Vehicle take-off control method, suspension and vehicle

Abstract

The invention discloses a vehicle take-off control method, a suspension and a vehicle. The vehicle take-off control method comprises the steps that a shock absorber is controlled to be compressed; the shock absorber is controlled to restore; and in the recovery process of the shock absorber, the pressure of a compression cavity of the shock absorber is controlled to be increased. By controlling compression and recovery of the shock absorber, a pressure difference can be formed in the shock absorber, and when the shock absorber recovers, the pressure in the compression cavity of the shock absorber can be controlled to be increased, so that when the vehicle encounters an obstacle or a bumpy road section, the in-situ take-off function of the vehicle can be enhanced, and the trafficability of the vehicle can be improved; and the driving experience of drivers and passengers can be improved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and in particular to a vehicle take-off control method, a suspension and a vehicle. Background Art

[0002] At present, the suspension system is connected between the vehicle body and the wheels to transmit the force between the wheels and the vehicle body. However, when the vehicle encounters obstacles or bumpy roads, the suspension system will generate large vibrations, which are transmitted to the driver and passengers through the vehicle body. The suspension system will also limit the height of the vehicle body to a certain extent, which is not conducive to reducing the vibration caused by uneven road conditions, thereby reducing the driving experience of the driver and passengers. Summary of the invention

[0003] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, one purpose of the present invention is to provide a vehicle take-off control method, which can reduce the vibration transmitted to the vehicle body by the suspension system, increase the take-off height of the vehicle body, and thus improve the vehicle's passability and the driving experience of the driver and passengers.

[0004] The invention also provides a suspension.

[0005] The present invention further provides a vehicle.

[0006] The vehicle take-off control method according to the present invention comprises: controlling the compression of the shock absorber; controlling the recovery of the shock absorber; and controlling to increase the pressure of the compression chamber of the shock absorber during the recovery of the shock absorber.

[0007] According to the vehicle take-off control method of the present invention, by controlling the compression and recovery of the shock absorber, a pressure difference can be formed in the shock absorber. When the shock absorber recovers, the pressure in the shock absorber compression chamber can be controlled to increase. This arrangement can increase the take-off height of the vehicle body when the vehicle encounters obstacles or bumpy roads, and can enhance the vehicle's in-situ take-off function, thereby improving the vehicle's passability and the driving experience of the driver and passengers.

[0008] In addition, the vehicle control method of the above embodiment of the present invention may also have the following additional technical features:

[0009] In some examples of the present invention, during the recovery process of the shock absorber, the pressure of the compression chamber of the shock absorber is controlled to increase according to the current take-off speed V of the vehicle body.

[0010] In some examples of the present invention, controlling the recovery of the shock absorber includes: determining whether the piston of the shock absorber is compressed to a preset position; if so, controlling the oil to be transported from the recovery chamber of the shock absorber to the compression chamber of the shock absorber.

[0011] In some examples of the present invention, the preset position is a position where the piston compresses the compression chamber volume to a minimum.

[0012] In some examples of the present invention, during the recovery process of the shock absorber, controlling to increase the pressure of the compression chamber of the shock absorber includes: determining whether the current take-off speed V of the vehicle body reaches a preset speed V0; if so, controlling to increase the pressure of the oil delivered from the recovery chamber of the shock absorber to the compression chamber of the shock absorber.

[0013] In some examples of the present invention, the relationship between the preset speed V0 and the rated maximum take-off speed V1 of the vehicle body satisfies: 0.5V1≤V0≤V1; wherein the rated maximum take-off speed V1 of the vehicle body is the maximum take-off speed that the vehicle body can reach when the shock absorber is restored and the pressure in the compression chamber is not increased.

[0014] In some examples of the present invention, the pressure of the oil delivered from the restoring chamber of the shock absorber to the compression chamber of the shock absorber is increased by opening a first accumulator connected to the compression chamber.

[0015] In some examples of the present invention, the first accumulator connected to the compression chamber is opened by opening a first control valve connected between the compression chamber and the first accumulator.

[0016] In some examples of the present invention, when the first accumulator connected to the compression chamber is opened, the second accumulator respectively connected to the compression chamber and the recovery chamber is controlled to disconnect from the compression chamber; wherein the pressure of the second accumulator is lower than the pressure of the first accumulator.

[0017] In some examples of the present invention, the second accumulator is controlled to disconnect the communication with the compression chamber by closing a second control valve connected between the compression chamber and the second accumulator.

[0018] In some examples of the present invention, after the controlling increases the pressure of the compression chamber of the shock absorber, the method further includes: controlling the shock absorber to compress again.

[0019] In some examples of the present invention, controlling the shock absorber to compress again includes: detecting whether the current take-off speed V of the vehicle body is decelerated; if so, controlling the oil to be transported from the compression chamber of the shock absorber to the recovery chamber of the shock absorber.

