Suspension, swing arm assembly, vehicle and control method of vehicle

Abstract

The invention relates to a suspension, a swing arm assembly, a vehicle and a control method of the vehicle. The suspension comprises a swing arm and a shock absorber. The swing arm is suitable for being connected with the vehicle body end and the wheel end of the vehicle. The first end of the shock absorber is suitable for being installed at the vehicle body end, and the second end of the shock absorber is movably installed on the swing arm so that the position of the shock absorber on the swing arm can be adjusted. The technical problem that the friction force of a shock absorber is increased due to the fact that the included angle between the shock absorber and the motion direction of a swing arm changes obviously in the prior art is solved.

Description

Technical Field

[0001] The present application relates to the field of automobile technology, and in particular to a suspension, a swing arm assembly, a vehicle and a control method for the vehicle. Background Art

[0002] As an important component of the vehicle, the suspension effectively improves the vehicle's driving smoothness, operational stability, ride comfort, etc. Among them, in order to prevent the vehicle from tilting due to different left and right loads during turning and other working conditions, which in turn causes the whole vehicle to run off the track, tire wear, or even rollover, etc., in related technologies, a swing arm and a shock absorber are often added to the suspension. The swing arm is rotatably connected to the frame, and the shock absorber is fixed on the swing arm. The vehicle's posture is adjusted by adjusting the swing angle of the swing arm. In the process of adjusting the vehicle's posture, the angle between the shock absorber and the swing arm's movement direction changes significantly. Since the shock absorber cannot be adjusted, the friction of the shock absorber increases, and the comfort of the whole vehicle is reduced. Summary of the invention

[0003] The present application provides a suspension, a swing arm assembly, a vehicle and a control method for the vehicle, aiming to solve the technical problem in the related art that the angle between the shock absorber and the movement direction of the swing arm changes significantly, resulting in increased friction of the shock absorber.

[0004] In order to achieve the above object, according to a first aspect of the present application, a suspension is provided, comprising:

[0005] a swing arm adapted to connect a body end of a vehicle and a wheel end of said vehicle; and

[0006] A shock absorber, wherein the first end of the shock absorber is suitable for being installed on the vehicle body end, and the second end of the shock absorber is movably installed on the swing arm so that the position of the shock absorber on the swing arm is adjustable.

[0007] Optionally, the swing arm is adapted to be rotatably connected to the vehicle body end along the length direction of the vehicle body end;

[0008] Wherein, the second end of the shock absorber is movably mounted on the swing arm, so that the position of the shock absorber on the swing arm is adjustable in the width direction of the vehicle body end.

[0009] Optionally, the second end of the shock absorber is slidably mounted on the swing arm.

[0010] Optionally, the second end of the shock absorber is provided with a first sliding portion, the swing arm is provided with a second sliding portion corresponding to the first sliding portion, and the first sliding portion cooperates with the second sliding portion to make the second end of the shock absorber slidably connected to the swing arm.

[0011] Optionally, one of the first sliding part and the second sliding part includes a slider, and the other includes a slide rail, and the slider is slidably mounted on the slide rail.

[0012] Optionally, a driving mechanism is further included, wherein the driving mechanism is suitable for adjusting the position of the shock absorber on the swing arm.

[0013] Optionally, the driving mechanism is connected to the shock absorber to drive the shock absorber to move relative to the swing arm.

[0014] Optionally, the driving mechanism is mounted on the swing arm.

[0015] Optionally, a controller is further included, wherein the controller is electrically connected to the driving mechanism to control the driving mechanism to adjust the position of the shock absorber on the swing arm.

[0016] Optionally, a sensor is further included, wherein the sensor is adapted to detect the force generated by the second end of the shock absorber on the driving mechanism to generate a detection signal;

[0017] Wherein, the controller is also electrically connected to the sensor to receive the detection signal, and controls the driving mechanism to adjust the position of the shock absorber on the swing arm according to the detection signal.

[0018] Optionally, the second end is provided with a slider, and the slider is slidably mounted on the swing arm;

[0019] Wherein, the sensor is arranged between the slider and the driving mechanism to detect the force generated by the slider on the driving mechanism to generate the detection signal.

[0020] Optionally, when the vehicle is in a first posture and in a first mode, the controller is adapted to receive the detection signal and control the drive mechanism according to the detection signal.

[0021] Optionally, when the direction of the force is toward the driving mechanism, the driving mechanism drives the slider to move toward the wheel end until the moving direction of the shock absorber is the same as the extending direction of the shock absorber.

[0022] Optionally, when the direction of the force is away from the driving mechanism, the driving mechanism drives the sliding block to move in a direction close to the vehicle body end until the moving direction of the shock absorber is the same as the extending direction of the shock absorber.

[0023] Optionally, the first posture is a design posture of the vehicle or a low posture of the vehicle, and the first mode is a high-speed driving mode of the vehicle.

[0024] Optionally, when the vehicle is in the first posture and in the second mode, the controller does not receive the detection signal, and controls the driving mechanism to move the shock absorber to an extreme position close to the wheel end.

[0025] Optionally, the first posture is a design posture of the vehicle or a low posture of the vehicle, and the second mode is a racing mode of the vehicle.

[0026] Optionally, when the vehicle is in the second posture, the controller does not receive the detection signal, and controls the driving mechanism to move the shock absorber to an extreme position close to the wheel end.

[0027] Optionally, the second posture is a high posture of the vehicle.

[0028] According to a second aspect of the present application, there is provided a swing arm assembly, comprising:

[0029] Swing arm; and,

[0030] A driving mechanism, mounted on the swing arm;

[0031] The swing arm is suitable for movably mounting a shock absorber, and the driving mechanism is suitable for adjusting the position of the shock absorber on the swing arm.

