A shock absorbing device and a control method of the shock absorbing device

Abstract

The present application discloses a shock absorbing device and a control method for the shock absorbing device, which relates to the technical field of shock absorbers. The shock absorber includes a damper and a spring; a sensor is mounted on the shock absorber, and is used to detect the displacement of the shock absorber under a force state; a first steering gear and a spring control device are mounted on the shock absorber; the first steering gear is connected to the damping valve in the damper through a transmission assembly, and is used to adjust the opening of the damping valve to change the damping value of the damper; the spring control device is used to adjust the spring characteristic parameters; and a controller is connected to the sensor, the first steering gear and the spring control device respectively. The shock absorbing device integrates the sensor, the first steering gear and the spring control device on the shock absorber, and the controller of the shock absorbing device controls the first steering gear and / or the spring control device according to the displacement detected by the sensor to adjust the damping value and / or the spring characteristic parameters of the shock absorber. The shock absorbing device can realize the function of autonomously adjusting the shock absorber characteristics without the participation of the vehicle central control, and can improve the adjustment speed of the shock absorber.

Description

Technical Field

[0001] The present application relates to the technical field of shock absorbers, and in particular to a shock absorbing device and a control method for the shock absorbing device. Background Art

[0002] In order to alleviate the discomfort caused by vehicle bumps, shock absorbers are usually installed between the tires and the frame to absorb the impact energy transmitted to the tires by road bumps.

[0003] Currently, electronic shock absorbers do not have the function of autonomously adjusting the shock absorber characteristics, and they need to be controlled accordingly through the vehicle's central control. The vehicle's central control collects detection data from sensors on the vehicle and generates control instructions based on the detection data to adjust the damping value or spring characteristic parameters (spring force value or spring stiffness) of the shock absorber. Since the vehicle's central control assumes multiple control functions of the entire vehicle and has a large load, if the vehicle's central control's processing speed is not fast enough, it may affect the adjustment speed of the shock absorber, resulting in poor shock absorption effect.

[0004] Therefore, how to realize the autonomous adjustment function of the shock absorber and improve the adjustment speed of the shock absorber is a problem that technical personnel in this field need to solve. Summary of the invention

[0005] The purpose of the present application is to provide a shock absorbing device and a control method for the shock absorbing device, which are used to solve the following problem: currently electronic shock absorbers do not have the function of autonomously adjusting the shock absorber characteristics. Corresponding control of the electronic shock absorbers through the vehicle's central control will affect the adjustment speed of the shock absorbers, resulting in poor shock absorption effect.

[0006] In order to solve the above technical problems, the present application provides a shock absorbing device, comprising: a shock absorber, a sensor, a first steering gear, a transmission assembly, a spring regulating device and a controller;

[0007] The shock absorber includes a damper and a spring sleeved outside the damper, the sensor is mounted on the shock absorber, the sensor is used to detect the displacement of the shock absorber under a force state, the first steering gear and the spring control device are mounted on the shock absorber, the first steering gear is connected to the damping valve in the damper through the transmission assembly, the first steering gear is used to adjust the opening of the damping valve to change the damping value of the damper, the spring control device is connected to the spring, the spring control device is used to control the spring characteristic parameters, the controller is respectively connected to the sensor, the first steering gear and the spring control device, the controller is used to control the first steering gear and / or the spring control device according to the displacement to adjust the damping value and / or the spring characteristic parameters of the shock absorber.

[0008] In a feasible embodiment, the damper includes a first lifting ring, a tube body, a first limiting portion, a damping rod, a damping valve, a cylinder body, a second limiting portion and a second lifting ring, the first lifting ring is connected to the top surface of the tube body, the first limiting portion is arranged around the circumference of the tube body, the first end of the damping rod is connected to the bottom surface of the tube body, the second end of the damping rod is inserted into the cylinder body through the top of the cylinder body, and the second end of the damping rod is provided with the damping valve, the damping rod moves along the axial direction of the cylinder body under force, the bottom of the cylinder body is provided with the second limiting portion, the second lifting ring is installed on the bottom surface of the second limiting portion, the spring is arranged outside the cylinder body, and the two ends of the spring are respectively connected to the bottom surface of the first limiting portion and the top surface of the second limiting portion.

[0009] In a feasible embodiment, the transmission assembly includes a rotating part, a first connecting rod, a first conversion gear, a second conversion gear and a second connecting rod, the first servo gear is installed on the outer wall of the tube body, the rotating part, the first connecting rod, the first conversion gear and the second conversion gear are arranged inside the tube body, the rotating shaft of the first servo gear is connected to the rotating part, the first connecting rod is respectively connected to the rotating part and the first conversion gear, the first conversion gear is connected to the second conversion gear, the first end of the second connecting rod is connected to the second conversion gear, and the second end of the second connecting rod extends through the inside of the damping rod to connect with the damping valve.

[0010] In a feasible embodiment, if the spring is a rigid spring, the spring control device is a second servo, the first limiting portion is provided with a through hole, the inner wall of the through hole is provided with an internal thread, the outer peripheral surface of the tube body is provided with an external thread, the first limiting portion is connected to the tube body through the external thread and the internal thread, the first limiting portion is connected to the rotating gear of the second servo, and the second servo is used to drive the first limiting portion to rotate so that the first limiting portion moves along the axial direction of the tube body to change the deformation of the rigid spring.