[0020] In some examples of the present invention, when the shock absorber is controlled to be compressed again, the hydraulic pump connected between the compression chamber and the restoration chamber is controlled to run at a maximum speed.

[0021] In some examples of the present invention, when the shock absorber is controlled to be compressed again, the pressure of the restoring chamber of the shock absorber is controlled to increase.

[0022] In some examples of the present invention, the pressure of the restoring chamber of the shock absorber is increased by opening a third accumulator connected to the restoring chamber.

[0023] In some examples of the present invention, after the shock absorber is controlled to be compressed again for a preset time t, a third accumulator connected to the recovery chamber is opened.

[0024] In some examples of the present invention, the preset time t satisfies the relationship: 0<t≤1s.

[0025] In some examples of the present invention, the third accumulator connected to the recovery chamber is opened by opening a third control valve connected between the recovery chamber and the third accumulator.

[0026] In some examples of the present invention, when the third accumulator connected to the recovery chamber is opened, the second accumulators respectively connected to the compression chamber and the recovery chamber are controlled to be disconnected from the recovery chamber.

[0027] In some examples of the present invention, the second accumulator is controlled to disconnect the communication with the recovery chamber by closing a fourth control valve connected between the recovery chamber and the second accumulator.

[0028] The suspension according to an embodiment of the present invention comprises: a hydraulic cylinder, a hydraulic device, a first accumulator and a controller, wherein the hydraulic cylinder has a compression chamber and a recovery chamber separated by a piston, the hydraulic device is respectively connected to the compression chamber and the recovery chamber, the first accumulator is connected to the compression chamber, and the controller is configured to: when the suspension operates in a vehicle take-off mode, first control the compression of the shock absorber, then control the recovery of the shock absorber, and during the recovery of the shock absorber, control the increase of the pressure in the compression chamber of the shock absorber.

[0029] The vehicle according to the embodiment of the present invention comprises: the above-mentioned vehicle take-off control method or the above-mentioned suspension.

[0030] Additional aspects and advantages of the present invention will be given in part in the following description and in part will be obvious from the following description, or will be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] The above and / or additional aspects and advantages of the present invention will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0032] Figure 1is a flow chart of a vehicle take-off control method according to an embodiment of the present invention;

[0033] Figure 2 is a flow chart for controlling the recovery of the shock absorber;

[0034] Figure 3 is a flow chart for controlling the increase in pressure of the compression chamber of the shock absorber;

[0035] Figure 4 It is a flow chart for controlling the recompression of the shock absorber;

[0036] Figure 5 It is a flow chart of controlling the suspension;

[0037] Figure 6 4 is a schematic diagram of a vehicle take-off control method according to an embodiment of the present invention.

[0038] Reference numerals:

[0039] 100. Suspension;

[0040] 10. shock absorber; 11. hydraulic cylinder; 12. piston; 13. compression chamber; 14. recovery chamber; 15. compression relief valve; 16. recovery relief valve; 20. hydraulic device; 21. hydraulic pump; 22. motor; 23. sensor; 24. controller; 25. hydraulic pump switch valve; 30. first accumulator; 31. first control valve; 40. second accumulator; 41. second control valve; 50. third accumulator; 51. third control valve; 60. fourth control valve; 70. first check valve; 71. second check valve; 72. third check valve; 73. fourth check valve; 74. first throttle valve; 75. second throttle valve;

[0041] 200. Central controller. DETAILED DESCRIPTION

[0042] Embodiments of the present invention are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. Embodiments of the present invention are described in detail below.

[0043] Reference below Figure 1-Figure 6 A vehicle take-off control method according to an embodiment of the present invention is described, and the vehicle take-off control method is applied in a vehicle.

[0044] Figure 1 FIG. 4 is a flow chart of a method for controlling vehicle take-off according to an embodiment of the present invention. Figure 1 As shown, the vehicle take-off control method according to the embodiment of the present invention includes: controlling the shock absorber 10 to compress; controlling the shock absorber 10 to recover; and during the recovery process of the shock absorber 10, controlling to increase the pressure of the compression chamber 13 of the shock absorber 10.

[0045] Among them, the hydraulic cylinder 11 of the shock absorber 10 is separated into a compression chamber 13 and a recovery chamber 14 by a piston 12. The piston 12 can be connected to the vehicle body through a piston rod, and the cylinder body of the hydraulic cylinder 11 can be connected to the wheel. It can be understood that when the vehicle encounters an obstacle or passes through a bumpy road, the shock absorber 10 starts to work, and the vehicle controls the shock absorber 10 to compress, which will cause the pressure in the shock absorber 10 to be unbalanced. When the shock absorber 10 is compressed to the maximum bearing pressure, the vehicle controls the shock absorber 10 to recover. During the recovery process of the shock absorber 10, the vehicle controls to increase the pressure in the compression chamber 13 in the shock absorber 10, which can increase the speed of oil entering the compression chamber 13, increase the speed of the piston 12, and further increase the take-off speed of the vehicle body, thereby increasing the height of the vehicle body until the wheel leaves the ground, and also increasing the distance between the wheel and the ground. When the vehicle jumps to the highest point, due to factors such as gravity, the vehicle descends to the ground, thereby completing the vehicle's take-off function, thereby making the vehicle more stable during driving and improving the driving experience of the driver and passengers.