[0032] Optionally, the second end of the shock absorber is provided with a first sliding portion;

[0033] The swing arm is provided with a second sliding portion corresponding to the first sliding portion, and the second sliding portion is suitable for cooperating with the first sliding portion so that the swing arm is slidably connected to the second end of the shock absorber.

[0034] Optionally, the second sliding plate includes a sliding rail or a sliding block.

[0035] Optionally, the second sliding portion includes a slide rail, the swing arm is provided with a bushing, and an extension direction of the slide rail intersects with an axial direction of the bushing.

[0036] According to a third aspect of the present application, a vehicle is provided, comprising the suspension as described above or the swing arm assembly as described above.

[0037] According to a fourth aspect of the present application, a vehicle control method is provided, which is applied to a vehicle, wherein the vehicle includes the suspension as described above, and the vehicle control method includes:

[0038] The position of the shock absorber on the swing arm is controlled depending on the attitude and / or mode of the vehicle.

[0039] Beneficial effects of this application:

[0040] In the technical solution of the present application, the swing arm is suitable for connecting the vehicle body end and the vehicle wheel end; the first end of the shock absorber is suitable for being installed on the vehicle body end, and the second end of the shock absorber is movably installed on the swing arm, so that the position of the shock absorber on the swing arm is adjustable. By adjusting the position of the shock absorber on the swing arm, the change in the angle between the shock absorber and the movement direction of the swing arm is reduced, and the friction of the shock absorber is reduced, so that the shock absorber can move according to a preset movement trajectory, thereby improving the performance of the suspension and improving the comfort of the vehicle.

[0041] Other features and advantages of the present application will be described in detail in the subsequent detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present application, and those skilled in the art can obtain other drawings based on these drawings without creative work.

[0043] In order to more completely understand the present application and its beneficial effects, the following description will be given in conjunction with the accompanying drawings, wherein the same figure numbers represent the same parts in the following description.

[0044] Figure 1 is a structural schematic diagram of an embodiment of a suspension provided by the present application;

[0045] Figure 2 yes Figure 1 Exploded diagram of the mid suspension;

[0046] Figure 3 yes Figure 1 Schematic diagram of the cooperation between the middle slider and the slide rail;

[0047] Figure 4 yes Figure 1 A structural diagram of the middle suspension from another perspective;

[0048] Figure 5 It is a flow chart of an embodiment of a vehicle control method provided by the present application;

[0049] Figure 6 is a schematic diagram of an embodiment of the direction of the force generated by the slider on the driving mechanism provided by the present application;

[0050] Figure 7 It is a schematic diagram of another embodiment of the direction of the force generated by the slider on the driving mechanism provided by the present application.

[0051] Description of reference numerals:

[0052] 100. Suspension; 1. Swing arm; 11. Main body; 111. Slide rail; 12. Extension; 121. Bushing; 2. Shock absorber; 21. First end; 22. Second end; 3. Driving mechanism; 4. Slider; 5. Sensor; 6. Controller. DETAILED DESCRIPTION

[0053] The technical solutions in the embodiments of the present application will be described clearly and completely below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present application.

[0054] As an important component of the vehicle, the suspension effectively improves the vehicle's driving smoothness, operational stability, ride comfort, etc. Among them, in order to prevent the vehicle from tilting due to different left and right loads during turning and other working conditions, which in turn causes the whole vehicle to run off the track, tire wear, or even rollover, etc., in related technologies, a swing arm and a shock absorber are often added to the suspension. The swing arm is rotatably connected to the frame, and the shock absorber is fixed on the swing arm. The vehicle's posture is adjusted by adjusting the swing angle of the swing arm. In the process of adjusting the vehicle's posture, the angle between the shock absorber and the swing arm's movement direction changes significantly. Since the shock absorber cannot be adjusted, the friction of the shock absorber increases, and the comfort of the whole vehicle is reduced.

[0055] In view of this, according to the third aspect of the present application, a vehicle is proposed, which includes a body end, a wheel end and a suspension 100. The suspension 100 is arranged between the body end and the wheel end. The suspension 100 is used to adjust the height of the body end so that the body end can be adapted to different road conditions and improve the comfort of the vehicle.

[0056] The vehicle may be a fuel vehicle, a plug-in hybrid vehicle or a new energy vehicle, etc., and this application does not make any specific limitation on this.

[0057] According to a first aspect of the present application, a suspension 100 is provided. Figures 1 to 4 This is a structural schematic diagram of an embodiment of the suspension 100 provided in the present application. The suspension 100 provided in the present application has a simple structure, can adjust the position of the shock absorber 2, improve the space utilization of the suspension 100, and enhance the performance of the suspension 100. The suspension 100 will be described in detail below in conjunction with the main drawings.

[0058] See also Figure 1 and Figure 2The present application provides a suspension 100, which includes a swing arm 1 and a shock absorber 2. The swing arm 1 is suitable for connecting the body end of a vehicle and the wheel end of the vehicle; the first end 21 of the shock absorber 2 is suitable for being installed on the body end, and the second end 22 of the shock absorber 2 is movably installed on the swing arm 1 so that the position of the shock absorber 2 on the swing arm 1 is adjustable.

[0059] In the technical solution of the present application, the swing arm 1 is suitable for connecting the body end of the vehicle and the wheel end of the vehicle; the first end 21 of the shock absorber 2 is suitable for being installed on the body end, and the second end 22 of the shock absorber 2 is movably installed on the swing arm 1, so that the position of the shock absorber 2 on the swing arm 1 is adjustable. By adjusting the position of the shock absorber 2 on the swing arm 1, the change amount of the angle between the shock absorber 2 and the movement direction of the swing arm 1 is reduced, and the friction force of the shock absorber 2 is reduced, so that the shock absorber 2 can move according to the preset movement trajectory, thereby improving the performance of the suspension 100 and improving the comfort of the vehicle.

