Active damping system, active damping system control method and carrier with active damping system

Abstract

The invention belongs to the technical field of damping systems, and particularly relates to an active damping system, an active damping system control method and a carrier with the active damping system. An active damping system comprises a damping assembly and a damping control subsystem. The control method of the active damping system comprises the steps that the damping control subsystem is controlled to control the vertical movement stroke and resilience force of the damping assembly; a carrier with an active damping system comprises the active damping system installed between the carrier and a grounding wheel. The invention provides an active damping system and a carrier with the active damping system so as to solve the problem that in the prior art, due to the problems of technology, cost, carrier size and weight and the like, common household vehicles and economical vehicles are difficult to carry the active damping system. And the problem that an existing active damping system has potential safety hazards under extreme road conditions is solved.

Description

Technical Field

[0001] The present invention belongs to the technical field of shock absorption systems, and specifically relates to an active shock absorption system, an active shock absorption system control method, and a vehicle with the active shock absorption system. Background Art

[0002] On the one hand, the shock absorber can reduce the severe bumps of the vehicle caused by uneven road surface, thereby effectively improving driving comfort and making the driver and passengers feel more stable and comfortable. On the other hand, it can ensure that the vehicle maintains a good body posture when turning or making emergency avoidance, reduce roll, improve vehicle handling performance, and enhance handling stability.

[0003] With the continuous development of shock absorbers, shock absorbers with damping adjustment function and corresponding active shock absorption systems have appeared on the market. Under the control of the active shock absorption system, this type of shock absorber can adjust the damping of the shock absorber in advance according to the real-time data of each sensor, so as to make real-time adjustments according to road conditions during driving.

[0004] However, since active shock absorption systems usually require the integration of a large number of sensors and complex and sophisticated electronic control systems, the technology is complex and the cost is high. Currently, such shock absorbers and shock absorption systems are only used in high-end luxury models and high-performance vehicles. Most ordinary family models and economy vehicles on the market are often difficult to be equipped with active shock absorption systems due to technical and cost issues.

[0005] In particular, wheelbarrows, which are characterized by being light, compact and low-cost, are often difficult to be equipped with active shock absorption systems due to problems such as load volume, weight and cost. As a result, their shock absorption effects under different road conditions are relatively fixed, and the damping cannot be adjusted in time according to road conditions, which greatly reduces driving comfort and accelerates the wear of vehicle tires and other components of the suspension system, reducing the service life of the components.

[0006] In addition, most of the existing active shock absorption systems achieve shock absorption effects by adjusting the damping force in real time during driving. This adjustment method is only applicable to conventional relatively smooth roads. The vehicle needs to enter an unknown road before the damping of the shock absorber can be adjusted according to the real-time data of each sensor. In addition, due to the limitations of the physical structure and working principle, the adjustment range is relatively limited. Under extreme road conditions such as large undulating obstacles, the vehicle may experience severe bumps or even rollover after entering an extreme road, which poses certain safety hazards. Summary of the invention

[0007] In order to overcome the deficiencies of the prior art, the present invention provides an active shock absorption system, an active shock absorption system control method and a vehicle with an active shock absorption system, so as to solve the problem in the prior art that ordinary household vehicles and economy vehicles are difficult to be equipped with active shock absorption systems due to technical, cost, load volume and weight issues, and the problem that the existing active shock absorption system has safety hazards under extreme road conditions.

[0008] One solution of the present invention provides an active shock absorption system, including a shock absorption component and a shock absorption control subsystem;

[0009] The shock absorbing component is used to absorb vibration and impact that the vehicle may suffer, and reduce the vibration and impact within the range of the shock absorbing component's movement;

[0010] The shock absorption control subsystem is used to obtain status information related to the shock absorption component, and control the activity stroke and rebound force of the shock absorption component according to the status information;

[0011] The damping control subsystem includes a damping processing module, and also includes an active driver and a damping controller, or one of the active driver and the damping controller, and the damping processing module includes a detection member;

[0012] The damping processing module is used to obtain status information related to the damping component, and send a working signal to the active driver and the damping controller, or one of the active driver and the damping controller according to the status information;

[0013] The active driver and the damping controller are both used to receive the working signal from the shock absorption processing module to control the active stroke and rebound force of the shock absorption component;

[0014] It should be noted that the damping processing module is internally provided with a signal transceiver capable of receiving a detection signal from the detection member and capable of sending a corresponding control signal to the active driver and the damping controller, and a processor capable of processing the detection signal from the detection member and outputting a corresponding control signal for controlling the active driver and / or the damping controller, wherein the control signal corresponding to the active driver is an active telescopic signal, and the control signal corresponding to the damping controller is a passive telescopic signal;

[0015] The damping control subsystem further includes an environment acquisition module and a state acquisition module;

[0016] The environment acquisition module is used to obtain the environment status information and transmit it to the vibration reduction processing module;

[0017] The state acquisition module is used to obtain vehicle state information and transmit it to the shock absorption processing module;

[0018] It should be noted that the vehicle state information acquired by the state acquisition module includes but is not limited to the vehicle speed, vehicle acceleration, vehicle attitude (tilt angle), vehicle battery power, motor current in the active drive, and vehicle operating temperature. The state acquisition module can acquire the vehicle state information and transmit it to the shock absorption processing module to assist the shock absorption processing module in regulating the working state of the shock absorption component within an adjustable range according to the current vehicle state;