[0011] In a feasible embodiment, the sensor is an inductive displacement sensor, which includes an electromagnetic winding tube, an inductive coil wound on the electromagnetic winding tube, a signal line and a signal processing circuit, the signal line is respectively connected to the inductive coil and the signal processing circuit, the signal processing circuit is connected to the controller, one end of the electromagnetic winding tube is connected to the bottom surface of the first limiting portion, the electromagnetic winding tube is sleeved in the spring, and the inner diameter of the electromagnetic winding tube is larger than the outer diameter of the cylinder body and the outer diameter of the tube body.

[0012] The present application also provides a control method for a shock absorbing device, which is applied to the shock absorbing device, comprising:

[0013] Before the vehicle travels, obtaining the displacement of the shock absorber detected by the sensor, and determining the current load of the vehicle according to the displacement;

[0014] Determine a first regulating parameter of the shock absorber according to the current load, and adjust parameters of the shock absorber according to the first regulating parameter;

[0015] After the vehicle is running, obtaining displacement fluctuation data of the shock absorber detected by the sensor;

[0016] determining a current road condition according to the displacement fluctuation data, determining a second control parameter according to the current road condition, and adjusting a parameter of the shock absorber according to the second control parameter;

[0017] Wherein, the first regulating parameter and the second regulating parameter both include a damping value and / or a spring characteristic parameter.

[0018] In a feasible embodiment, determining the current road condition according to the displacement fluctuation data includes:

[0019] Determine the displacement fluctuation data within a preset time period, and set a plurality of sampling time points within the preset time period;

[0020] Determine the jolt amplitude and jolt frequency in a sub-time period set before each sampling time point according to the displacement fluctuation data;

[0021] The current road condition is determined according to the bump amplitude and the bump frequency.

[0022] In a feasible embodiment, determining the current road condition according to the bump amplitude and the bump frequency includes:

[0023] Counting the first proportion of each of the bumping amplitudes and the second proportion of each of the bumping frequencies within the preset time period;

[0024] Determine a target turbulence amplitude corresponding to the largest proportion among all the first proportions and a target turbulence frequency corresponding to the largest proportion among all the second proportions;

[0025] The current road condition is determined according to the target bump amplitude and the target bump frequency.

[0026] In a feasible embodiment, determining the current road condition according to the target bump amplitude and the target bump frequency includes:

[0027] Obtaining a preset relationship table; wherein the preset relationship table includes a correspondence between road conditions, bump data and control parameters, and the bump data includes bump frequency and bump amplitude;

[0028] Determine a first difference between the target bump amplitude and each bump amplitude in the preset relationship table, determine a first bump amplitude corresponding to the first difference within a first preset range, and a first road condition corresponding to the first bump amplitude;

[0029] Determine a second difference between the target bump frequency and the bump frequency corresponding to each of the first road conditions, determine a first bump frequency corresponding to the second difference within a second preset range, and a second road condition corresponding to the first bump frequency;

[0030] Using the second road condition as the current road condition;

[0031] Accordingly, determining the second control parameter according to the current road condition includes:

[0032] Determine a target control parameter corresponding to the second road condition according to the preset relationship table, and use the target control parameter as the second control parameter.

[0033] In a feasible embodiment, the controller is connected to the vehicle central control via a communication unit, and further includes:

[0034] Determine the current control mode; wherein the control mode includes a manual mode and an automatic mode;

[0035] If the control mode is the manual mode, in response to the control instruction sent by the vehicle central control, the first steering gear and / or the spring control device are controlled according to the control instruction to adjust the damping value and / or spring characteristic parameter of the shock absorber;

[0036] If the control mode is the automatic mode, the step of obtaining the displacement of the shock absorber detected by the sensor before the vehicle travels and determining the current load of the vehicle according to the displacement is entered.

[0037] The shock absorber provided by the present application includes: a shock absorber, a sensor, a first steering gear, a transmission assembly, a spring control device and a controller; the shock absorber includes a damper and a spring sleeved outside the damper, the sensor is mounted on the shock absorber, the sensor is used to detect the displacement of the shock absorber under a force state, the first steering gear and the spring control device are mounted on the shock absorber, the first steering gear is connected to the damping valve in the damper through the transmission assembly, the first steering gear is used to adjust the opening of the damping valve to change the damping value of the damper, the spring control device is connected to the spring, the spring control device is used to adjust the spring characteristic parameters, and the controller is connected to the sensor, the first steering gear and the spring control device respectively. The shock absorber integrates the sensor, the first steering gear and the spring control device on the shock absorber, and the controller in the shock absorber controls the first steering gear and / or the spring control device according to the displacement detected by the sensor to adjust the damping value and / or the spring characteristic parameters of the shock absorber. The shock absorber can realize the function of autonomously adjusting the shock absorber characteristics without the participation of the vehicle central control, and can improve the adjustment speed of the shock absorber. In addition, the shock absorbing device of the present application does not need to adopt a shock absorber whose damping valve is a solenoid valve. The present application uses the first servo to adjust the opening of the damping valve to change the damping value of the damper. Therefore, the damping valve can be a mechanical valve with a simple structure and low cost. The sensor, the first servo and the spring control device are integrated with the shock absorber equipped with a mechanical valve, which can reduce the cost of the shock absorbing device to a certain extent.