[0060] In some embodiments, see Figure 1 and Figure 2 , one end of the swing arm 1 is connected to the wheel end, the other end of the swing arm 1 is used to connect to the vehicle body end, and the other end of the swing arm 1 can rotate along the length direction of the vehicle body end. Further, the second end 22 of the shock absorber 2 is movably mounted on the swing arm 1, and the position of the shock absorber 2 on the swing arm 1 is adjustable in the width direction of the vehicle body end. More specifically, when the posture of the vehicle needs to be adjusted, the swing arm 1 rotates along the length direction to adjust the height of the shock absorber 2, the first end 21 of the shock absorber 2 is connected to the vehicle body end, the height of the shock pad changes, and the height of the vehicle body end also changes accordingly, thereby adjusting the posture of the vehicle. After the swing arm 1 rotates, the position of the shock absorber 2 on the swing arm 1 is adjusted to reduce the change in the angle between the shock absorber 2 and the movement direction of the swing arm 1, reduce the friction of the shock absorber 2, and enable the shock absorber 2 to move according to the preset movement trajectory, thereby improving the performance of the suspension 100 and improving the comfort of the vehicle.

[0061] It should be noted that the movement mode of the shock absorber 2 is not limited, as long as the position of the shock absorber 2 can be adjusted so that after the vehicle adjusts its posture, the shock absorber 2 can maintain an unchanged angle value with the movement direction of the swing arm 1. For example, in some embodiments, the second end 22 of the shock absorber 2 is slidably mounted on the swing arm 1. In other embodiments, the second end 22 of the shock absorber 2 is rollably mounted on the swing arm 1.

[0062] In some embodiments, the second end of the shock absorber is provided with a first sliding portion, the swing arm is provided with a second sliding portion corresponding to the first sliding portion, and the first sliding portion cooperates with the second sliding portion to make the second end of the shock absorber slidably connected to the swing arm.

[0063] It should be noted that the specific types of the first sliding part and the second sliding part are not limited. For example, in some embodiments, the first sliding part may be a slider 4, and the second sliding part may be a slide rail 111. In other embodiments, the first sliding part may be a slide rail 111, and the second sliding part may be a slider 4. Specifically, it can be selected according to the actual situation.

[0064] See also Figure 1 and 3 In this embodiment, the shock absorber 2 is slidably mounted on the swing arm 1. Specifically, the second end 22 of the shock absorber 2 is provided with a slider 4, and the swing arm 1 is provided with a slide rail 111. The slide rail 111 is extended along the width direction, and the slider 4 is slidably mounted on the slide rail 111.

[0065] In some embodiments, see Figure 4 The suspension 100 further includes a driving mechanism 3, which is suitable for adjusting the position of the shock absorber 2 on the swing arm 1. Specifically, the driving mechanism 3 can directly drive the shock absorber 2 to move, or can indirectly adjust the shock absorber 2 to move, and can be set according to the specific space conditions.

[0066] Further, in some embodiments, the driving mechanism 3 is connected to the shock absorber 2 to drive the shock absorber 2 to move relative to the swing arm 1. More specifically, the second end 22 of the shock absorber 2 is provided with a slider 4, the slider 4 is slidably mounted on the swing arm 1, and the driving mechanism 3 is connected to the slider 4, and the driving mechanism 3 is used to drive the slider 4 to slide in the slide rail 111, thereby adjusting the position of the shock absorber 2.

[0067] It should be noted that the position of the driving mechanism 3 is not limited, as long as the driving slider 4 can slide. In some embodiments, considering the issue of space utilization, the driving mechanism 3 is installed on the swing arm 1.

[0068] In some embodiments, see Figure 2 The second end 22 of the shock absorber 2 is installed on the slider 4, the slider 4 cooperates with the slide rail 111 and is installed on the swing arm 1. The driving mechanism 3 is installed on the swing arm 1 through bolt assembly. The driving end of the driving mechanism 3 is installed on the slider 4 through a nut assembly, which is used to drive the slider 4 to slide, thereby adjusting the position of the shock absorber 2.

[0069] It should be noted that with the emergence of air suspension 100 and hydraulic suspension 100, liftable chassis are becoming more and more popular, and the threshold is getting lower and lower. Generally speaking, car companies arrange and check the suspension 100 in the design posture of the vehicle, and the shock absorber is arranged in this design posture and is often parallel to its movement trajectory, so the performance of the whole vehicle is often excellent in the design position. However, due to the liftable configuration of the suspension 100, the high posture or low posture driving mode of the vehicle, at this time, the angle between the arrangement direction of the shock absorber and its movement direction relative to the design posture becomes larger, and the friction between the shock absorber piston rod and the shock absorber cylinder wall becomes larger, and the corresponding friction of the suspension 100 becomes larger, resulting in a decrease in the sensitivity of the suspension 100 to small amplitude excitation of the road surface, and the comfort of the suspension 100 becomes worse.

[0070] According to the setting, the design posture and the low posture are generally used for high-speed driving, while the high posture generally improves the vehicle's passing performance. The suspension 100 also includes a controller 6, which is electrically connected to the drive mechanism 3 and the vehicle control system. The controller 6 first reads the driver's posture mode, controls the drive mechanism 3 according to the driving mode, and adjusts the position of the shock absorber 2 on the swing arm 1 through the drive mechanism 3. In this way, the suspension 100 is suitable for different driving modes and improves the comfort of the vehicle.