[0046] Therefore, by controlling the compression and recovery of the shock absorber 10, a pressure difference can be formed in the shock absorber 10. When the shock absorber 10 recovers, the pressure in the compression chamber 13 of the shock absorber 10 can be controlled to increase. This arrangement can increase the height of the vehicle body when the vehicle encounters obstacles or bumpy roads, and can enhance the vehicle's on-the-spot jumping function, thereby improving the vehicle's passability and the driving experience of the driver and passengers.

[0047] According to a specific embodiment of the present invention, during the recovery process of the shock absorber 10 , the pressure of the compression chamber 13 of the shock absorber 10 is controlled to increase according to the current take-off speed V of the vehicle body.

[0048] Specifically, when the shock absorber 10 is restored, the pressure in the compression chamber 13 is squeezed to the minimum. At this time, the vehicle controls the increase of the pressure in the compression chamber 13 according to the take-off speed of the vehicle body, thereby increasing the pressure in the compression chamber 13, which can better improve the speed of the vehicle body and increase the maximum speed of the vehicle body. This setting can protect the shock absorber 10 and maintain the stability of the vehicle when passing through obstacles or bumpy roads.

[0049] According to a specific embodiment of the present invention, controlling the recovery of the shock absorber 10 includes: determining whether the piston 12 of the shock absorber 10 is compressed to a preset position; if so, controlling the oil to be transported from the recovery chamber 14 of the shock absorber 10 to the compression chamber 13 of the shock absorber 10 .

[0050] Specifically, the first control valve 70, the second control valve 71, the third control valve 72 and the fourth control valve 73 are all one-way valves, and the direction of oil passing is the direction indicated by the arrow. In the process of controlling the recovery of the shock absorber 10, it is first necessary to determine whether the piston 12 of the shock absorber 10 is compressed to a preset position. If the piston 12 of the shock absorber 10 is not compressed to the preset position, the oil in the compression chamber 13 is transported to the recovery chamber 14 through the second control valve 41, the second one-way valve 71, the second accumulator 40, the first throttle valve 75, the third one-way valve 73 and the fourth control valve 60. The preset position is the lowest point of the compression chamber 13. If the piston 12 is at the lowest point of the compression chamber 13, the vehicle controls the oil to flow from the recovery chamber 14 in the shock absorber 10 to the compression chamber 13, so that the pressure in the compression chamber 13 can be increased, so that the shock absorber 10 can provide actuating force to the vehicle, the vehicle body can be quickly raised, and the maximum speed can be reached by acceleration, thereby improving the driving experience of the driver and passengers.

[0051] According to a specific embodiment of the present invention, the preset position is the position where the piston 12 compresses the volume of the compression chamber 13 to the minimum.

[0052] Specifically, the position where the piston 12 compresses the compression chamber 13 to the minimum volume is the preset position, so that the piston 12 can fully compress the compression chamber 13, thereby facilitating the vehicle control oil to flow from the recovery chamber 14 in the shock absorber 10 to the compression chamber 13, thereby increasing the pressure in the compression chamber 13.

[0053] According to a specific embodiment of the present invention, during the recovery process of the shock absorber 10, the pressure of the compression chamber 13 of the shock absorber 10 is controlled to increase, including: judging whether the current take-off speed V of the vehicle body reaches the preset speed V0; if so, controlling the increase of the pressure of the oil delivered from the recovery chamber 14 of the shock absorber 10 to the compression chamber 13 of the shock absorber 10.

[0054] Specifically, the vehicle controls the oil to flow from the restoring chamber 14 in the shock absorber 10 to the compression chamber 13, so that the shock absorber 10 can be in a restoring process, and the pressure in the compression chamber 13 can be increased. At this time, it is determined in real time whether the take-off speed of the vehicle body reaches the preset speed. If the take-off speed of the vehicle body does not reach the preset speed, the pressure of the oil delivered from the restoring chamber 14 of the shock absorber 10 to the compression chamber 13 of the shock absorber 10 will not be increased. If the take-off speed of the vehicle body reaches the preset speed, the vehicle controls the oil to flow from the restoring chamber 14 in the shock absorber 10 to the compression chamber 13, so that the pressure in the compression chamber 13 can be increased, and the shock absorber 10 can provide actuating force to the vehicle, thereby improving the take-off speed of the vehicle body.