[0038] The present application provides a control method for a shock absorbing device and other beneficial effects corresponding to the device, and the effects are as above. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] In order to more clearly illustrate the embodiments of the present application, the following is a brief introduction to the drawings required for use in the embodiments. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0040] Figure 1 A structural diagram of a first shock absorbing device provided in an embodiment of the present application;

[0041] Figure 2 A structural diagram of a second shock absorbing device provided in an embodiment of the present application;

[0042] Figure 3 A structural diagram of a third shock absorbing device provided in an embodiment of the present application;

[0043] Figure 4 A structural diagram of a shock absorber provided in an embodiment of the present application;

[0044] Figure 5 A flow chart of a control method of a shock absorbing device provided in an embodiment of the present application;

[0045] Figure 6 A diagram showing a change in the bumpy road surface bump amplitude provided in an embodiment of the present application;

[0046] Figure 7 A graph showing a change in the bumpy road bump frequency provided in an embodiment of the present application;

[0047] Figure 8 A diagram showing a change in the bump amplitude on a flat road provided in an embodiment of the present application;

[0048] Fig. 9 A graph showing a change in the frequency of bumps on a flat road provided in an embodiment of the present application;

[0049] The accompanying drawings are marked as follows: 1-shock absorber, 2-inductive displacement sensor, 3-first steering gear, 4-rotating part, 5-first connecting rod, 6-first conversion gear, 7-second conversion gear, 8-second connecting rod, 9-screw, 10-communication signal line, 11-second steering gear, 12-mounting frame, 101-damper, 102-spring, 201-signal line, 301-rotating shaft, 1101-rotating gear, 1011-damping valve, 1012-first lifting ring, 1013-tube body, 1014-first limiting part, 1015-damping rod, 1016-cylinder body, 1017-second limiting part, 1018-second lifting ring. DETAILED DESCRIPTION

[0050] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0051] The core of the present application is to provide a shock absorbing device and a control method for the shock absorbing device, which are used to realize the autonomous adjustment function of the shock absorber and improve the adjustment speed of the shock absorber.

[0052] In order to enable those skilled in the art to better understand the present application, the present application is further described in detail below in conjunction with the accompanying drawings and specific implementation methods.

[0053] Figure 1 This is a structural diagram of the first shock absorbing device provided in an embodiment of the present application. Figure 2 This is a structural diagram of a second shock absorbing device provided in an embodiment of the present application. Figure 3 The structural diagram of the third shock absorbing device provided in the embodiment of the present application is as follows: Figure 1 and Figure 3As shown, the shock absorbing device includes: a shock absorber 1, a sensor, a first steering gear 3, a transmission assembly, a spring regulating device and a controller; the shock absorber 1 includes a damper 101 and a spring 102 sleeved outside the damper 101, the sensor is mounted on the shock absorber 1, the sensor is used to detect the displacement of the shock absorber 1 under a force state, the first steering gear 3 and the spring regulating device are mounted on the shock absorber 1, the first steering gear 3 is connected to the damping valve 1011 in the damper 101 through the transmission assembly, the first steering gear 3 is used to adjust the opening of the damping valve 1011 to change the damping value of the damper 101, the spring regulating device is connected to the spring 102, the spring regulating device is used to regulate the spring characteristic parameters, the controller is respectively connected to the sensor, the first steering gear 3 and the spring regulating device, the controller is used to control the first steering gear 3 and / or the spring regulating device according to the displacement to adjust the damping value and / or the spring characteristic parameters of the shock absorber 1.

[0054] Figure 4 A structural diagram of a shock absorber 1 provided in an embodiment of the present application, such as Figure 4 As shown, the damper 101 specifically includes a first lifting ring 1012, a tube body 1013, a first limiting portion 1014, a damping rod 1015, a damping valve 1011, a cylinder body 1016, a second limiting portion 1017 and a second lifting ring 1018, the first lifting ring 1012 is connected to the top surface of the tube body 1013, the first limiting portion 1014 is arranged around the circumference of the tube body 1013, the first end of the damping rod 1015 is connected to the bottom surface of the tube body 1013, and the second end of the damping rod 1015 is connected to the bottom surface of the tube body 1013 through the cylinder body 101 6 is inserted into the cylinder body 1016, and the second end of the damping rod 1015 is provided with a damping valve 1011. When the force is applied, the damping rod 1015 moves along the axial direction of the cylinder body 1016. The bottom of the cylinder body 1016 is provided with a second limiting portion 1017, and the second hanging ring 1018 is installed on the bottom surface of the second limiting portion 1017. The spring 102 is sleeved outside the cylinder body 1016, and the two ends of the spring 102 are respectively connected to the bottom surface of the first limiting portion 1014 and the top surface of the second limiting portion 1017.