[0071] In some embodiments, see Figure 4 The suspension 100 further includes a sensor 5, which is suitable for detecting the force generated by the second end 22 of the shock absorber 2 on the driving mechanism 3 to generate a detection signal; the controller 6 is also electrically connected to the sensor 5 to receive the detection signal, and controls the driving mechanism 3 to adjust the position of the shock absorber 2 on the swing arm 1 according to the detection signal. Specifically, when the vehicle adjusts its posture, the swing arm 1 rotates along the length direction to adjust the height of the shock absorber 2, the first end 21 of the shock absorber 2 is connected to the vehicle body end, the height of the shock pad changes, and the height of the vehicle body end also changes accordingly, thereby adjusting the posture of the vehicle. When the swing arm 1 rotates, the shock absorber 2 will have a force extending along the length direction. The sensor 5 is used to detect the force of the shock absorber 2 extending in the length direction and transmit the force to the controller 6. The controller 6 makes a corresponding instruction according to the magnitude of the force and transmits it to the driving mechanism 3. The driving mechanism 3 works according to the instruction to adjust the position of the shock absorber 2.

[0072] It should be noted that the specific position of the sensor 5 is not limited, as long as it can detect the force generated by the second end 22 of the shock absorber 2 on the driving mechanism 3. In some embodiments, the sensor 5 is arranged between the slider 4 and the driving mechanism 3 to detect the force generated by the slider 4 on the driving mechanism 3 to generate a detection signal. Specifically, during the rotation of the swing arm 1, the shock absorber 2 will move up and down with the rotation of the swing arm 1. During the up and down movement of the shock absorber 2, since the second end 22 of the shock absorber 2 is arranged on the slider 4, the shock absorber 2 will generate a force along the length direction. The slider 4 and the swing arm 1 are slidably connected, and the slider 4 will be moved by the force. When the slider 4 moves, the position of the shock absorber 2 will change, and the angle between the arrangement direction of the shock absorber and its movement direction will increase. At this time, the friction between the piston rod of the shock absorber and the cylinder wall of the shock absorber increases, and the corresponding friction of the suspension 100 increases, resulting in a decrease in the sensitivity of the suspension 100 to the excitation of small amplitudes of the road surface, and the comfort of the suspension 100 deteriorates. When the slider 4 moves, the sensor 5 can detect the moving force of the slider 4 and generate a detection signal. After receiving the detection signal, the controller 6 controls the driving mechanism 3 to move, thereby offsetting the force, so that the arrangement direction of the shock absorber 2 is consistent with its movement direction, reducing the friction of the shock absorber 2 on the suspension 100, thereby improving the comfort of the vehicle.

[0073] In some embodiments, the sensor 5 is a force sensor 5 , and the specific structure and working principle of the force sensor 5 may refer to conventional settings in the art, and will not be described in detail here.

[0074] Optionally, the force sensor 5 can monitor the force transmitted by the slider 4 in real time, wherein a positive force value indicates that the slider 4 pushes the drive motor, and a negative force value indicates that the slider 4 pulls the drive motor.

[0075] In some embodiments, the vehicle has a first posture and a second posture, wherein the first posture is the design posture of the vehicle or the low posture of the vehicle, and the second posture is the high posture of the vehicle. The first posture has a first mode and a second mode, wherein the first mode is the high-speed driving mode of the vehicle, and the second mode is the racing mode of the vehicle.

[0076] The change in the position of the shock absorber 2 will be explained below in conjunction with the posture and mode of the vehicle.

[0077] In some embodiments, when the vehicle is in a first posture and in a first mode, that is, when the vehicle is in a high-speed driving mode, it is necessary to ensure the stability of the vehicle operation and lower the vehicle body end. Since there is an angle between the arrangement direction of the shock absorber and the movement direction, the damping force of the shock absorber has a component force in the direction of the slide rail 111. At this time, the sensor 5 can detect the component force and generate a detection signal. The controller 6 is suitable for receiving the detection signal and controlling the drive mechanism 3 according to the detection signal.

[0078] In some embodiments, the vehicle is in high-speed driving mode, and the swing arm 1 rotates away from the body end, causing the shock absorber 2 to move downward, and the body end also moves downward. During the downward movement of the shock absorber 2, the slider 4 is driven to move, and the slider 4 may slide toward the wheel end or the body end.

[0079] Specifically, see Figure 6 When the force is directed toward the driving mechanism 3, the force value detected by the sensor 5 is a negative value, which means that the slider 4 moves toward the wheel end, and the slider 4 supports the driving mechanism 3. The sensor 5 transmits the detection signal to the controller 6. The controller 6 controls the driving mechanism 3 to work. The driving mechanism 3 drives the slider 4 to move toward the wheel end to avoid the slider 4. The slider 4 moves with the driving mechanism 3 until the slider 4 moves to a suitable position. At this time, the movement direction of the shock absorber 2 is the same as the extension direction of the shock absorber 2. The shock absorber 2 no longer generates a force along the extension direction of the slide rail 111. At this time, the force value displayed by the sensor 5 is zero, and the shock absorber 2 moves to a suitable position. At this time, the friction force generated by the shock absorber 2 on the suspension 100 is minimal, which improves the response of the suspension 100 to small-amplitude excitation, improves the vibration filtering performance of the suspension 100, and the comfort of the vehicle is also improved.