[0055] According to a specific embodiment of the present invention, the relationship between the preset speed V0 and the rated maximum take-off speed V1 of the vehicle body satisfies: 0.5V1≤V0≤V1; wherein the rated maximum take-off speed V1 of the vehicle body is the maximum take-off speed that the vehicle body can reach when the shock absorber 10 is restored and the pressure in the compression chamber 13 is not increased.

[0056] Specifically, the preset speed and the rated maximum take-off speed of the vehicle body should be within a reasonable range. If the preset speed is less than half of the rated maximum take-off speed of the vehicle body, this will cause the piston 12 to not compress the compression chamber 13 to the lowest point, and the vehicle control oil will flow from the recovery chamber 14 in the shock absorber 10 to the compression chamber 13, resulting in insufficient pressure in the compression chamber 13, and thus the vehicle stability cannot be maintained. If the preset speed and the rated maximum take-off speed of the vehicle body are within a reasonable range, such a setting can make the vehicle control oil flow from the recovery chamber 14 in the shock absorber 10 to the compression chamber 13, thereby increasing the pressure in the compression chamber 13, and then making the shock absorber 10 provide actuating force to the vehicle, and thus increasing the take-off speed of the vehicle body. For example, V0 can be V1.

[0057] According to a specific embodiment of the present invention, the first accumulator 30 connected to the compression chamber 13 is opened to control the increase in the pressure of the oil delivered from the recovery chamber 14 of the shock absorber 10 to the compression chamber 13 of the shock absorber 10 .

[0058] Specifically, the first accumulator 30 is connected to the compression chamber 13. When the vehicle needs to control the oil to flow from the recovery chamber 14 in the shock absorber 10 to the compression chamber 13, the first accumulator 30 is connected to the compression chamber 13, so that the pressure of the oil flowing from the recovery chamber 14 in the shock absorber 10 to the compression chamber 13 can be increased. This arrangement can increase the distance between the wheel and the ground, so that the vehicle's take-off function can be realized, and the comfort of the vehicle can be improved. The first accumulator 30 can be a high-pressure accumulator, which can release oil to the compression chamber 13 when opened.

[0059] According to a specific embodiment of the present invention, Figure 6 As shown, the first control valve 31 connected between the compression chamber 13 and the first accumulator 30 is opened to open the first accumulator 30 connected to the compression chamber 13 .

[0060] Specifically, the first control valve 31 is arranged between the compression chamber 13 and the first accumulator 30. When the vehicle needs to control the oil flow from the recovery chamber 14 in the shock absorber 10 to the compression chamber 13, the first control valve 31 is opened, and the first accumulator 30 and the compression chamber 13 are connected, so that the pressure of the oil flowing from the recovery chamber 14 in the shock absorber 10 to the compression chamber 13 can be increased. When the vehicle does not need to control the oil flow from the recovery chamber 14 in the shock absorber 10 to the compression chamber 13, the first control valve 31 is closed, and the first accumulator 30 and the compression chamber 13 are disconnected. This arrangement facilitates the control of the connection and disconnection between the compression chamber 13 and the first accumulator 30 by the first control valve 31, thereby improving the safety of the vehicle.

[0061] According to a specific embodiment of the present invention, when the first accumulator 30 connected to the compression chamber 13 is opened, the second accumulator 40 connected to the compression chamber 13 and the recovery chamber 14 respectively is controlled to disconnect from the compression chamber 13; wherein the pressure of the second accumulator 40 is lower than the pressure of the first accumulator 30.

[0062] Specifically, the second accumulator 40 is connected between the compression chamber 13 and the recovery chamber 14, so that the second accumulator 40 can be connected to the compression chamber 13 and the recovery chamber 14 respectively. When the first control valve 31 is opened, the first accumulator 30 and the compression chamber 13 are connected, and the second accumulator 40 is disconnected at this time, so that the pressure of the oil delivered from the recovery chamber 14 of the shock absorber 10 to the compression chamber 13 of the shock absorber 10 can be controlled to increase, and the pressure of the first accumulator 30 is greater than the pressure of the second accumulator 40, so that the pressure of the oil delivered from the recovery chamber 14 to the compression chamber 13 of the shock absorber 10 can be guaranteed, and then the vehicle's in-situ jump function can be enhanced. The second accumulator 40 can be a low-pressure accumulator, which can store part of the oil flowing out of the compression chamber 13 or the recovery chamber 14 to achieve the function of energy storage and release it at the right time.

[0063] According to a specific embodiment of the present invention, Figure 6 As shown, by closing the second control valve 41 connected between the compression chamber 13 and the second accumulator 40 , the second accumulator 40 is controlled to disconnect the communication with the compression chamber 13 .

[0064] Specifically, the second control valve 41 is located between the compression chamber 13 and the second accumulator 40, and the second control valve 41 can control the disconnection and connection between the compression chamber 13 and the second accumulator 40. This arrangement allows the second control valve 41 to be disconnected when the first accumulator 30 and the compression chamber 13 are connected, thereby ensuring the pressure of the compression chamber 13 delivered from the oil recovery chamber 14 to the shock absorber 10, thereby enhancing the vehicle's in-situ jumping function.

