channel 31, and the pressure of the working chamber 35 is changed, thereby effectively suppressing the vibration of the suspension. In this way, even if the power part 33 fails, it can ensure that the suspension attenuates the vibration of the vehicle, ensuring safety during driving.

[0064] Furthermore, if Figure 6 As shown, there may be multiple shock absorbers 3, and the suspension stiffness control module 2 includes a liquid reservoir 20 and multiple valves 21, and the multiple valves 21 are respectively arranged on the pipelines connecting the liquid reservoir 20 and the multiple shock absorbers 3. The control method may also include step 602, controlling the multiple valves 21, and the liquid in the liquid reservoir 20 respectively enters the multiple shock absorbers 3, so as to adjust the shock absorbers 3 at different positions according to the actual situation and the needs to meet the driving needs.

[0065] According to one embodiment of the present disclosure, Figures 1 to 7As shown, the suspension system also includes a power member 33 for driving the piston rod 32 to reciprocate axially, and the control method may further include step 701, that is, judging whether the direction of the ideal control force F of the control unit is the same as the direction of the relative speed of the suspension according to the information obtained by the information detection element. If so, step 702 is executed, at which time the suspension system is in active control mode, the power member 33 drives the piston rod 32 to move, and the output force of the power member 33 is the same as the ideal control force F. If not, step 703 is executed, at which time the suspension system is in active energy feeding mode, the road excitation drives the piston rod 32 to move axially, and is transmitted to the power member 33 to recover kinetic energy.

[0066] In addition, when the suspension system is provided with a road surface recognition element 7, the road surface recognition element 7 collects road surface excitation information 8, recognizes the road surface excitation through the control unit 1, calculates the acceleration of the road surface to the tire according to different vehicle speeds, and then gives the ideal damping force F through the Sky-Hook algorithm control method, and then adjusts the electromagnetic damping force of the subsequent shock absorber 3 and the stiffness of the suspension stiffness control module 2 according to the information obtained by the information detection element. In this way, the suspension system can adapt to the changes of various road conditions, effectively suppress the vibration of the suspension under various conditions, and improve the comfort and handling stability of the vehicle.

[0067] In the active control mode, the control unit 1 controls the oil in the reservoir 20 to enter the control cylinder unit 22 through the pipeline, and then controls the oil to be distributed to multiple branches leading to different shock absorbers 3 through multiple valves 21, and delivers it to multiple shock absorbers 3. The suspension stiffness control module 2 outputs a signal through the control unit 1, and controls the pressure of the working chamber 35 in the shock absorber 3 through the piston rod 32 to control the stiffness of the suspension. At the same time, the control unit 1 adjusts the output force of the power part 33 to keep the force provided to the suspension system consistent with the ideal control force in the Sky-Hook algorithm (skyhook damping control algorithm). In this way, the vibration of the suspension is effectively suppressed and the height of the vehicle body is adjusted, thereby improving the comfort and handling stability of the vehicle.

[0068] In the active energy feeding mode, during the up and down movement of the shock absorber 3, the piston rod 32 drives the power part 33 to generate an induced electromotive force, and the generated induced electromotive force charges the vehicle battery 40. At the same time, the control unit 1 changes the electromagnetic damping force of the power part 33, thereby providing the damping force of the suspension. At the same time, the control unit 1 controls the oil in the liquid storage pot 20 to enter the control cylinder unit 22 through the pipeline, and then controls the oil to be distributed to multiple branches leading to different shock absorbers 3 through multiple valves 21, and delivers it to multiple shock absorbers 3. The suspension stiffness control module 2 outputs a signal through the control unit 1, controls the pressure of the working chamber 35 in the shock absorber 3 through the piston rod 32, and controls the stiffness of the suspension. Make the force provided to the suspension system consistent with the ideal control force in the Sky-Hook algorithm. Thereby effectively suppressing the vibration of the suspension and adjusting the height of the vehicle body, improving the comfort and handling stability of the vehicle.

[0069] Furthermore, the suspension system may further include a variable resistor 51 connected to the power member 33, such as Figure 6 As shown, the control method may further include step 601, that is, when the suspension system is in the active control mode or the active energy feeding mode, the variable resistor 51 may be controlled to adjust the electromagnetic damping force F of the power member 33. d or F p , effectively suppressing suspension vibration.