[0019] The shock absorbing assembly includes a guide arm, and the shock absorbing assembly also includes an elastic element and a damping element, or one of the elastic element and the damping element, and the elastic element and the damping element are both connected to the guide arm;

[0020] The active driver is connected to the elastic element, and the damping controller is connected to the damping element;

[0021] The damping processing module is used to receive information from the environment acquisition module, convert it into an active extension signal or a passive extension signal, and transmit it to the active driver or the damping controller accordingly;

[0022] It should be noted that the environment acquisition module includes an environment sensor, a processor capable of processing the environment state signal acquired by the environment sensor into an initial processing signal, and a signal transceiver capable of receiving the environment signal corresponding to the environment state information acquired by the environment sensor and sending the initial processing signal to the shock absorption processing module; in this solution, the environment sensor can specifically be a gyroscope, an accelerometer, a laser radar or other similar sensors;

[0023] It should be noted that the initial processing signal is specifically an electrical signal that has been initially processed by the processor inside the environment acquisition module. The processor in the damping processing module can directly obtain the initial processing signal, and directly combine the initial processing signal to send a corresponding control signal to the active driver and / or the damping controller, thereby reducing the computational load of the processor in the damping processing module.

[0024] The active driver is used to receive the working signal from the damping processing module, and control the working state of the elastic element according to the working signal, thereby controlling the initial stroke and compression amount of the elastic element;

[0025] The damping controller is used to receive the working signal from the shock absorption processing module and control the damping force of the damping element according to the working signal;

[0026] It should be noted that the working signal received by the active driver from the shock absorption processing module is specifically an active extension signal. The active driver receives the active extension signal to actively adjust the initial stroke and compression amount of the elastic element before the vehicle reaches the corresponding road, thereby completing active shock absorption.

[0027] The working signal received by the damping controller from the shock absorption processing module is specifically a passive expansion and contraction signal. The damping controller receives the passive expansion and contraction signal to passively adjust the damping force of the damping element when the vehicle reaches the corresponding road surface, thereby completing passive shock absorption.

[0028] In this solution, through the coordinated work of the shock absorbing component and the shock absorbing control subsystem, on the one hand, the vibration and impact suffered by the vehicle can be efficiently absorbed, and the vibration can be effectively reduced within the range of activity, thereby improving the adaptability of the vehicle to extreme road conditions. On the other hand, an active shock absorbing system with a relatively small size, relatively light weight and relatively low cost is provided, which expands the application scope of the active shock absorbing system, so that ordinary family models and economical vehicles can be equipped with the active shock absorbing system.

[0029] The damping control subsystem can use environmental sensors to obtain environmental status information, combine it with the damping component status information, and intelligently analyze and process it through the damping processing module to accurately send signals to the active driver and damping controller, thereby achieving adaptive control of active and passive damping.

[0030] The active actuator can actively adjust the initial stroke and compression of the elastic element according to the active extension and contraction signal before the vehicle reaches the corresponding road surface, so as to respond to the road conditions in advance, thereby improving the shock absorption effect of the shock absorption component and the overall driving comfort of the vehicle;

[0031] When the vehicle contacts the road, the damping controller can adjust the damping force of the damping element in time according to the passive expansion and contraction signal to ensure the driving stability of the vehicle;

[0032] The environment acquisition module can also perform preliminary processing on the environmental signals and then transmit them to the shock absorption processing module, thereby reducing the computing load of the processor in the shock absorption processing module, improving the system operation efficiency and response speed, making the entire active shock absorption system more adaptable when facing complex and changeable road conditions and environments, and improving the vehicle's operating performance and safety.

[0033] In one of the schemes, the elastic element is a metal spring, the active driver is an active motor, the metal spring is connected to the active motor, and the active motor is used to receive a working signal from the shock absorption processing module and control the active stroke of the metal spring according to the working signal;

[0034] It should be noted that, in the actual working process, the active motor receives the working signal from the shock absorption processing module, and controls the motor output shaft to extend and retract in the direction of the metal spring according to the working signal, so as to compress the metal spring, thereby controlling the active stroke of the metal spring;

[0035] Specifically, one end of the metal spring is connected to the motor output shaft, and the other end is connected to the guide assembly. Taking the working signal of the shock absorption processing module as an example to control the active motor to output first and then reset, when the active motor receives the working signal, the active motor will control the motor output shaft to extend or retract in the direction of the metal spring according to the working signal. At this time, the end of the metal spring connected to the motor output shaft is driven synchronously under the movement of the motor output shaft, thereby realizing the control of the active motor over the active stroke of the metal spring.

[0036] In this solution, by using the metal spring as an elastic element and connecting it to the active motor, and receiving the working signal of the shock absorption processing module through the active motor, the motor output shaft can be controlled to extend and retract, thereby adjusting the active stroke of the metal spring, so that the active motor can accurately control the compression degree of the metal spring according to the real-time shock absorption needs, so that when the vehicle encounters different degrees of vibration and impact, the metal spring can be adjusted to a suitable state in advance, thereby effectively buffering and absorbing the impact energy, thereby enhancing the shock absorption effect of the shock absorption component as a whole, improving the adaptability of the vehicle to extreme road conditions, as well as the stability and comfort of the vehicle during driving, reducing the damage to vehicle components caused by vibration and impact, and extending the service life of the vehicle.