[0065] According to a specific embodiment of the present invention, after controlling to increase the pressure of the compression chamber 13 of the shock absorber 10 , the method further includes: controlling the shock absorber 10 to compress again.

[0066] Specifically, after the compression chamber 13 of the shock absorber 10 increases the pressure, the vehicle controls the shock absorber 10 to compress again, thereby lifting the wheels of the vehicle and reducing the distance between the vehicle body and the wheels, which can better improve the vehicle's passability.

[0067] According to a specific embodiment of the present invention, controlling the shock absorber 10 to compress again includes: detecting whether the current take-off speed V of the vehicle body is decelerating; if so, controlling the oil to be transported from the compression chamber 13 of the shock absorber 10 to the recovery chamber 14 of the shock absorber 10 .

[0068] Specifically, the first control valve 70, the second control valve 71, the third control valve 72 and the fourth control valve 73 are all one-way valves, and the direction of oil passing is the direction indicated by the arrow. When the vehicle controls the shock absorber 10 to compress again, the vehicle detects whether the current take-off speed of the vehicle body is decelerated. If the current take-off speed of the vehicle body is not decelerated, the vehicle continues to control the first accumulator 30 to pressurize the compression chamber 13, and the oil in the recovery chamber 14 is transported to the compression chamber 13 through the fourth control valve 60, the fourth one-way valve 73, the second accumulator 40, the first throttle valve 74, the first one-way valve 70 and the second control valve 41. If the current take-off speed of the vehicle body begins to decelerate, the vehicle controls the oil to be transported from the compression chamber 13 of the shock absorber 10 to the recovery chamber 14 of the shock absorber 10, thereby raising the wheel, better reducing the distance between the wheel and the vehicle body, ensuring the stability of the vehicle during driving, and thus improving the driving experience of the driver and passengers.

[0069] According to a specific embodiment of the present invention, when the shock absorber 10 is controlled to be compressed again, the hydraulic pump 21 connected between the compression chamber 13 and the recovery chamber 14 is controlled to run at a maximum speed.

[0070] Specifically, the hydraulic pump 21 is connected to the compression chamber 13 and the recovery chamber 14 respectively, so that pressure can be provided to the compression chamber 13 or the recovery chamber 14. After the vehicle detects that the vehicle body starts to decelerate at the take-off speed, the vehicle controls the shock absorber 10 to compress again. At this time, the vehicle controls the hydraulic pump 21 to run at the maximum speed, so that the oil can be controlled to be transported from the compression chamber 13 of the shock absorber 10 to the recovery chamber 14 of the shock absorber 10, thereby ensuring the stability of the vehicle during driving. For example, pressure sensors 23 are respectively provided at both ends of the inlet and outlet of the hydraulic pump 21, so that the pressure sensor 23 can detect the pressure difference between the two ends of the inlet and outlet.

[0071] According to a specific embodiment of the present invention, when the shock absorber 10 is controlled to be compressed again, the pressure of the recovery chamber 14 of the shock absorber 10 is controlled to be increased.

[0072] Specifically, when the shock absorber 10 is compressed again, the vehicle controls to increase the pressure in the recovery chamber 14 of the shock absorber 10, which can quickly reduce the distance between the wheel and the vehicle body and increase the height of the wheel, thereby ensuring the stability of the vehicle during driving and further improving the driving experience of the driver and passengers.

[0073] According to a specific embodiment of the present invention, the pressure of the restoring chamber 14 of the shock absorber 10 is increased by opening the third accumulator 50 connected to the restoring chamber 14 .

[0074] Specifically, the third accumulator 50 is connected to the recovery chamber 14, and the third accumulator 50 can increase the pressure in the recovery chamber 14, so that the vehicle control can increase the pressure in the recovery chamber 14 in the shock absorber 10, thereby ensuring the stability of the vehicle during driving. The third accumulator 50 is a high-pressure accumulator.

[0075] According to a specific embodiment of the present invention, after the shock absorber 10 is controlled to be compressed again for a preset time t, the third accumulator 50 connected to the recovery chamber 14 is opened, and the preset time t satisfies the relationship: 0<t≤1s.

[0076] Specifically, when the preset time after the shock absorber 10 is compressed again is within the range, the third accumulator 50 is connected to the recovery chamber 14, so that the third accumulator 50 can pressurize the recovery chamber 14, and then the vehicle control can increase the pressure of the recovery chamber 14 in the shock absorber 10. For example, the preset time is 0.1s, and such a setting can make the third accumulator 50 and the recovery chamber 14 quickly connected after the shock absorber 10 is compressed again, so as to ensure the stability of the vehicle during driving.

[0077] According to a specific embodiment of the present invention, the third accumulator 50 connected to the recovery chamber 14 is opened by opening the third control valve 51 connected between the recovery chamber 14 and the third accumulator 50 .