[0070] Specifically, the shock absorber 3 may include a cylinder 30, a piston rod 32 may be axially reciprocatingly arranged in the cylinder 30, and the piston rod 32 is mounted on the cylinder 30 through a connecting member 34. When the power member 33 is a motor connected to the piston rod 32, and the motor is used to connect to the vehicle battery 40, the piston rod 32 is a lead screw, and the transmission member is a ball 341 installed in the raceway between the lead screw and the connecting member 34. At this time, the electromagnetic damping force is F p , (v 2 -v 1 ), where k 1 is the electromagnetic torque coefficient of the motor, v 1 is the velocity of the unsprung mass, v 2 is the speed of the sprung mass, l is the lead of the screw, l = π*d 0 *tanθ, θ is the lead angle of the screw thread, d 0 is the nominal diameter of the screw. η is the transmission efficiency of the ball screw pair, Where ρ is the equivalent friction angle, R n is the motor resistance, R n =r+R, r is the internal resistance of the motor, and R is the resistance value of the variable resistor.

[0071] In addition, when the power member 33 is a motor mounted on the cylinder body 30, the motor is also used to connect with the vehicle battery 40, the transmission member is a gear 342 connected to the output shaft of the motor, and the piston rod 32 is provided with a rack extending in the axial direction. In the inner cavity of the cylinder body 30, the gear 342 is meshed with the rack. At this time, the electromagnetic damping force is F d , F d =n*c, where c is the damping coefficient of the motor and n is the speed of the gear. Where d is the pitch circle of the gear, v is the speed of the rack. d = z*m, z is the number of teeth on the gear, and m is the module of the gear. k 2 is the back electromotive force coefficient of the motor. a is the motor resistance, R a =r+R, r is the internal resistance of the motor, and R is the resistance value of the variable resistor.

[0072] Through the mathematical model formulas corresponding to the above two different structures, the value of the variable resistor 51 can be controlled, so as to obtain the resistance value actually output by the shock absorber 3.

[0073] According to one embodiment of the present disclosure, Figure 8 As shown, the information obtained by the information detection element may include the sprung mass speed v 2i and the unsprung mass velocity v 1i , the information detection element executes step 801 to obtain the real-time sprung mass velocity v 2i and the unsprung mass velocity v 1i When the first detection element 38 is a sprung mass acceleration sensor and the second detection element 6 is a height sensor, the data collected by periodic detection can be sent to the control unit 1, where the unsprung mass displacement obtained by the i-th sampling is recorded as x 1i , the sprung mass displacement obtained by the i-th sampling is recorded as x 2i , i is a non-zero natural number, and control unit 1 takes the derivative of the relationship between displacement and time to obtain the sprung mass velocity v 2i and the unsprung mass velocity v 1i . Get the real-time sprung mass velocity v 2i and the unsprung mass velocity v 1i Then, execute step 802 to determine the formula F*(v 2i -v 1i ) is positive or negative, when F*(v 2i -v 1i )>0, step 702 is executed. At this time, the ideal control force F of the control unit is in the same direction as the relative speed of the suspension, and the suspension system is in the active control mode. 2i -v 1i)<0, step 703 is executed. At this time, the direction of the ideal control force F of the control unit is different from the direction of the relative speed of the suspension, and the suspension system is in the active energy feeding mode.

[0074] The preferred embodiments of the present disclosure are described in detail above in conjunction with the accompanying drawings; however, the present disclosure is not limited to the specific details in the above embodiments. Within the technical concept of the present disclosure, a variety of simple modifications can be made to the technical solution of the present disclosure, and these simple modifications all fall within the protection scope of the present disclosure.

[0075] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, the present disclosure will not further describe various possible combinations.

[0076] In addition, various embodiments of the present disclosure may be arbitrarily combined, and as long as they do not violate the concept of the present disclosure, they should also be regarded as the contents disclosed by the present disclosure.

Claims

1. A suspension system, characterized in that: The invention comprises a shock absorber and a suspension stiffness control module, wherein the shock absorber has a channel connected with the suspension stiffness control module, and the liquid of the suspension stiffness control module can flow into or out of the shock absorber through the channel to control the stiffness of the shock absorber.