[0055] The embodiment of the present application does not specifically limit the sensor. The sensor is used to detect the displacement of the shock absorber 1 under stress, and can be an inductive displacement sensor 2, an acceleration sensor, or a laser displacement sensor. The following describes a specific solution for assembling the inductive displacement sensor 2 on the shock absorber 1. Figure 2As shown, the inductive displacement sensor 2 includes an electromagnetic winding tube, an inductive coil wound on the electromagnetic winding tube, a signal line 201 and a signal processing circuit, the signal line 201 connects the inductive coil and the signal processing circuit respectively, the signal processing circuit is connected to the controller, one end of the electromagnetic winding tube is connected to the bottom surface of the first limiting portion 1014, the electromagnetic winding tube is sleeved in the spring 102, and the inner diameter of the electromagnetic winding tube is larger than the outer diameter of the cylinder 1016 and the outer diameter of the tube 1013, and the tube 1013, the electromagnetic winding tube and the cylinder 1016 are coaxially arranged.

[0056] The first steering gear 3 of the embodiment of the present application is assembled on the shock absorber 1 and can be fixed on the tube body 1013 of the damper 101 by screws 9. The transmission assembly is used to transmit the power of the first steering gear 3 to the damping valve 1011. The transmission assembly specifically includes a rotating part 4, a first connecting rod 5, a first conversion gear 6, a second conversion gear 7, and a second connecting rod 8. The rotating part 4, the first connecting rod 5, the first conversion gear 6, and the second conversion gear 7 are arranged inside the tube body 1013. The rotating shaft 301 of the first steering gear 3 is connected to the rotating part 4. The first connecting rod 5 is respectively connected to the rotating part 4 and the first conversion gear 6. The first conversion gear 6 is connected to the second conversion gear 7. The first end of the second connecting rod 8 is connected to the second conversion gear 7. The second end of the second connecting rod 8 extends through the inside of the damping rod 1015 to connect with the damping valve 1011. The damping valve 1011 includes a valve core and a valve seat. The second connecting rod 8 can drive the valve core to rotate relative to the valve seat to adjust the gap between the valve core and the valve seat, thereby changing the amount of fluid passing through the cylinder 1016. When the flow of the damping valve 1011 increases, the fluid flow speed inside the damper 101 is accelerated, resulting in a decrease in the damping force, thereby improving the damping effect of the damper 101; conversely, when the flow of the damping valve 101 decreases, the damping force will increase accordingly, reducing the damping effect of the damper 101. When driving on a bumpy road, in order to improve comfort and ensure vehicle stability, it is generally recommended to reduce the damping value of the damper 101; on a flat road, the road surface is relatively flat, and the vehicle is less bumped and impacted. Therefore, in order to improve riding comfort and handling flexibility, the damping value of the damper 101 can be appropriately increased. Among them, the first servo 3 is connected to the controller via the communication signal line 10, and the controller can control the rotation angle of the first servo 3 to change the opening of the damping valve 1011.

[0057] The embodiment of the present application does not specifically limit the spring control device. If the spring 102 of the shock absorber 1 is an air spring, the spring control device can be an air pump, which uses the air pump to adjust the air pressure of the air spring to change the spring stiffness of the air spring. For vehicles that need to carry different weights, such as trucks or off-road vehicles, adjusting the spring stiffness can ensure that the vehicle can maintain good driving performance and stability under different loads. By adjusting the spring stiffness, the driving smoothness of the vehicle under different road conditions can be optimized; on a flat road, appropriately reducing the spring stiffness can reduce the body bumps and improve ride comfort, while on a rugged road, increasing the spring stiffness helps to reduce the body vibration and keep the vehicle stable. If the spring 102 of the shock absorber 1 is a rigid spring 102, the spring control device can be a second steering gear 11, and the spring force value is adjusted by the second steering gear 11; adjusting the spring force value according to the load condition of the vehicle can ensure that the vehicle maintains appropriate suspension performance under different load conditions; on a bumpy road section, appropriately reducing the spring force value can provide better comfort.

[0058] Within the elastic limit, increasing the deformation will increase the spring force, while decreasing the deformation will decrease the spring force. The deformation refers to the degree to which the spring 102 is stretched or compressed. By controlling the magnitude of the deformation, the spring force value can be adjusted without changing the structure of the spring 102. Based on this, the specific scheme for adjusting the spring force value of the rigid spring using the second servo 11 is as follows: Figure 3 As shown, the first limiting portion 1014 is provided with a through hole, the inner wall of the through hole is provided with an internal thread, the outer peripheral surface of the tube body 1013 is provided with an external thread, the first limiting portion 1014 is connected to the tube body 1013 through the external thread and the internal thread, the first limiting portion 1014 is connected to the rotating gear 1101 of the second servo 11, and the second servo 11 is used to drive the first limiting portion 1014 to rotate so that the first limiting portion 1014 moves along the axial direction of the tube body 1013 to change the deformation of the rigid spring 102. Among them, the second servo 11 can drive the first limiting portion 1014 to rotate clockwise and counterclockwise, and control the rotation angle of the first limiting portion 1014 to change the deformation of the rigid spring. The second servo 11 is connected to the controller through the communication signal line 10, and the controller can control the rotation angle of the second servo 11 to change the rotation angle of the first limiting portion 1014. As shown Figure 3 As shown, the second steering gear 11 is mounted on the side wall of the tube body 1013 of the damper 101 through the mounting frame 12 .