[0078] Specifically, the third control valve 51 is located between the restoration chamber 14 and the third accumulator 50. When the vehicle needs to control the pressure flowing from the compression chamber 13 in the shock absorber 10 to increase the pressure of the restoration chamber 14, the third control valve 51 is opened, and the third accumulator 50 is connected to the restoration chamber 14, thereby increasing the pressure of the oil flowing from the compression chamber 13 in the shock absorber 10 to the restoration chamber 14. When the vehicle does not need to control the oil flowing from the compression chamber 13 in the shock absorber 10 to the restoration chamber 14, the third control valve 51 is closed, and the third accumulator 50 is disconnected from the compression chamber 13. This arrangement makes it easy to control the connection and disconnection between the restoration chamber 14 and the third accumulator 50 through the third control valve 51, thereby improving the safety of the vehicle.

[0079] According to a specific embodiment of the present invention, when the third accumulator 50 connected to the recovery chamber 14 is opened, the second accumulator 40 connected to the compression chamber 13 and the recovery chamber 14 is controlled to be disconnected from the recovery chamber 14 .

[0080] Specifically, when the third accumulator 50 is connected to the restoration chamber 14 , the second control valve 41 disconnects and controls the connection between the second accumulator 40 and the restoration chamber 14 , so that the third accumulator 50 can pressurize the restoration chamber 14 .

[0081] According to a specific embodiment of the present invention, the fourth control valve 60 connected between the recovery chamber 14 and the second accumulator 40 is closed to control the second accumulator 40 to disconnect from the recovery chamber 14 .

[0082] Specifically, the fourth control valve 60 is located between the restoration chamber 14 and the second accumulator 40, and the fourth control valve 60 can control the disconnection and connection between the restoration chamber 14 and the second accumulator 40. This arrangement allows the fourth control valve 60 to be disconnected when the third accumulator 50 and the restoration chamber 14 are connected, thereby ensuring the pressure of the oil compression chamber 13 delivered to the restoration chamber 14 of the shock absorber 10, thereby enhancing the vehicle's in-situ jumping function.

[0083] As a specific embodiment, the vehicle will go through four stages under the control of the vehicle take-off control method. In the first stage: a compression relief valve 15 and a recovery relief valve 16 are set in the piston 12, and the controller 24 is connected to the motor 22, so that the controller 24 can control the motor 22 to drive the hydraulic pump 21 to rotate forward or reverse. The controller 24 controls the hydraulic pump 21 to reverse. At this time, the oil is transported from the compression chamber 13 in the shock absorber 10 to the recovery chamber 14, and the piston 12 in the shock absorber 10 moves toward the compression chamber 13. The movement speed of the piston 12 is linearly positively correlated with the rotation speed of the controller 24, that is, v=n*c, c is the displacement of the hydraulic pump 21. Due to the incompressibility of the oil, when the oil is transported from the compression chamber 13 to the recovery chamber 14, this will cause the pressure in the recovery chamber 14 to be greater than the pressure in the compression chamber 13, and the piston 12 The force value of the upper end surface is P1A1, P1 is the pressure of the upper end surface of the piston 12, A1 is the area of ​​the upper end surface of the piston 12, and the force value of the lower end surface of the piston 12 is P2A2, P2 is the pressure of the lower end surface of the piston 12, A2 is the area of ​​the lower end surface of the piston 12, and the force value of the upper end surface of the piston 12 is greater than the force value of the lower end surface of the piston 12. When the piston 12 moves toward the compression chamber 13, the spring on the piston 12 will also be compressed rapidly, so that elastic potential energy can be stored. The elastic force of the spring changes as ΔF=P1A1-P2A2. The maximum pressure of the upper end surface of the piston 12 is determined by the compression relief valve 15, and the maximum value is 15MPa. Moreover, the greater the pressure on the upper end surface of the piston 12, the greater the change in the elastic force of the spring. When the recovery chamber 14 reaches the maximum allowable pressure, the pressure in the recovery chamber 14 no longer increases, and the piston 12 stops moving.

[0084] The second stage: after the piston 12 stops moving, the controller 24 controls the hydraulic pump 21 to rotate forward at 5000 rpm, and the oil is transported from the recovery chamber 14 to the compression chamber 13. At this time, the piston 12 accelerates toward the recovery chamber 14, which will cause the pressure of the compression chamber 13 to be greater than the pressure of the recovery chamber 14. The pressure on the lower end face of the piston 12 will increase rapidly, and the pressure on the upper end face of the piston 12 will decrease rapidly to about 1 MPa. At this time, the pressure on the lower end face of the piston 12 reaches the maximum pressure value, that is, 15 MPa allowed by the recovery relief valve 16, and the piston 12 provides upward pressure to the vehicle body. The force is P2A2-P1A1, and the elastic force of the spring and the upward force of the piston 12 act together on the vehicle body, thereby driving the vehicle body to move upward with an acceleration a, a=[ΔF+(P2A2-P1A1)] / m, m is the mass of the vehicle body. As the vehicle body speed increases, the pressure in the compression chamber 13 will decrease until the vehicle body reaches the maximum speed. At this time, the maximum speed of the vehicle body is limited by the maximum flow of the hydraulic pump 21. In order to further increase the vehicle body speed, the first switch valve is opened and the second switch valve is closed, thereby further increasing the upward speed of the vehicle body.