2. The suspension system according to claim 1, characterized in that: The suspension stiffness control module includes a liquid reservoir and a valve. The liquid reservoir and the channel are connected through a pipeline, and the valve is arranged on the pipeline.

3. The suspension system according to claim 2, characterized in that: The liquid reservoir is connected to the channels of the plurality of shock absorbers through pipelines, the valves are multiple and are respectively arranged on the pipelines, and the suspension stiffness control module also includes a control cylinder unit, which is arranged downstream of the liquid reservoir and connected to the plurality of valves for distributing the liquid in the liquid reservoir to the plurality of shock absorbers.

4. The suspension system according to claim 1, characterized in that: The shock absorber includes a cylinder body and a piston rod capable of axially reciprocating movement in the cylinder body. The channel is opened on the cylinder body or the piston rod and extends axially. One end of the channel is connected to the suspension stiffness control module, and the other end is connected to the working chamber of the cylinder body.

5. The suspension system according to claim 4, characterized in that: The piston rod is mounted on the cylinder body through a connecting piece. The suspension system also includes a power piece, which is a motor connected to the piston rod. The piston rod is a lead screw, and balls are arranged in a raceway between the lead screw and the connecting piece.

6. The suspension system according to claim 4, characterized in that: The suspension system also includes a power component, which is a motor installed on the cylinder body. A gear is connected to the output shaft of the motor. The piston rod is provided with a rack extending axially. In the inner cavity of the cylinder body, the gear is meshed with the rack.

7. The suspension system according to claim 4, characterized in that: The suspension system also includes a control unit and a damping control module, and the control unit is connected to the suspension stiffness control module and the damping control module respectively. The shock absorber includes a power member for driving the piston rod to axially reciprocate, and the damping control module includes the power member and a variable resistor connected to the power member.

8. The suspension system according to claim 7, characterized in that The damping control module is connected to an energy recovery circuit, and the energy recovery circuit is used to connect to a vehicle battery and / or vehicle-mounted electrical equipment.

9. The suspension system according to claim 7, characterized in that: The suspension system further comprises an information detection module connected to the control unit, wherein the information detection module comprises at least a first detection element for obtaining sprung mass information and a second detection element for obtaining unsprung mass information.

10. The suspension system according to claim 9, characterized in that The shock absorber, the damping control module, the suspension stiffness control module and the information detection module are respectively in plurality and are arranged on the wheels of the vehicle respectively.

11. A vehicle, characterized in that: A suspension system comprising any one of claims 1-10.

12. A method for controlling a suspension system, characterized in that: The suspension system is the suspension system according to any one of claims 1 to 10, and the control method comprises: The fluid in the suspension stiffness control module enters the shock absorber through the passage.

13. The control method of the suspension system according to claim 12, characterized in that: There are multiple shock absorbers, the suspension stiffness control module includes a liquid reservoir and multiple valves, the multiple valves are respectively arranged on pipelines connecting the liquid reservoir and the multiple shock absorbers, and the control method includes: The multiple valves are controlled so that the liquid in the liquid storage pot enters into the multiple shock absorbers respectively.

14. The control method of the suspension system according to claim 12, characterized in that: The suspension system further includes a power member for driving the piston rod to axially reciprocate, and the control method further includes: According to the information obtained by the information detection element, it is determined whether the direction of the ideal control force F of the control unit is the same as the direction of the relative speed of the suspension; If yes, the suspension system is in active control mode, the power member drives the piston rod to move, and the output force of the power member is the same as the ideal control force F; If not, the suspension system is in an active energy feeding mode, and the road excitation drives the piston rod to move axially and transmits it to the power member to recover kinetic energy.

15. The control method of the suspension system according to claim 14, characterized in that: The suspension system further includes a variable resistor connected to the power member, and the control method further includes: When the suspension system is in the active control mode or the active energy feeding mode, the variable resistor is controlled to adjust the electromagnetic damping force F of the power member. d or F p .

16. The control method of the suspension system according to claim 14, characterized in that: The information obtained by the information detection element includes the sprung mass speed v 2i and the unsprung mass velocity v 1i , When F*>0, the ideal control force F of the control unit is in the same direction as the relative speed of the suspension, and the suspension system is in active control mode; When F*<0, the ideal control force F of the control unit is in a different direction from the relative speed of the suspension, and the suspension system is in an active energy feeding mode.

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