[0037] In one of the schemes, the elastic element is a gas spring, the active driver includes an active motor and an air pump, the output end of the air pump is connected to the gas spring, the other end of the air pump is connected to the output shaft of the active motor, the active motor is used to receive a working signal from a shock absorption processing module, and control the working state of the air pump according to the working signal to control the active stroke of the gas spring;

[0038] It should be noted that during the actual working process, the active motor receives the working signal from the shock absorption processing module, and controls the air pump to rotate forward or reverse according to the working signal, and then supplies compressed air to the gas spring or extracts compressed air from the gas spring to control the active stroke of the gas spring.

[0039] In this solution, by using the gas spring as an elastic element and receiving the working signal of the shock absorption processing module through the active motor, the active motor can be used to control the forward or reverse rotation of the air pump, thereby adjusting the active stroke of the gas spring, so that the active motor can accurately control the compression degree of the gas spring according to the real-time shock absorption demand, so that when the vehicle encounters different degrees of vibration and impact, the gas spring can be adjusted to a suitable state in advance, thereby effectively buffering and absorbing the impact energy, thereby enhancing the shock absorption effect of the shock absorption component as a whole, improving the adaptability of the vehicle to extreme road conditions, as well as the stability and comfort of the vehicle during driving, reducing the damage to vehicle components caused by vibration and impact, and extending the service life of the vehicle.

[0040] In one of the schemes, the damping element includes a forward damping chamber and a reverse damping chamber, and the damping forces of the forward damping chamber and the reverse damping chamber are both adjusted by the damping controller;

[0041] It should be noted that a piston, a piston rod, a throttling channel, a damping medium and other related components are arranged between the forward damping chamber and the reverse damping chamber in the damping element, and the damping controller can directly control the flow direction and flow rate of the damping medium in the throttling channel, thereby controlling the damping force of the forward damping chamber and the damping force of the reverse damping chamber.

[0042] Specifically, taking the example that the shock absorbing assembly includes an elastic element and a damping element, the elastic element may be a gas spring, the damping element may be a damper, one end of the gas spring and the damper are both connected to the vehicle, the other end of the gas spring is connected to the piston rod of the damping element, and the piston rod is connected to the wheel hub of the grounding wheel;

[0043] During actual use, the damping controller controls the flow direction and flow rate of the damping medium in the throttling channel, so that the damping medium flows between the forward damping chamber and the reverse damping chamber through the throttling channel, and then controls the damping force of the forward damping and reverse damping according to actual needs; the damping controller controls the damper in conjunction with the active motor's control of the gas spring to achieve a shock absorbing effect.

[0044] In the present scheme, by providing a damping element including a forward damping chamber and a reverse damping chamber, and by real-time regulation of the flow direction and flow rate of the damping medium in the throttling channel through a damping controller, the movement of the piston and the opening of the throttling channel can be accurately controlled, so that the damping medium flows between the dual chambers as needed, thereby independently adjusting the damping forces of the compression stroke and the extension stroke, so that when the vehicle encounters different degrees of vibration and impact, the shock absorbing assembly can effectively buffer and absorb the impact energy, thereby enhancing the overall shock absorbing effect of the shock absorbing assembly, improving the adaptability of the vehicle to extreme road conditions, as well as the stability and comfort of the vehicle during driving, reducing the damage to vehicle components caused by vibration and impact, and extending the service life of the vehicle.

[0045] In one of the schemes, the active driver includes a mechanical arm and an active motor, and the active motor is used to receive a working signal from the damping processing module and control the working state of the mechanical arm according to the working signal to control the movable stroke of the mechanical arm;

[0046] The mechanical arm includes at least two telescopic arms, and the two telescopic arms are movably connected between the carrier and the ground-connected wheel to telescope and slide under the drive of the active motor, thereby controlling the movable stroke of the shock-absorbing assembly;

[0047] It should be noted that the two telescopic arms are installed at the bottom of the vehicle, and the active motor controls the working state of the telescopic arms to control the telescopic range of the telescopic arms, that is, the active stroke; in addition, the servo motor and the telescopic arms are connected through a reducer, which can be a harmonic reducer or the like. Taking the harmonic reducer as an example, the harmonic reducer can convert the high-speed and low-torque output of the servo motor into low-speed and high-torque power to drive the telescopic arms to work;

[0048] Specifically, the two telescopic arms are symmetrically arranged on both sides of the grounding wheel, the fixed end of the telescopic arm is connected to the bottom of the vehicle, the movable end of the telescopic arm is connected to the grounding wheel, the telescopic arm is electrically connected to the active motor, and the active motor can be a servo motor. The servo motor controls the extension and retraction of the telescopic arm through a harmonic reducer, so as to synchronously drive the grounding wheel to follow the movement through the telescopic arm. When the telescopic arm is extended, the movable end of the telescopic arm moves away from the fixed end of the telescopic arm. At this time, the retractable distance of the telescopic arm increases, that is, the active stroke of the grounding wheel through the telescopic arm shock absorption increases, and the active stroke is reduced in the same way. The servo motor controls the retraction of the telescopic arm, which will not be elaborated here.