[0085] The third stage: when the piston 12 continues to move to the maximum suspension 100 allowed stroke of 100mm, the spring stops stretching at this time. Since the vehicle body continues to accelerate in the second stage, due to inertia, the vehicle body also has a certain rising speed at this time, so that the vehicle body continues to move upward. A suspension 100 is set between the vehicle body and the wheel, so that the wheel follows the vehicle body off the ground. Under the action of gravity, the vehicle body speed gradually decreases to 0, and then the vehicle body moves downward again. During the process of decreasing vehicle body speed, the controller 24 rotates in the opposite direction at 5000rpm, the fourth switch valve is closed, and the third switch valve is opened. At this time, the third accumulator 50 can be connected with the recovery chamber 14, so that the oil can be transported from the compression chamber 13 to the recovery chamber 14 again, thereby increasing the wheel's ground clearance.

[0086] The fourth stage: after the vehicle body speed gradually decreases to 0, the vehicle body moves downward due to gravity, and the wheels also decrease to 0 and then move downward. At this time, the controller 24 stops and the vehicle lands, thereby completing the vehicle's take-off function.

[0087] The suspension 100 according to the embodiment of the present invention is as follows: Figure 5 and Figure 6 As shown, it includes: a hydraulic cylinder 11, a hydraulic device 20, a first accumulator 30 and a controller 24, the hydraulic cylinder 11 has a compression chamber 13 and a recovery chamber 14 separated by a piston 12, the hydraulic device 20 is connected to the compression chamber 13 and the recovery chamber 14 respectively, the first accumulator 30 is connected to the compression chamber 13, and the controller 24 is configured to: when the suspension 100 operates in the vehicle take-off mode, first control the shock absorber 10 to be compressed, and then control the shock absorber 10 to be restored, and in the process of the shock absorber 10 restoring, control to increase the pressure of the compression chamber 13 of the shock absorber 10.

[0088] It can be understood that the piston 12 divides the cavity in the hydraulic cylinder 11 into a compression chamber 13 and a recovery chamber 14. The hydraulic device 20 is composed of a motor 22 and a hydraulic pump 21. The controller 24 is connected to the motor 22, so that the controller 24 can control the motor 22 to drive the hydraulic pump 21 to rotate forward or reverse. The hydraulic pump 21 is respectively connected to the compression chamber 13 and the recovery chamber 14, so that the hydraulic pump 21 can provide pressure to the compression chamber 13 or the recovery chamber 14. The first accumulator 30 is connected to the compression chamber 13, so that the first accumulator 30 can provide pressure to the compression chamber 13, thereby facilitating the vehicle to realize the taking-off function.

[0089] A further embodiment of the present invention also provides a central controller 200 .

[0090] The central controller 200 stores a vehicle control program, which is connected to the sensor 23 and the controller 24 respectively, and the vehicle control program can execute the vehicle take-off control method described in the above embodiment. For example, the sensor 23 is a height sensor, which can detect the height of the vehicle body when it takes off, and the controller 24 can calculate the corresponding take-off speed of the vehicle body according to the height sensor.

[0091] In a specific embodiment, the vehicle is a pure electric vehicle, a fuel vehicle or a hybrid vehicle.

[0092] The vehicle according to the embodiment of the present invention includes: the above vehicle take-off control method or the above suspension 100, by controlling the compression and recovery of the shock absorber 10, a pressure difference can be formed in the shock absorber 10, when the shock absorber 10 recovers, the pressure in the compression chamber 13 of the shock absorber 10 can be controlled to increase, such a setting can enhance the vehicle's in-situ take-off function when the vehicle encounters an obstacle or a bumpy road section, thereby improving the driving experience of the driver and passengers.

[0093] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention.

[0094] In the description of the present invention, "first feature" and "second feature" may include one or more of the features. In the description of the present invention, "plurality" means two or more. In the description of the present invention, a first feature "above" or "below" a second feature may include the first and second features being in direct contact, or may include the first and second features not being in direct contact but being in contact through another feature between them. In the description of the present invention, a first feature "above", "above" and "above" a second feature may include the first feature being directly above and obliquely above the second feature, or may simply mean that the first feature is higher in level than the second feature.

[0095] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example.

[0096] Although the embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A vehicle take-off control method, characterized in that: include: Controls shock absorber compression; Controlling the recovery of the shock absorber; During the recovery process of the shock absorber, the pressure of the compression chamber of the shock absorber is controlled to increase.