[0080] See also Figure 7 When the direction of the force deviates from the driving mechanism 3, the force value detected by the sensor 5 is positive, which means that the slider 4 moves toward the end of the vehicle body, and the slider 4 pulls the driving mechanism 3. The sensor 5 transmits the detection signal to the controller 6. The controller 6 controls the driving mechanism 3 to work. The driving mechanism 3 drives the slider 4 to move toward the end of the vehicle body to avoid the slider 4. The slider 4 moves with the driving mechanism 3 until the slider 4 moves to a suitable position. At this time, the movement direction of the shock absorber 2 is the same as the extension direction of the shock absorber 2. The shock absorber 2 no longer generates a force along the extension direction of the slide rail 111. At this time, the force value displayed by the sensor 5 is zero, and the shock absorber 2 moves to a suitable position. At this time, the friction force generated by the shock absorber 2 on the suspension 100 is minimal, which improves the response of the suspension 100 to small-amplitude excitation, improves the vibration filtering performance of the suspension 100, and the comfort of the vehicle is also improved.

[0081] It should be noted that when the vehicle is in the first posture and the first mode, the shock absorber 2 is always in a dynamic adjustment assembly and is always in an adjustable state. When the sensor 5 detects the force generated by the slider 4 on the drive mechanism 3, the controller 6 will control the drive mechanism 3 to work according to the detection signal, thereby ensuring the comfort of the vehicle during the forming process.

[0082] In some embodiments, when the vehicle is in the first posture and in the second mode, the vehicle is in the scripture mode, which is a special driving mode that pursues the ultimate handling performance, and comfort is not the focus of consideration. Therefore, the controller 6 does not receive the detection signal, and the controller 6 directly shields the detection signal transmitted by the sensor 5 and directly controls the drive mechanism 3. Specifically, the controller 6 outputs an instruction to the drive mechanism 3, and the drive mechanism 3 pushes the slider 4 so that the slider 4 moves to the outermost side of the slide rail 111 (that is, the side of the slide rail 111 close to the wheel end). At this time, the shock absorber 2 moves to the extreme position close to the wheel end, so that the efficiency of the shock absorber 2 is improved, the suspension 100 is more resilient, the stiffness of the vehicle is reduced, and the vibration convergence of the suspension 100 is accelerated, clean and neat, with less aftershocks.

[0083] In some embodiments, when the vehicle is in the second posture, the vehicle is in a high posture. At this time, the vehicle driving condition is generally off-road or over a speed bump. At this time, the road excitation becomes a large amplitude excitation, and the vehicle speed is relatively low. Therefore, the arrangement direction of the shock absorber and its movement direction are not the direction we pursue. At this time, it is more necessary to increase the lever ratio of the shock absorber, improve the efficiency of the shock absorber, make the suspension 100 resilient, reduce the stiffness when the vehicle passes over a bump or a speed bump, and make the vibration convergence of the suspension 100 faster, clean and neat, with less aftershocks. Therefore, the controller 6 does not receive the detection signal, and the controller 6 directly shields the detection signal transmitted by the sensor 5 and directly controls the drive mechanism 3. Specifically, the controller 6 outputs instructions to the driving mechanism 3, and the driving mechanism 3 pushes the slider 4, so that the slider 4 moves to the outermost side of the slide rail 111 (that is, the side of the slide rail 111 close to the wheel end). At this time, the shock absorber 2 moves to the extreme position close to the wheel end, so that the efficiency of the shock absorber 2 is improved, the suspension 100 is more resilient, the stiffness of the vehicle is reduced, and the vibration convergence of the suspension 100 is accelerated, clean and neat, with less aftershocks.

[0084] According to a second aspect of the present application, a swing arm 1 assembly is provided, the swing arm 1 assembly comprising a swing arm 1 and a driving mechanism 3, the driving mechanism 3 being mounted on the swing arm 1; the swing arm 1 is suitable for movably mounting a shock absorber 2, and the driving mechanism 3 is suitable for adjusting the position of the shock absorber 2 on the swing arm 1. Specifically, the swing arm 1 is suitable for connecting the body end of a vehicle and the wheel end of the vehicle; the first end 21 of the shock absorber 2 is suitable for mounting on the body end, and the second end 22 of the shock absorber 2 is movably mounted on the swing arm 1, so that the position of the shock absorber 2 on the swing arm 1 is adjustable.

[0085] In some embodiments, see Figure 4 The swing arm 1 includes a main body 11 and two extensions 12 extending from the main body 11 . The two extensions 12 are extended along the length direction, and the two extensions 12 are arranged opposite to each other along the width direction. The two extensions 12 are rotatably mounted on the sub-frame, and the slider 4 is slidably mounted on the main body 11 .

[0086] For further information, please refer to Figure 4 A bushing 121 is provided at one end of each extension portion 12 away from the main body portion 11. The bushing 121 extends along the length direction. A through hole is formed in the bushing 121. A rotating shaft is provided at the vehicle body end, and the bushing 121 is rotatably installed on the rotating shaft, thereby realizing the rotatable installation of the swing arm 1 at the vehicle body end.

[0087] In some embodiments, the second end of the shock absorber is provided with a first sliding portion, the swing arm is provided with a second sliding portion corresponding to the first sliding portion, and the first sliding portion cooperates with the second sliding portion to make the second end of the shock absorber slidably connected to the swing arm.

[0088] It should be noted that the specific types of the first sliding part and the second sliding part are not limited. For example, in some embodiments, the first sliding part may be a slider 4, and the second sliding part may be a slide rail 111. In other embodiments, the first sliding part may be a slide rail 111, and the second sliding part may be a slider 4. Specifically, it can be selected according to the actual situation.

[0089] In some embodiments, the swing arm 1 is provided with a slide rail 111 . Furthermore, the slide rail 111 is formed on the main body 11 , and the slide rail 111 is suitable for sliding installation of the shock absorber 2 .

[0090] In some embodiments, the swing arm 1 is provided with a bushing 121, and the extension direction of the slide rail 111 intersects with the axial direction of the bushing 121. Furthermore, the extension direction of the slide rail 111 and the axial direction of the bushing 121 are perpendicular to each other, and such an arrangement can reduce the friction of the shock absorber 2 and improve the comfort of the vehicle.