[0049] In this solution, the active drive composed of a mechanical arm and an active motor can realize dynamic adjustment of the active stroke and precise control of the impact energy. After receiving the signal from the shock absorption processing module, the active motor drives the double telescopic arms to extend and retract synchronously through the harmonic reducer, directly driving the ground contact wheel to adjust the distance between the ground contact wheel and the vehicle, thereby actively expanding or contracting the active stroke before the impact occurs, so that the active drive can adaptively adjust the buffer space according to the real-time road conditions, thereby improving the adaptability of the vehicle body to extreme road conditions.

[0050] By symmetrically arranging the two telescopic arms at the bottom of the vehicle and connecting them to the ground wheels, on the one hand, the uniform distribution of vertical impact force can be ensured; on the other hand, the high-precision transmission of the telescopic arms by the harmonic reducer connected to the active motor can be achieved, while maintaining the compactness of the structure and realizing the precise transmission and control of the shock-absorbing force.

[0051] The mechanical arm comprises at least two articulated arms, and the two articulated arms are movably connected between the carrier and the ground-connected wheel to swing under the drive of the active motor, thereby controlling the movable stroke of the shock-absorbing assembly;

[0052] It should be noted that the two articulated arms are installed at the bottom of the vehicle, and the active motor controls the working state of the articulated arms to control the retractable range of the articulated arms, that is, the active stroke; in addition, the servo motor and the articulated arms are connected through a reducer, which can be a harmonic reducer or the like. Taking the harmonic reducer as an example, the harmonic reducer can convert the high-speed and low-torque output of the servo motor into low-speed and high-torque power to drive the articulated arms to work;

[0053] Specifically, there are at least three ways to set the articulated arm. Taking a wheelbarrow body as an example, the following describes the ways to set the articulated arm:

[0054] Solution 1: The articulated arm 1 is movably connected to the bottom of the vehicle body, and the articulated arm 2 is connected to the ground wheel. The active motor can be a servo motor. The servo motor is arranged at the articulation axis of the articulated arm 1 and the articulated arm 2. When the servo motor controls the rotor to rotate forward, the harmonic reducer connected thereto drives the articulated arm 1 and the articulated arm 2 to swing, so that the articulated arm 1 and the articulated arm 2 are close to each other. At this time, the distance between the articulated arm 1 and the articulated arm 2 is shortened, so that the distance between the vehicle body and the ground wheel is shortened, so as to reduce the active stroke of the shock absorbing component. Similarly, the servo motor controls the rotor to reverse, which will not be described in detail here.

[0055] Solution 2: A second active motor is provided at the bottom of the vehicle body, the articulated arm 1 is movably connected to the second active motor, the articulated arm 2 is connected to the ground wheel, and a first active motor is provided at the articulated shaft where the articulated arm 1 and the articulated arm 2 are articulated. Both the first active motor and the second active motor are servo motors. When the first active motor controls the rotor to rotate forward, the harmonic reducer connected thereto drives the articulated arm 1 and the articulated arm 2 to swing, so that the articulated arm 1 and the articulated arm 2 are close to each other; in this process, the first active motor will generate a torque to tilt the vehicle body through the articulated arm 1, and the second active motor will continuously control the rotation direction, rotation angle and rotation speed of the second active motor rotor according to the actual state of the vehicle body to generate an opposite torque to offset the torque that tilts the vehicle body, and finally keep the vehicle body in a horizontal state; in this process, the distance between the articulated arm 1 and the articulated arm 2 is shortened, so that the distance between the vehicle body and the ground wheel is shortened, so as to reduce the active stroke of the shock absorbing component and increase the active stroke. Similarly, the first active motor can control the rotor to reverse, which will not be described in detail here;

[0056] It should be noted that, in this solution, the shock absorption control subsystem is installed inside the vehicle body, wherein the state acquisition module further includes a level sensor for monitoring the horizontal state of the vehicle body and an encoder for sending the actual motion state to the processor in the state acquisition module, and the second active motor is controlled by the control signal finally sent by the shock absorption processing module during the actual working process; in addition, the actual state of the vehicle body is specifically acquired through the actual data acquired by the level sensor and the detection signal from the detection member in the shock absorption processing module;

[0057] Solution three: An active motor is provided at the bottom of the vehicle body, the articulated arm 3 is movably connected to the bottom of the vehicle body and is hinged to one end of the articulated arm 2 through an articulated shaft, one end of the articulated arm 1 is installed at the bottom of the vehicle body through the active motor, the other end of the articulated arm 1 is hinged to the articulated arm 2 through an articulated shaft, the articulated arm 2 is connected to the ground wheel, the active motor is a servo motor, when the servo motor controls the rotor to rotate forward, the harmonic reducer connected thereto generates a force on the vehicle body that causes the vehicle body to move vertically downward, and then drives the articulated arm 3 and the articulated arm 2 to swing simultaneously through the vehicle body, so that the articulated arm 3 and the articulated arm 2 are close to each other, and synchronously, the articulated arm 1 is gradually stretched; in this process, the distance between the articulated arm 3 and the articulated arm 2 is shortened, and during the swinging process of the articulated arm 2, the end of the articulated arm 1 and the articulated arm 2 is gradually stretched to the right by the articulated arm 2, so that the distance between the vehicle body and the ground wheel is shortened, and the active stroke of the shock absorbing component is reduced and the active stroke is increased. Similarly, the active motor controls the rotor to reverse, which is not elaborated here.