2. The vehicle take-off control method according to claim 1, characterized in that: During the recovery process of the shock absorber, the pressure of the compression chamber of the shock absorber is controlled to increase according to the current take-off speed V of the vehicle body.

3. The vehicle take-off control method according to claim 1, characterized in that: The controlling the shock absorber to recover comprises: Determining whether the piston of the shock absorber is compressed to a preset position; If so, the oil is controlled to be transported from the restoring chamber of the shock absorber to the compression chamber of the shock absorber.

4. The vehicle take-off control method according to claim 3, characterized in that: The preset position is the position where the piston compresses the compression chamber volume to the minimum.

5. The vehicle take-off control method according to claim 1, characterized in that: During the recovery process of the shock absorber, controlling to increase the pressure of the compression chamber of the shock absorber comprises: Determine whether the current take-off speed V of the vehicle body reaches the preset speed V0; If so, the pressure of the oil delivered from the restoring chamber of the shock absorber to the compression chamber of the shock absorber is controlled to increase.

6. The vehicle take-off control method according to claim 5, characterized in that: The relationship between the preset speed V0 and the rated maximum take-off speed V1 of the vehicle body satisfies: 0.5V1≤V0≤V1; The rated maximum take-off speed V1 of the vehicle body is the maximum take-off speed that the vehicle body can reach when the shock absorber is restored and the pressure of the compression chamber is not increased.

7. The vehicle take-off control method according to claim 5, characterized in that: The first accumulator connected to the compression chamber is opened to control and increase the pressure of the oil delivered from the restoring chamber of the shock absorber to the compression chamber of the shock absorber.

8. The vehicle take-off control method according to claim 7, characterized in that: The first accumulator connected to the compression chamber is opened by opening a first control valve connected between the compression chamber and the first accumulator.

9. The vehicle take-off control method according to claim 7, characterized in that: When the first accumulator connected to the compression chamber is opened, the second accumulators respectively connected to the compression chamber and the recovery chamber are controlled to be disconnected from the compression chamber; The pressure of the second accumulator is lower than the pressure of the first accumulator.

10. The vehicle take-off control method according to claim 9, characterized in that: The second accumulator is controlled to be disconnected from the compression chamber by closing a second control valve connected between the compression chamber and the second accumulator.

11. The vehicle take-off control method according to claim 1, characterized in that: After the controlling increases the pressure of the compression chamber of the shock absorber, the method further comprises: The shock absorber is controlled to be compressed again.

12. The vehicle take-off control method according to claim 11, characterized in that: The control of the shock absorber to be compressed again includes: Detecting whether the current take-off speed V of the vehicle body is decelerating; If so, the oil is controlled to be transported from the compression chamber of the shock absorber to the restoring chamber of the shock absorber.

13. The vehicle take-off control method according to claim 12, characterized in that: When the shock absorber is controlled to be compressed again, the hydraulic pump connected between the compression chamber and the restoring chamber is controlled to run at a maximum speed.

14. The vehicle take-off control method according to claim 13, characterized in that: When the shock absorber is controlled to be compressed again, the pressure of the restoring chamber of the shock absorber is controlled to increase.

15. The vehicle take-off control method according to claim 14, characterized in that: The pressure of the restoring chamber of the shock absorber is increased by opening the third accumulator connected to the restoring chamber.

16. The vehicle take-off control method according to claim 15, characterized in that: After the shock absorber is controlled to be compressed again for a preset time t, the third accumulator connected to the recovery chamber is opened.

17. The vehicle take-off control method according to claim 16, characterized in that: The preset time t satisfies the relationship: 0<t≤1s.

18. The vehicle take-off control method according to claim 15, characterized in that: The third accumulator connected to the recovery chamber is opened by opening the third control valve connected between the recovery chamber and the third accumulator.

19. The vehicle take-off control method according to claim 15, characterized in that: When the third accumulator connected to the restoration chamber is opened, the second accumulators respectively connected to the compression chamber and the restoration chamber are controlled to be disconnected from the restoration chamber.

20. The vehicle take-off control method according to claim 19, characterized in that: The communication between the second accumulator and the restoring chamber is disconnected by closing a fourth control valve connected between the restoring chamber and the second accumulator.

21. A suspension, characterized in that: include: A hydraulic cylinder having a compression chamber and a recovery chamber separated by a piston; A hydraulic device, wherein the hydraulic device is connected to the compression chamber and the recovery chamber respectively; a first accumulator connected to the compression chamber; The controller is configured to: when the suspension operates in a vehicle take-off mode, first control the compression of the shock absorber, then control the recovery of the shock absorber, and during the recovery of the shock absorber, control the increase of the pressure in the compression chamber of the shock absorber.

22. A vehicle, characterized in that: include: A vehicle take-off control method according to any one of claims 1-20 or a suspension according to claim 21.

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