[0091] According to the fourth aspect of this application, please refer to Figure 5 , provides a vehicle control method, which is applied to the above-mentioned vehicle. The vehicle control method has all the beneficial effects of the above-mentioned vehicle, and this application will not repeat them here.

[0092] See also Figure 5 , the vehicle control method includes:

[0093] S100 : Control the position of the shock absorber 2 on the swing arm 1 according to the posture and / or mode of the vehicle.

[0094] In some embodiments, the vehicle has a first posture and a second posture, wherein the first posture is the design posture of the vehicle or the low posture of the vehicle, and the second posture is the high posture of the vehicle. The first posture has a first mode and a second mode, wherein the first mode is the high-speed driving mode of the vehicle, and the second mode is the racing mode of the vehicle. The design posture and the low posture are generally used for high-speed driving, while the high posture generally improves the vehicle's passing performance. The controller 6 first reads the driver's posture mode, and adjusts the position of the shock absorber 2 on the swing arm 1 through the driving mode control. Thereby, the suspension 100 is suitable for different driving modes, and the comfort of the vehicle is improved.

[0095] Furthermore, the suspension 100 further includes a driving mechanism 3, which is suitable for adjusting the position of the shock absorber 2 on the swing arm 1. Specifically, the driving mechanism 3 can directly drive the shock absorber 2 to move, or can indirectly adjust the shock absorber 2 to move, and can be set according to specific space conditions.

[0096] Further, in some embodiments, the driving mechanism 3 is connected to the shock absorber 2 to drive the shock absorber 2 to move relative to the swing arm 1. More specifically, the second end 22 of the shock absorber 2 is provided with a slider 4, the slider 4 is slidably mounted on the swing arm 1, and the driving mechanism 3 is connected to the slider 4, and the driving mechanism 3 is used to drive the slider 4 to slide in the slide rail 111, thereby adjusting the position of the shock absorber 2.

[0097] It should be noted that the position of the driving mechanism 3 is not limited, as long as the driving slider 4 can slide. In some embodiments, considering the issue of space utilization, the driving mechanism 3 is installed on the swing arm 1.

[0098] In some embodiments, see Figure 2 The second end 22 of the shock absorber 2 is installed on the slider 4, the slider 4 cooperates with the slide rail 111 and is installed on the swing arm 1. The driving mechanism 3 is installed on the swing arm 1 through bolt assembly. The driving end of the driving mechanism 3 is installed on the slider 4 through a nut assembly, which is used to drive the slider 4 to slide, thereby adjusting the position of the shock absorber 2.

[0099] The suspension 100 further includes a controller 6, which is electrically connected to the drive mechanism 3 and the vehicle control system. The controller 6 first reads the driver's posture mode, and controls the drive mechanism 3 according to the driving mode, so as to adjust the position of the shock absorber 2 on the swing arm 1 through the drive mechanism 3. Thus, the suspension 100 is suitable for different driving modes, and the comfort of the vehicle is improved.

[0100] In some embodiments, see Figure 4The suspension 100 further includes a sensor 5, which is suitable for detecting the force generated by the second end 22 of the shock absorber 2 on the driving mechanism 3 to generate a detection signal; the controller 6 is also electrically connected to the sensor 5 to receive the detection signal, and controls the driving mechanism 3 to adjust the position of the shock absorber 2 on the swing arm 1 according to the detection signal. Specifically, when the vehicle adjusts its posture, the swing arm 1 rotates along the length direction to adjust the height of the shock absorber 2, the first end 21 of the shock absorber 2 is connected to the vehicle body end, the height of the shock pad changes, and the height of the vehicle body end also changes accordingly, thereby adjusting the posture of the vehicle. When the swing arm 1 rotates, the shock absorber 2 will have a force extending along the length direction. The sensor 5 is used to detect the force of the shock absorber 2 extending in the length direction and transmit the force to the controller 6. The controller 6 makes a corresponding instruction according to the magnitude of the force and transmits it to the driving mechanism 3. The driving mechanism 3 works according to the instruction to adjust the position of the shock absorber 2.

[0101] It should be noted that the specific position of the sensor 5 is not limited, as long as it can detect the force generated by the second end 22 of the shock absorber 2 on the driving mechanism 3. In some embodiments, the sensor 5 is arranged between the slider 4 and the driving mechanism 3 to detect the force generated by the slider 4 on the driving mechanism 3 to generate a detection signal. Specifically, during the rotation of the swing arm 1, the shock absorber 2 will move up and down with the rotation of the swing arm 1. During the up and down movement of the shock absorber 2, since the second end 22 of the shock absorber 2 is arranged on the slider 4, the shock absorber 2 will generate a force along the length direction. The slider 4 and the swing arm 1 are slidably connected, and the slider 4 will be moved by the force. When the slider 4 moves, the position of the shock absorber 2 will change, and the angle between the arrangement direction of the shock absorber and its movement direction will increase. At this time, the friction between the piston rod of the shock absorber and the cylinder wall of the shock absorber increases, and the corresponding friction of the suspension 100 increases, resulting in a decrease in the sensitivity of the suspension 100 to the excitation of small amplitudes of the road surface, and the comfort of the suspension 100 deteriorates. When the slider 4 moves, the sensor 5 can detect the moving force of the slider 4 and generate a detection signal. After receiving the detection signal, the controller 6 controls the driving mechanism 3 to move, thereby offsetting the force, so that the arrangement direction of the shock absorber 2 is consistent with its movement direction, reducing the friction of the shock absorber 2 on the suspension 100, thereby improving the comfort of the vehicle.