[0058] In this solution, through the cooperation of the articulated arm and the active motor, it is possible to achieve dynamic adjustment of the active travel of the vehicle before it reaches the corresponding road, stable control of the vehicle's posture during driving, and improve the vehicle's adaptability to complex road conditions;

[0059] Among them, scheme 1 can control the servo motor to drive the articulated arm 1 and the articulated arm 2 to move according to the working signal sent by the shock absorption processing module, adjust the distance between the vehicle body and the ground contact wheel, and control the activity stroke of the shock absorption component, so as to achieve the effect of the vehicle body adaptively adjusting the activity stroke according to complex road conditions, and improve the adaptability of the vehicle body to extreme road conditions;

[0060] Solution 2 can control the first active motor and the second active motor to work according to the working signal sent by the shock absorption processing module, so that the first active motor drives the articulated arm 1 and the articulated arm 2 to move, adjust the distance between the vehicle body and the ground contact wheel, and control the activity stroke of the shock absorption component. On the other hand, the second active motor is controlled to generate an opposite torque to offset the torque generated by the first active motor that causes the vehicle body to tilt, and finally keep the vehicle body in a horizontal state, so that the vehicle body can adaptively adjust the activity stroke and maintain a balanced state according to complex road conditions, and improve the adaptability of the vehicle body to extreme road conditions.

[0061] Scheme 3 can control the harmonic reducer connected to the active motor to drive the vehicle body to generate vertical force according to the working signal sent by the shock absorption processing module, and then drive the articulated arm 3 and the articulated arm 2 to swing simultaneously through the vehicle body. In this process, the articulated arm 1 swings simultaneously under the swing of the articulated arm 2 to adjust the distance between the vehicle body and the grounded wheel, thereby controlling the active stroke of the shock absorption component. Compared with Scheme 2, this scheme not only realizes the effect of adaptively adjusting the active stroke and maintaining the balance state of the vehicle body according to complex road conditions through the cooperation of the active motor with the articulated arm 1, the articulated arm 2 and the articulated arm 3 on the basis of a single active motor, but also further enhances the stability of the vehicle body during driving through the structure jointly formed by the articulated arm 1, the articulated arm 2 and the articulated arm 3, and improves the adaptability of the vehicle body to extreme road conditions.

[0062] In one of the schemes, the shock absorption control subsystem also includes a cloud module and a cloud server capable of exchanging data with the cloud module, the cloud server is used to receive and store custom data uploaded by the user through the client, and the cloud module is used to obtain the custom data from the cloud server and transmit it to the shock absorption control subsystem, so as to adjust the working state of the shock absorption component in real time through the shock absorption control subsystem.

[0063] In one of the schemes, the shock absorption control subsystem also includes a mode switching module, which includes a mode processor, a mode memory and a mode controller. The mode memory pre-stores control instructions corresponding to multiple operating modes. The mode processor is used to read the control instructions pre-stored in the mode memory, and send a control signal to the mode controller according to the control instructions to control the operation of the mode controller.

[0064] It should be noted that the control instructions stored in the mode memory at least include control instructions corresponding to the parking mode, the startup mode and the transport mode. In actual use, the vehicle is usually also equipped with an adjustment member for the user to manually adjust the working state of the vehicle according to actual use requirements. The adjustment member directly sends an adjustment signal to the mode processor, and indirectly controls the mode memory to transmit a corresponding control signal to the mode controller, so as to control the operation of the mode controller and switch the vehicle to the corresponding working mode, which may specifically include the parking mode, the startup mode and the transport mode.

[0065] It should be additionally explained that the cloud server also presets preset data including control instructions corresponding to the beginner mode, high-performance sports mode, high suspension mode and low suspension mode. The cloud module can directly obtain the preset data in the cloud server and transmit it to the mode processor, so that the mode processor directly transmits a control signal to the mode controller to control the operation of the mode controller and switch the vehicle to the corresponding working mode, which may specifically include the beginner mode, high-performance sports mode, high suspension mode and low suspension mode.

[0066] It should be noted that the adjustment component may be a control panel mounted on the vehicle, or an infrared remote controller or other similar adjustment component, or both the control panel and the infrared remote controller may be mounted on the vehicle at the same time.

[0067] In this solution, the cloud module cooperates with the cloud server to switch the vehicle to any mode preset in the cloud server. The mode switching module can switch the vehicle to the corresponding working mode pre-stored in the mode memory when there is no network or the communication conditions are poor.

[0068] In one embodiment, a balancing system is further included, wherein the balancing system includes a balancing information component and a balancing control module;

[0069] The balance information component is used to collect balance-related information and transmit it to the balance control module;

[0070] The balance control module is used to receive and process balance-related information and output balance status information;

[0071] The balancing system is connected to the shock absorption control subsystem;

[0072] The balance system is used to output the balance state information to the shock absorption control subsystem to assist the shock absorption control subsystem in adjusting the working state of the shock absorption component, and then comprehensively control the balance performance of the vehicle through the balance system and the shock absorption control subsystem, including at least one of maintaining the balance of the vehicle and the softness or hardness of the operating rebound force during acceleration and deceleration;

[0073] The damping control subsystem further includes an environment acquisition module and a state acquisition module;

[0074] The environment acquisition module is used to obtain the environment status information and send it to the shock absorption processing module;

[0075] The state acquisition module is used to acquire vehicle state information and balance state information of the balance information component, and transmit the information to the shock absorption processing module.