[0059] Furthermore, it may also include a communication unit and a switch. The controller is connected to the vehicle central control through the communication unit, and the switch is connected to the controller. The user can select the automatic mode and the manual mode through the switch. If it is in manual mode, the control command of the controller comes from external control, such as the vehicle central control, vehicle handle or steering wheel; if it is in automatic mode, the controller obtains the data collected by the sensor, and uses the built-in algorithm to generate corresponding control commands to control the first steering gear 3 and / or the spring control device to adjust the damping value and / or spring characteristic parameters of the shock absorber 1. The controller is an electronic circuit board including a processing unit, a storage unit, a collection unit and a drive unit; the processing unit can be a main control chip running a software program stored in the storage unit; the storage unit can be a non-volatile memory, such as a Flash memory; the collection unit is a data acquisition interface, such as an I2C interface (a two-wire serial communication interface); the drive unit is a continuous pulse signal or a standard asynchronous communication signal with a specific voltage amplitude output; the communication unit connects the controller to the vehicle central control, usually a CAN communication interface or a 485 communication interface, and the communication unit can be integrated with the controller on the same electronic circuit board. The controller is connected to the vehicle's central control via a communication unit. The shock absorber can independently realize a closed loop of perception, processing and control, or can realize external control from the vehicle's central control via the communication unit, or manual control of the vehicle's handlebars and steering wheel.

[0060] The first servo 3 and the second servo 11 are both composed of a communication interface, an angle position sensor, a motor drive circuit and a motor. The communication interface is usually a continuous pulse waveform PWM (controlling the change of the motor shaft angle by changing the duty cycle of the high and low levels of the pulse) or a universal serial interface (sent to the motor drive circuit to control the change of the motor shaft angle by means of interface instructions). The angle position sensor is used to memorize the motor shaft angle. The motor drive circuit is used to control the motor to start, stop and rotate a specific angle.

[0061] The shock absorber provided by the present application includes: a shock absorber, a sensor, a first steering gear, a transmission assembly, a spring control device and a controller; the shock absorber includes a damper and a spring sleeved outside the damper, the sensor is mounted on the shock absorber, the sensor is used to detect the displacement of the shock absorber under a force state, the first steering gear and the spring control device are mounted on the shock absorber, the first steering gear is connected to the damping valve in the damper through the transmission assembly, the first steering gear is used to adjust the opening of the damping valve to change the damping value of the damper, the spring control device is connected to the spring, the spring control device is used to adjust the spring characteristic parameters, and the controller is connected to the sensor, the first steering gear and the spring control device respectively. The shock absorber integrates the sensor, the first steering gear and the spring control device on the shock absorber, and the controller in the shock absorber controls the first steering gear and / or the spring control device according to the displacement detected by the sensor to adjust the damping value and / or the spring characteristic parameters of the shock absorber. The shock absorber can realize the function of autonomously adjusting the shock absorber characteristics without the participation of the vehicle central control, and can improve the adjustment speed of the shock absorber. In addition, the shock absorbing device of the present application does not need to adopt a shock absorber whose damping valve is a solenoid valve. The present application uses the first servo to adjust the opening of the damping valve to change the damping value of the damper. Therefore, the damping valve can be a mechanical valve with a simple structure and low cost. The sensor, the first servo and the spring control device are integrated with the shock absorber equipped with a mechanical valve, which can reduce the cost of the shock absorbing device to a certain extent.

[0062] Figure 5 A flow chart of a control method of a shock absorbing device provided in an embodiment of the present application, such as Figure 5 As shown, the control method of the shock absorbing device is applied to the above-mentioned shock absorbing device, comprising:

[0063] S10: Before the vehicle travels, the displacement of the shock absorber detected by the sensor is obtained, and the current load of the vehicle is determined according to the displacement.

[0064] S11: determining a first regulating parameter of the shock absorber according to the current load, and adjusting parameters of the shock absorber according to the first regulating parameter.

[0065] S12: After the vehicle is running, the displacement fluctuation data of the shock absorber detected by the sensor is obtained.

[0066] S13: determining the current road condition according to the displacement fluctuation data, determining a second control parameter according to the current road condition, and adjusting the shock absorber parameters according to the second control parameter.

[0067] The first control parameter and the second control parameter both include a damping value and / or a spring characteristic parameter. For an air spring, the spring characteristic parameter is a spring stiffness; for a rigid spring, the spring characteristic parameter is a spring force value. The control method of the shock absorbing device is applied to a controller in the shock absorbing device.

[0068] In step S10, the current load of the vehicle is determined according to the displacement. Specifically, using Hooke's law, the current load is the elastic coefficient of the spring multiplied by the displacement.

[0069] In step S11, determining the first control parameter of the shock absorber according to the current load includes: calling a preset relationship, and determining the first control parameter corresponding to the current load according to the preset relationship; wherein the preset relationship includes a corresponding relationship between the load and the control parameter, and the control parameter includes a damping value and / or a spring characteristic parameter. The controller converts the first control parameter into a specific drive signal to control the first steering gear and / or the spring control device. The preset relationship between the load and the control parameter stored in the controller is the corresponding optimal damping value and / or spring characteristic parameter adjusted according to different vehicle loads.