[0102] In some embodiments, step S100 further includes the following steps:

[0103] Step S10: Control the driving mechanism 3 to adjust the position of the shock absorber 2 on the swing arm 1 according to the posture and / or mode of the vehicle.

[0104] In some embodiments, step S10 further includes the following steps:

[0105] Step S1: When the vehicle is in a first posture and a first mode, a detection signal is received, and the driving mechanism 3 is controlled according to the detection signal.

[0106] In some embodiments, when the vehicle is in a first posture and in a first mode, that is, when the vehicle is in a high-speed driving mode, it is necessary to ensure the stability of the vehicle operation and lower the vehicle body end. Since there is an angle between the arrangement direction of the shock absorber and the movement direction, the damping force of the shock absorber has a component force in the direction of the slide rail 111. At this time, the sensor 5 can detect the component force and generate a detection signal. The controller 6 is suitable for receiving the detection signal and controlling the drive mechanism 3 according to the detection signal.

[0107] Specifically, when the direction of the force is toward the driving mechanism 3, the force value detected by the sensor 5 is a negative value, which means that the slider 4 moves toward the wheel end, and the slider 4 supports the driving mechanism 3. The sensor 5 transmits the detection signal to the controller 6. The controller 6 controls the driving mechanism 3 to work. The driving mechanism 3 drives the slider 4 to move toward the wheel end to avoid the slider 4. The slider 4 moves with the driving mechanism 3 until the slider 4 moves to a suitable position. At this time, the movement direction of the shock absorber 2 is the same as the extension direction of the shock absorber 2. The shock absorber 2 no longer generates a force along the extension direction of the slide rail 111. At this time, the force value displayed by the sensor 5 is zero, and the shock absorber 2 moves to a suitable position. At this time, the friction force generated by the shock absorber 2 on the suspension 100 is minimal, which improves the response of the suspension 100 to small-amplitude excitation, improves the vibration filtering performance of the suspension 100, and the comfort of the vehicle is also improved accordingly.

[0108] When the direction of the force deviates from the driving mechanism 3, the force value detected by the sensor 5 is positive, which means that the slider 4 moves toward the end of the vehicle body, and the slider 4 pulls the driving mechanism 3. The sensor 5 transmits the detection signal to the controller 6. The controller 6 controls the driving mechanism 3 to work. The driving mechanism 3 drives the slider 4 to move toward the end of the vehicle body to avoid the slider 4. The slider 4 moves with the driving mechanism 3 until the slider 4 moves to a suitable position. At this time, the movement direction of the shock absorber 2 is the same as the extension direction of the shock absorber 2. The shock absorber 2 no longer generates a force along the extension direction of the slide rail 111. At this time, the force value displayed by the sensor 5 is zero, and the shock absorber 2 moves to a suitable position. At this time, the friction force generated by the shock absorber 2 on the suspension 100 is minimal, which improves the response of the suspension 100 to small amplitude excitation, improves the vibration filtering performance of the suspension 100, and the comfort of the vehicle is also improved.

[0109] In some embodiments, step S10 further includes the following steps:

[0110] Step S2: When the vehicle is in the first posture and in the second mode, the controller 6 does not receive the detection signal, and controls the driving mechanism 3 to move the shock absorber 2 to the extreme position close to the wheel end.

[0111] When the vehicle is in the first posture and in the second mode, the vehicle is in the scripture mode, which is a special driving mode that pursues the ultimate handling performance, and comfort is not the focus of consideration. Therefore, the controller 6 does not receive the detection signal, and the controller 6 directly shields the detection signal transmitted by the sensor 5 and directly controls the drive mechanism 3. Specifically, the controller 6 outputs an instruction to the drive mechanism 3, and the drive mechanism 3 pushes the slider 4 so that the slider 4 moves to the outermost side of the slide rail 111 (that is, the side of the slide rail 111 close to the wheel end). At this time, the shock absorber 2 moves to the extreme position close to the wheel end, so that the efficiency of the shock absorber 2 is improved, the suspension 100 is more resilient, the stiffness of the vehicle is reduced, and the vibration convergence of the suspension 100 is accelerated, clean and neat, with less aftershocks.

[0112] In some embodiments, step S10 further includes the following steps:

[0113] Step S3: When the vehicle is in the second posture, the controller 6 does not receive the detection signal, and controls the driving mechanism 3 to move the shock absorber 2 to the extreme position close to the wheel end.

[0114] When the vehicle is in the second posture, the vehicle is in a high posture. At this time, the vehicle driving condition is generally off-road or over a speed bump. At this time, the road excitation becomes a large amplitude excitation, and the vehicle speed is relatively low. Therefore, the arrangement direction of the shock absorber and its movement direction are not the direction we pursue. At this time, it is more necessary to increase the leverage ratio of the shock absorber, improve the efficiency of the shock absorber, make the suspension 100 resilient, reduce the stiffness when the vehicle passes over a bump or a speed bump, and make the vibration convergence of the suspension 100 faster, clean and neat, with less aftershocks. Therefore, the controller 6 does not receive the detection signal, and the controller 6 directly shields the detection signal transmitted by the sensor 5 and directly controls the drive mechanism 3. Specifically, the controller 6 outputs instructions to the driving mechanism 3, and the driving mechanism 3 pushes the slider 4, so that the slider 4 moves to the outermost side of the slide rail 111 (that is, the side of the slide rail 111 close to the wheel end). At this time, the shock absorber 2 moves to the extreme position close to the wheel end, so that the efficiency of the shock absorber 2 is improved, the suspension 100 is more resilient, the stiffness of the vehicle is reduced, and the vibration convergence of the suspension 100 is accelerated, clean and neat, with less aftershocks.