[0076] It should be noted that the balance information component specifically also includes an acceleration sensor and a gyroscope. In this solution, the environment acquisition module can obtain the balance state information of the balance control module and the environmental state information from the environmental sensor, so as to transmit the environmental state information and the balance state information to the shock absorption processing module, so that the shock absorption processing module can process and then send a corresponding control signal to the shock absorption component, wherein the balance-related information includes but is not limited to speed, acceleration, and vehicle body posture.

[0077] In this solution, through the cooperation of the balance system and the shock absorption control subsystem, the vehicle's environmental state information and balance state information can be transmitted to the shock absorption processing module through the state acquisition module, so that the shock absorption processing module can generate corresponding control signals to ensure that the shock absorption component can flexibly respond to various environmental and vehicle state changes, thereby realizing real-time optimization of the vehicle's balance performance and shock absorption performance during vehicle driving, and enhancing the stability and safety of vehicle driving.

[0078] One solution of the present invention provides a control method of an active damping system, comprising the aforementioned active damping system, and further comprising the following steps:

[0079] Step 1: The damping processing module in the damping control subsystem continuously collects obstacle information through the detection element;

[0080] Step 2: The shock absorption processing module identifies the height difference of the obstacle and obtains the obstacle information collected by the detection component;

[0081] Step 3: The damping processing module calculates and determines the action and timing, converts the action and timing into a working signal and outputs it to the active driver or damping controller;

[0082] Step 4: The active driver controls the travel and resilience of the shock absorbing component according to the received working signal;

[0083] Or, the damping controller controls the active stroke and rebound force of the shock absorbing component according to the received working signal;

[0084] Alternatively, the active driver and the damping controller jointly control the active travel and rebound force of the shock absorbing component according to the received working signal.

[0085] In one embodiment, step 2 further includes identifying the type of obstacle, the distance between the obstacle and the vehicle, and the distance between the obstacle and the ground contacting wheel.

[0086] It should be noted that step 2 specifically identifies the type of obstacle, the distance between the obstacle and the vehicle, and the distance between the obstacle and the grounding wheel through the detection component in the shock absorption processing module. The detection component can specifically be a camera and a laser radar.

[0087] In this solution, the type of obstacle, the distance between the obstacle and the vehicle, and the distance between the obstacle and the grounded wheel are identified, which can be used by the shock absorption processing module to complete the workflow of steps 3 and 4, thereby achieving pre-control of the active stroke and rebound force of the shock absorption component. That is, when the vehicle is about to drive to the road ahead, the active stroke is actively adjusted in advance to control the rebound force within an appropriate and predictable range, thereby achieving active shock absorption of the active shock absorption system and improving the vehicle's adaptability to extreme road conditions.

[0088] In one of the solutions, step 3 also includes obtaining balance state information and external user signals, where the external user signals are the custom data obtained by the cloud module from the cloud server.

[0089] It should be noted that step 3 specifically also includes obtaining balance state information and external user signals, wherein the external user signals can be user preset data uploaded to the cloud server in advance through the client according to the user's own habits, including control instructions for the shock absorbing component; during the actual driving process, the shock absorption processing module will determine whether the control instructions corresponding to the external user signal can be executed according to the actual driving conditions. If the control instructions corresponding to the external user signal may cause the vehicle to lose balance or roll over, the control instructions will not be executed. Otherwise, the control instructions will be executed immediately to adjust the corresponding working state of the shock absorbing component, wherein the judgment process is realized by the shock absorption processing module to judge the control instructions corresponding to the external user signal in combination with obstacle information, balance state information and environmental state information.

[0090] In this solution, the balance state information and external user signals are obtained through the shock absorption processing module, which can be used for the shock absorption processing module to judge the corresponding control instructions issued by the user during driving in combination with the obstacle information, and complete the change of the working state of the shock absorption component on the basis of safe driving. On the one hand, the user can adjust the working state of the shock absorption component during driving, which improves the user's driving experience to a certain extent. On the other hand, the shock absorption processing module can give priority to judging the control instructions corresponding to the external user signals, further enhancing the safety and stability of the vehicle under extreme road conditions.

[0091] In one of the solutions, the working mode includes a parking mode. When the working mode is the parking mode, the action performed in step 4 is: the active stroke of the shock absorbing component is shortened.

[0092] In one of the solutions, the working mode includes a power-on mode. When the working mode is the power-on mode, the action performed in step 4 is: extending the active stroke of the shock absorbing component.

[0093] In one of the solutions, the working mode includes a transport mode. When the working mode is the transport mode, the action performed in step 4 is: the active stroke of the shock absorbing assembly is shortened to the shortest size.

[0094] In this solution, the movable stroke of the shock-absorbing component is shortened to the shortest size, which can reduce the center of gravity of the vehicle and the transported objects to the lowest level to ensure the stability of the transportation process.

[0095] In one embodiment, step 3 further includes determining and outputting a working signal to a balance control module to control the balance performance of the vehicle.

[0096] In one of the solutions, when the obstacle information collected by the detection member in step 2 is a raised obstacle, step 4 controls the shock absorbing assembly according to the following steps:

[0097] 1) Before reaching the obstacle, the shock-absorbing assembly changes to an extended state to pre-lift the vehicle;

[0098] 2) When crossing an obstacle, the shock absorbing assembly changes to a shortened state to keep the vehicle stable when crossing the obstacle;

[0099] 3) After crossing the obstacle, the shock absorber component remains in a shortened state to avoid immediate rebound.