[0070] In step S12, the displacement of the shock absorber detected by the sensor is acquired in real time after the vehicle is running, so that the displacement fluctuation data within a period of time can be obtained.

[0071] In step S13, the current road condition is determined based on the displacement fluctuation data, including: determining the displacement fluctuation data within a preset time period, setting multiple sampling time points within the preset time period; determining the bump amplitude and bump frequency within a sub-time period set before each sampling time point based on the displacement fluctuation data; and determining the current road condition based on the bump amplitude and bump frequency. The embodiment of the present application does not specifically limit the number of sampling time points and the interval time between two adjacent sampling time points. The displacement fluctuation data within the preset time period is a fluctuation curve of the displacement changing with time, and the value corresponding to the peak in the fluctuation curve within the sub-time period minus the value corresponding to the trough is set as the bump amplitude, and the number of peaks or troughs in the fluctuation curve within the sub-time period is set as the bump frequency. Based on this, each sampling time point has its corresponding bump amplitude and bump frequency, and the bump amplitude and bump frequency of all sampling time points can reflect the current road condition.

[0072] How to determine the current road condition based on the bump amplitude and bump frequency, including: counting the first proportion of each bump amplitude and the second proportion of each bump frequency within a preset time period; determining the target bump amplitude corresponding to the largest proportion among all the first proportions and the target bump frequency corresponding to the largest proportion among all the second proportions; determining the current road condition based on the target bump amplitude and the target bump frequency. For ease of understanding, the following example is given. Figure 6 A diagram showing a change in the bumpy road surface bump amplitude provided in an embodiment of the present application. Figure 7 A diagram showing a change in the bumpy road bump frequency provided in an embodiment of the present application, Figure 8 A diagram showing a change in the bump amplitude on a flat road provided in an embodiment of the present application. Fig. 9 A graph showing the change in the frequency of bumps on a flat road surface provided in an embodiment of the present application. Figure 6It represents the turbulence amplitude of all sampling time points mentioned above. If there are 100 sampling time points, the total number of turbulence amplitudes is 100. If there are 2 turbulence amplitudes of 140 among the 100 turbulence amplitudes, the proportion of turbulence amplitudes of 140 is 2 divided by 100, which is 2%. Figure 7 It represents the bump frequency of all sampling time points in the above text. If there are 100 sampling time points, the total number of bump frequencies is 100. If there are 19 bump frequencies of 4 among the 100 bump frequencies, the proportion of bump frequencies of 4 is 19 divided by 100, that is, 19%. The target bump amplitude corresponding to the largest proportion in the first proportion and the target bump frequency corresponding to the largest proportion in the second proportion are used to reflect the current road conditions, so as to facilitate the subsequent comparison with the bump frequency and bump amplitude in the preset relationship table to quickly determine the second control parameter corresponding to the current road conditions.

[0073] Furthermore, determining the current road condition based on the target bump amplitude and the target bump frequency includes: obtaining a preset relationship table; wherein the preset relationship table includes the correspondence between road conditions, bump data and control parameters, and the bump data includes bump frequency and bump amplitude; determining a first difference between the target bump amplitude and each bump amplitude in the preset relationship table, determining a first bump amplitude corresponding to the first difference within a first preset range, and a first road condition corresponding to the first bump amplitude; determining a second difference between the target bump frequency and the bump frequencies corresponding to each first road condition, determining a first bump frequency corresponding to the second difference within a second preset range, and a second road condition corresponding to the first bump frequency; taking the second road condition as the current road condition; accordingly, determining the second control parameter based on the current road condition includes: determining the target control parameter corresponding to the second road condition based on the preset relationship table, and taking the target control parameter as the second control parameter.

[0074] For ease of understanding, Table 1 provides a preset relationship table including the correspondence between road conditions and bump data. Calculate the first difference between the target bump amplitude and amplitude A, amplitude B, and amplitude C respectively. If the first difference between the target bump amplitude and amplitude A and the first difference between the target bump amplitude and amplitude B are within the first preset range, the first road condition is road condition A and road condition B; calculate the second difference between the target bump frequency and frequency A and frequency B respectively. If the second difference between the target bump frequency and frequency A is within the second preset range, the second road condition is road condition A; then determine the target control parameter corresponding to road condition A. The target control parameter is the second control parameter corresponding to the current road condition. If there are multiple second road conditions, any control parameter corresponding to the second road condition can be used as the second control parameter. If the road conditions corresponding to the target bump amplitude and target bump frequency are not found in the preset relationship table, the target bump amplitude and target bump frequency can be fed back to the vehicle central control and displayed through the human-computer interaction interface, so that the user can select corresponding control parameters to adjust the shock absorber parameters according to the target bump amplitude and target bump frequency.

[0075] Table 1 Preset relationship table

[0076]

[0077] The bump data of the preset relationship table in the embodiment of the present application is obtained by collecting and processing the bump data of the road surface during the driving of the vehicle using the shock absorber including the sensor as described above according to the specified road surface (such road surface has specific bump characteristics). The controller can store a variety of different road conditions. For each road condition, the damping value and / or spring characteristic parameters of the shock absorber can be set according to the driving habits or the best driving feeling, and each road condition is associated with the corresponding damping value and / or spring characteristic parameters and stored in the controller.