[0115] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, the meaning of "plurality" is two or more, unless otherwise clearly and specifically defined.

[0116] In the above embodiments, the description of each embodiment has its own emphasis. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0117] The embodiments, implementation methods and related technical features of the present application can be combined and replaced with each other without conflict.

[0118] The above are only preferred embodiments of the present application and do not constitute any form of limitation to the present application. However, any simple modifications, equivalent changes and modifications made to the above embodiments based on the technical essence of the present application without departing from the content of the technical solution of the present application are still within the scope of the technical solution of the present application.

Claims

1. A suspension, characterized in that: include: a swing arm adapted to connect a body end of a vehicle and a wheel end of said vehicle; as well as A shock absorber, wherein the first end of the shock absorber is suitable for being installed on the vehicle body end, and the second end of the shock absorber is movably installed on the swing arm so that the position of the shock absorber on the swing arm is adjustable.

2. The suspension according to claim 1, characterized in that The swing arm is suitable for being rotatably connected to the vehicle body end along the length direction of the vehicle body end; Wherein, the second end of the shock absorber is movably mounted on the swing arm, so that the position of the shock absorber on the swing arm is adjustable in the width direction of the vehicle body end.

3. The suspension according to claim 1, characterized in that The second end of the shock absorber is slidably mounted on the swing arm.

4. The suspension according to claim 3, characterized in that The second end of the shock absorber is provided with a first sliding part, and the swing arm is provided with a second sliding part corresponding to the first sliding part. The first sliding part cooperates with the second sliding part to make the second end of the shock absorber slidably connected to the swing arm.

5. The suspension according to claim 4, characterized in that One of the first sliding part and the second sliding part includes a slider, and the other includes a slide rail, and the slider is slidably mounted on the slide rail.

6. The suspension according to claim 1, characterized in that Also included is a drive mechanism adapted to adjust the position of the shock absorber on the swing arm.

7. The suspension according to claim 6, characterized in that The driving mechanism is connected to the shock absorber to drive the shock absorber to move relative to the swing arm.

8. The suspension according to claim 7, characterized in that The driving mechanism is mounted on the swing arm.

9. The suspension according to claim 7, characterized in that A controller is also included, and the controller is electrically connected to the driving mechanism to control the driving mechanism to adjust the position of the shock absorber on the swing arm.

10. The suspension according to claim 9, characterized in that Also included is a sensor, the sensor being adapted to detect the force generated by the second end of the shock absorber on the driving mechanism to generate a detection signal; Wherein, the controller is also electrically connected to the sensor to receive the detection signal, and controls the driving mechanism to adjust the position of the shock absorber on the swing arm according to the detection signal.

11. The suspension according to claim 10, characterized in that The second end is provided with a slider, and the slider is slidably mounted on the swing arm; Wherein, the sensor is arranged between the slider and the driving mechanism to detect the force generated by the slider on the driving mechanism to generate the detection signal.

12. The suspension according to claim 11, characterized in that When the vehicle is in a first posture and in a first mode, the controller is adapted to receive the detection signal and control the driving mechanism according to the detection signal.

13. The suspension according to claim 12, characterized in that When the direction of the force is toward the driving mechanism, the driving mechanism drives the sliding block to move toward the wheel end until the moving direction of the shock absorber is the same as the extending direction of the shock absorber.

14. The suspension according to claim 12, characterized in that When the direction of the force deviates from the driving mechanism, the driving mechanism drives the sliding block to move toward the end of the vehicle body until the moving direction of the shock absorber is the same as the extending direction of the shock absorber.

15. The suspension according to claim 12, characterized in that The first posture is a design posture of the vehicle or a low posture of the vehicle, and the first mode is a high-speed driving mode of the vehicle.

16. The suspension according to claim 10, characterized in that When the vehicle is in the first posture and in the second mode, the controller does not receive the detection signal and controls the driving mechanism to move the shock absorber to a limit position close to the wheel end.

17. The suspension according to claim 16, characterized in that The first posture is a design posture of the vehicle or a low posture of the vehicle, and the second mode is a racing mode of the vehicle.

18. The suspension according to claim 10, characterized in that When the vehicle is in a second posture, the controller does not receive the detection signal, and controls the driving mechanism to move the shock absorber to a limit position close to the wheel end.

19. The suspension according to claim 18, characterized in that The second posture is a high posture of the vehicle.

20. A swing arm assembly, characterized in that: include: Swing arm; as well as, A driving mechanism, mounted on the swing arm; The swing arm is suitable for movably mounting a shock absorber, and the driving mechanism is suitable for adjusting the position of the shock absorber on the swing arm.

21. The swing arm assembly according to claim 20, characterized in that: The second end of the shock absorber is provided with a first sliding portion; The swing arm is provided with a second sliding portion corresponding to the first sliding portion, and the second sliding portion is suitable for cooperating with the first sliding portion so that the swing arm is slidably connected to the second end of the shock absorber.

22. The swing arm assembly according to claim 21, characterized in that The second sliding part includes a slide rail or a slide block.

23. The swing arm assembly according to claim 21, characterized in that The second sliding part includes a slide rail, the swing arm is provided with a bushing, and the extension direction of the slide rail intersects with the axial direction of the bushing.

24. A vehicle, characterized in that: It comprises a suspension as claimed in any one of claims 1 to 19 or a swing arm assembly as claimed in any one of claims 20 to 23.

25. A vehicle control method, characterized in that: Applied to a vehicle, the vehicle comprises the suspension according to claim 1, and the control method of the vehicle comprises: The position of the shock absorber on the swing arm is controlled depending on the attitude and / or mode of the vehicle.

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