[0100] It should be noted that after the shock absorbing assembly is transformed into an extended state and the vehicle is pre-lifted, the height of the vehicle itself will be relatively higher than the height before overcoming the obstacle. When crossing a raised obstacle, the shock absorbing assembly is compressed upward under the action of the ground-engaging wheels. When crossing a conventional recessed obstacle, the shock absorbing assembly is transformed into a shortened state. The shortening time depends on the obstacle crossing time, that is, the height of the vehicle relative to the ground gradually returns to the height before overcoming the obstacle as the shock absorbing assembly gradually shortens, greatly reducing the resilience of the shock absorbing assembly to maintain the stability of the vehicle during the obstacle crossing process.

[0101] In this solution, through the above steps, the rebound force of the shock absorbing component when crossing a raised obstacle can be greatly reduced, thereby improving the user's comfort during the vehicle driving process and the stability of the vehicle.

[0102] In one of the solutions, when the obstacle information collected by the detection member in step 2 is a conventional sunken obstacle, step 4 controls the shock absorbing assembly according to the following steps:

[0103] 1) Before reaching the obstacle, the shock absorbing assembly changes to a shortened state to pre-lower the vehicle;

[0104] 2) When crossing an obstacle, the shock absorbing assembly changes to an extended state to keep the vehicle stable when crossing the obstacle;

[0105] 3) After crossing the obstacle, the shock absorber component remains extended to avoid immediate rebound.

[0106] It should be noted that after the shock absorbing assembly is transformed into a shortened state and the vehicle is lowered in advance, the height of the vehicle itself will be lower than the height before overcoming the obstacle. When it is about to cross a conventional sunken obstacle, the shock absorbing assembly is compressed upward under the action of the ground-connected wheels. When crossing a conventional sunken obstacle, the shock absorbing assembly is transformed into an extended state, that is, the height of the vehicle relative to the ground is gradually raised to the height before overcoming the obstacle as the shock absorbing assembly gradually extends, thereby greatly reducing the resilience of the shock absorbing assembly to maintain the stability of the vehicle during the obstacle crossing process.

[0107] In this solution, through the above steps, the rebound force of the shock absorbing component when crossing a conventional recessed obstacle can be greatly reduced, thereby improving the user's comfort during vehicle driving and the stability of the vehicle.

[0108] In one of the solutions, when the obstacle information detected by the detection member in step 2 is an unconventional recessed obstacle, step 4 controls the shock absorbing assembly according to the following steps:

[0109] 1) Before reaching the obstacle, the shock absorbing assembly changes to a shortened state to pre-lower the vehicle;

[0110] 2) When crossing an obstacle and being in the air, the shock absorbing component is transformed into a maximum extension state;

[0111] 3) When the vehicle passes an obstacle and touches the ground, the shock-absorbing assembly changes to a shortened state to absorb the impact force of the vehicle touching the ground;

[0112] 4) After crossing an obstacle, the shock absorber assembly remains shortened to avoid immediate rebound.

[0113] It should be noted that unconventional sunken obstacles specifically refer to extreme road conditions with relatively high height differences. After the shock absorbing assembly is changed to a shortened state and the vehicle is lowered in advance, the height of the vehicle itself will be lower than the height before crossing the obstacle. When the unconventional sunken obstacle is about to be crossed, the shock absorbing assembly is compressed upward under the action of the ground-connected wheels. When the obstacle is crossed and in a suspended state, the shock absorbing assembly is changed to a maximum extended state. At this time, the active stroke of the shock absorbing assembly is increased to the maximum state. When the obstacle is crossed and in a touching the ground state, the shock absorbing assembly is changed to a shortened state and continues to travel in a shortened state. During the shortening process, the impact force of the vehicle touching the ground is simultaneously absorbed, and the shock absorbing effect of the shock absorbing assembly greatly reduces the rebound force of the vehicle, so as to maintain the stability of the vehicle during the obstacle crossing process.

[0114] In this solution, through the above steps, the rebound force of the shock absorbing component when crossing an unconventional recessed obstacle can be greatly reduced, thereby improving the user's comfort during vehicle driving and the stability of the vehicle.

[0115] In one embodiment, the damping controller includes an adjustable spring damper, and further includes the following steps:

[0116] 1) When crossing an obstacle, the damping controller actively reduces the damping effect of the spring damping to produce passive expansion and contraction in accordance with the ups and downs of the obstacle;

[0117] 2) After crossing the obstacle, the damping controller actively increases the damping effect of the spring damping to maintain the degree of compression of the spring and avoid immediate rebound;

[0118] The shock absorption control subsystem can automatically adjust the vehicle height in advance, including the following steps:

[0119] 1) Capture the vehicle’s motion when it is subjected to external vibration;

[0120] 2) The damping controller controls the damping effect according to the vehicle action. When the vehicle action is lifting, the damping effect is reduced, and when the vehicle action is descending, the damping effect is increased;

[0121] 3) Repeat the above steps to achieve the effect of actively adjusting the height of the vehicle by the control component.