[0078] Based on the above embodiments, the controller of the embodiment of the present application is connected to the vehicle central control through a communication unit, and also includes: determining the current control mode; wherein the control mode includes a manual mode and an automatic mode; if the control mode is a manual mode, in response to the control instruction sent by the vehicle central control, the first servo and / or the spring control device are controlled according to the control instruction to adjust the damping value and / or spring characteristic parameters of the shock absorber; if the control mode is an automatic mode, the steps of executing the above-mentioned control method of the shock absorber device include: before the vehicle travels, obtaining the displacement of the shock absorber detected by the sensor, and determining the current load of the vehicle according to the displacement; determining the first control parameter of the shock absorber according to the current load, and adjusting the parameters of the shock absorber according to the first control parameter; after the vehicle travels, obtaining the displacement fluctuation data of the shock absorber detected by the sensor; determining the current road condition according to the displacement fluctuation data, determining the second control parameter according to the current road condition, and adjusting the parameters of the shock absorber according to the second control parameter.

[0079] Regarding how the vehicle central control generates control instructions, one method is that the user inputs the corresponding control parameters through the human-computer interaction interface. The user can select the corresponding control parameters according to his own habits, or according to the data detected by the sensor displayed in the human-computer interaction mode. The vehicle central control generates control instructions based on the input control parameters to control the first servo and / or spring control device; the other method is that the vehicle central control directly generates the corresponding control instructions based on the data detected by the sensor using its own built-in algorithm. If it is an automatic mode, that is, the method described above, it does not rely on the control method of the vehicle central control, that is, the controller in the shock absorber controls the first servo and / or spring control device according to the displacement data fed back by the sensor to adjust the damping value and / or spring characteristic parameters of the shock absorber.

[0080] The control method of a shock absorber device in the present application is applied to the above shock absorber device, including: before the vehicle is driven, obtaining the displacement of the shock absorber detected by the sensor, and determining the current load of the vehicle according to the displacement; determining the first control parameter of the shock absorber according to the current load, and adjusting the parameters of the shock absorber according to the first control parameter; after the vehicle is driven, obtaining the displacement fluctuation data of the shock absorber detected by the sensor; determining the current road condition according to the displacement fluctuation data, determining the second control parameter according to the current road condition, and adjusting the parameters of the shock absorber according to the second control parameter; wherein the first control parameter and the second control parameter both include damping value and / or spring characteristic parameter. The shock absorber device integrates the sensor, the first steering gear and the spring control device on the shock absorber, and the controller in the shock absorber controls the first steering gear and / or the spring control device according to the displacement detected by the sensor to adjust the damping value and / or the spring characteristic parameter of the shock absorber. The shock absorber device can realize the function of autonomously adjusting the characteristics of the shock absorber without the participation of the vehicle central control, and can improve the adjustment speed of the shock absorber. In addition, external control from the vehicle central control can also be realized through the communication unit.

[0081] The above is a detailed introduction to a shock absorbing device and a control method for a shock absorbing device provided by the present application. The various embodiments in the specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same and similar parts between the various embodiments can be referenced to each other. For the device disclosed in the embodiment, since it corresponds to the method disclosed in the embodiment, the description is relatively simple, and the relevant parts can be referred to the method part description. It should be pointed out that for ordinary technicians in this technical field, without departing from the principles of the present application, several improvements and modifications can be made to the present application, and these improvements and modifications also fall within the scope of protection of the claims of the present application.

[0082] It should also be noted that, in this specification, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "comprise", "include" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, an element defined by the statement "comprises a ..." does not exclude the presence of other identical elements in the process, method, article or device including the element.

Claims

1. A shock absorbing device, characterized in that: include: Shock absorber, sensor, first steering gear, transmission assembly, spring control device and controller; The shock absorber includes a damper and a spring sleeved outside the damper, the sensor is mounted on the shock absorber, the sensor is used to detect the displacement of the shock absorber under a force state, the first steering gear and the spring control device are mounted on the shock absorber, the first steering gear is connected to the damping valve in the damper through the transmission assembly, the first steering gear is used to adjust the opening of the damping valve to change the damping value of the damper, the spring control device is connected to the spring, the spring control device is used to control the spring characteristic parameters, the controller is respectively connected to the sensor, the first steering gear and the spring control device, the controller is used to control the first steering gear and / or the spring control device according to the displacement to adjust the damping value and / or the spring characteristic parameters of the shock absorber.

2. The shock absorbing device according to claim 1, characterized in that: The damper includes a first lifting ring, a tube body, a first limiting portion, a damping rod, a damping valve, a cylinder body, a second limiting portion and a second lifting ring, wherein the first lifting ring is connected to the top surface of the tube body, the first limiting portion is arranged around the circumference of the tube body, the first end of the damping rod is connected to the bottom surface of the tube body, the second end of the damping rod is inserted into the cylinder body through the top of the cylinder body, and the second end of the damping rod is provided with the damping valve, the damping rod moves along the axial direction of the cylinder body under force, the bottom of the cylinder body is provided with the second limiting portion, the second lifting ring is installed on the bottom surface of the second limiting portion, the spring is sleeved outside the cylinder body, and the two ends of the spring are respectively connected to the bottom surface of the first limiting portion and the top surface of the second limiting portion.

3. The shock absorbing device according to claim 2, characterized in that: The transmission assembly includes a rotating part, a first connecting rod, a first conversion gear, a second conversion gear and a second connecting rod. The first servo is installed on the outer wall of the tube body. The rotating part, the first connecting rod, the first conversion gear and the second conversion gear are arranged inside the tube body. The rotating shaft of the first servo is connected to the rotating part. The first connecting rod is respectively connected to the rotating part and the first conversion gear. The first conversion gear is connected to the second conversion gear. The first end of the second connecting rod is connected to the second conversion gear. The second end of the second connecting rod extends through the inside of the damping rod to be connected to the damping valve.

4. The shock absorbing device according to claim 2, characterized in that: If the spring is a rigid spring, the spring control device is a second servo, the first limiting portion is provided with a through hole, the inner wall of the through hole is provided with an internal thread, the outer circumferential surface of the tube body is provided with an external thread, the first limiting portion is connected to the tube body through the external thread and the internal thread, the first limiting portion is connected to the rotating gear of the second servo, and the second servo is used to drive the first limiting portion to rotate so that the first limiting portion moves along the axial direction of the tube body to change the deformation amount of the rigid spring.

5. The shock absorbing device according to claim 2, characterized in that: The sensor is an inductive displacement sensor, which includes an electromagnetic winding tube, an inductive coil wound on the electromagnetic winding tube, a signal line and a signal processing circuit, the signal line is respectively connected to the inductive coil and the signal processing circuit, the signal processing circuit is connected to the controller, one end of the electromagnetic winding tube is connected to the bottom surface of the first limiting portion, the electromagnetic winding tube is sleeved in the spring, and the inner diameter of the electromagnetic winding tube is larger than the outer diameter of the cylinder body and the outer diameter of the tube body.

6. A method for controlling a shock absorbing device, characterized in that: The shock absorbing device according to any one of claims 1 to 5 comprises: Before the vehicle travels, obtaining the displacement of the shock absorber detected by the sensor, and determining the current load of the vehicle according to the displacement; Determine a first regulating parameter of the shock absorber according to the current load, and adjust parameters of the shock absorber according to the first regulating parameter; After the vehicle is running, obtaining displacement fluctuation data of the shock absorber detected by the sensor; determining a current road condition according to the displacement fluctuation data, determining a second control parameter according to the current road condition, and adjusting a parameter of the shock absorber according to the second control parameter; Wherein, the first regulating parameter and the second regulating parameter both include a damping value and / or a spring characteristic parameter.

7. The control method of the shock absorbing device according to claim 6, characterized in that: Determining the current road condition according to the displacement fluctuation data includes: Determine the displacement fluctuation data within a preset time period, and set a plurality of sampling time points within the preset time period; Determine the jolt amplitude and jolt frequency in a sub-time period set before each sampling time point according to the displacement fluctuation data; The current road condition is determined according to the bump amplitude and the bump frequency.

8. The control method of the shock absorbing device according to claim 7, characterized in that: Determining the current road condition according to the bump amplitude and the bump frequency includes: Counting the first proportion of each of the bumping amplitudes and the second proportion of each of the bumping frequencies within the preset time period; Determine a target turbulence amplitude corresponding to the largest proportion among all the first proportions and a target turbulence frequency corresponding to the largest proportion among all the second proportions; The current road condition is determined according to the target bump amplitude and the target bump frequency.

9. The control method of the shock absorbing device according to claim 8, characterized in that: Determining the current road condition according to the target bump amplitude and the target bump frequency includes: Obtaining a preset relationship table; wherein the preset relationship table includes a correspondence between road conditions, bump data and control parameters, and the bump data includes bump frequency and bump amplitude; Determine a first difference between the target bump amplitude and each bump amplitude in the preset relationship table, determine a first bump amplitude corresponding to the first difference within a first preset range, and a first road condition corresponding to the first bump amplitude; Determine a second difference between the target bump frequency and the bump frequency corresponding to each of the first road conditions, determine a first bump frequency corresponding to the second difference within a second preset range, and a second road condition corresponding to the first bump frequency; Using the second road condition as the current road condition; Accordingly, determining the second control parameter according to the current road condition includes: Determine a target control parameter corresponding to the second road condition according to the preset relationship table, and use the target control parameter as the second control parameter.

10. The control method of the shock absorbing device according to claim 6, characterized in that: The controller is connected to the vehicle central control via a communication unit and also includes: Determine the current control mode; wherein the control mode includes a manual mode and an automatic mode; If the control mode is the manual mode, in response to the control instruction sent by the vehicle central control, the first steering gear and / or the spring control device are controlled according to the control instruction to adjust the damping value and / or spring characteristic parameter of the shock absorber; If the control mode is the automatic mode, the step of obtaining the displacement of the shock absorber detected by the sensor before the vehicle travels and determining the current load of the vehicle according to the displacement is entered.

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