[0122] It should be noted that the shock absorption control subsystem can further control the damping controller in the shock absorption assembly in completing the aforementioned obstacle surmounting scheme to further reduce the rebound force of the vehicle in surmounting obstacles.

[0123] In this solution, through the cooperation of the shock absorption control subsystem and the damping controller, the active shock absorption effect of the shock absorption component can be further enhanced, and the rebound force of the vehicle overcoming obstacles can be further reduced, thereby further enhancing the safety and stability of the vehicle under extreme road conditions.

[0124] One solution of the present invention provides a vehicle with an active shock absorbing system, comprising the aforementioned active shock absorbing system, wherein the active shock absorbing system is installed between the vehicle and the ground-connecting wheel;

[0125] The active shock absorption system is used to absorb vibrations and impacts that may occur during the driving of the vehicle, reduce the vibrations and impacts to which the vehicle is subjected, obtain the status information of the vehicle during the driving process, and control the active travel and rebound force of the active shock absorption system and the balance performance of the vehicle based on the status information.

[0126] In one embodiment, at least two ground-contacting wheels are provided, and the two ground-contacting wheels are mounted on the vehicle via the active shock absorbing system.

[0127] In one embodiment, there is only one ground-contacting wheel, and the ground-contacting wheel is mounted on the vehicle via the active shock absorbing system.

[0128] In one embodiment, the detection device is installed on the vehicle, and the detection device includes at least one of a camera, a laser radar, an ultrasonic probe and a laser rangefinder.

[0129] In this solution, by mounting the ground-engaging wheels on the active shock absorbing system and installing the active shock absorbing system on the vehicle, two-wheeled vehicles and even one-wheeled vehicles can also be equipped with the active shock absorbing system, thereby expanding the scope of use of the active shock absorbing system and enabling ordinary household vehicles and economy vehicles to be equipped with the active shock absorbing system. BRIEF DESCRIPTION OF THE DRAWINGS

[0130] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the structures shown in these drawings without paying creative work.

[0131] Figure 1 A structural block diagram of an active shock absorption system of the present invention;

[0132] Figure 2 A schematic diagram of a portion of the structure of a shock absorbing assembly in one embodiment of an active shock absorbing system of the present invention mounted on a vehicle;

[0133] Figure 3 It is a partial structural schematic diagram of a detection component in one embodiment of an active shock absorption system of the present invention mounted on a vehicle;

[0134] Figure 4 A schematic diagram of the specific structure of a shock absorbing component in one embodiment of an active shock absorbing system of the present invention mounted on a vehicle;

[0135] Figure 5 A schematic diagram of the specific structure of a shock absorbing assembly in another embodiment of an active shock absorbing system of the present invention mounted on a vehicle;

[0136] Figure 6 It is a schematic diagram of the specific structure of a shock absorbing assembly in another embodiment of an active shock absorbing system of the present invention mounted on a vehicle;

[0137] Figure 7 A schematic diagram of the specific structure of a shock absorbing assembly in another embodiment of an active shock absorbing system of the present invention mounted on a vehicle;

[0138] Figure 8 A schematic diagram of the working state of the shock absorbing component in the process of overcoming a raised obstacle when a control method of an active shock absorbing system of the present invention is used;

[0139] Fig. 9 A control method for an active damping system of the present invention is a working state of a damping component in the process of crossing a conventional sunken obstacle;

[0140] Fig.10 The present invention discloses a control method for an active shock absorbing system, and a working state of a shock absorbing component in the process of crossing an unconventional concave obstacle. DETAILED DESCRIPTION

[0141] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0142] It should be noted that if the embodiments of the present invention involve directional indications (such as up, down, left, right, front, back, etc.), the directional indications are only used to explain the relative position relationship, movement status, etc. between the components in a certain specific posture. If the specific posture changes, the directional indication will also change accordingly.

[0143] In addition, if there are descriptions involving "first", "second", etc. in the embodiments of the present invention, the descriptions of "first", "second", etc. are only used for descriptive purposes and cannot be understood as indicating or implying their relative importance or implicitly indicating the number of technical features indicated. Therefore, the features limited to "first" and "second" may explicitly or implicitly include at least one of the features. In addition, if "and / or" or "and / or" appears in the full text, its meaning includes three parallel solutions. Taking "A and / or B" as an example, it includes solution A, solution B, or solutions that satisfy both A and B. In addition, the technical solutions between the various embodiments can be combined with each other, but it must be based on the ability of ordinary technicians in this field to implement. When the combination of technical solutions is contradictory or cannot be implemented, it should be deemed that such combination of technical solutions does not exist and is not within the scope of protection required by the present invention.

[0144] Please refer to Figure 1-10 , one embodiment of the present invention provides an active shock absorption system, including a shock absorption component and a shock absorption control subsystem;

[0145] The shock absorbing component is used to absorb vibration and impact that the vehicle may suffer, and reduce the vibration and impact within the range of the shock absorbing component's movement;

[0146] The shock absorption control subsystem is used to obtain status information related to the shock absorption component, and control the activity stroke and rebound force of the shock absorption component according to the status information;

[0147] The damping control subsystem includes a damping processing module, and also includes an active driver and a damping controller, or one of the active driver and the damping controller, and the damping processing module includes a detection member;

[0148] The damping processing module is used to obtain status information related to the damping component, and send a working signal to the active driver and the damping controller, or one of the active driver and the damping controller according to the status information;

[0149] The active driver and the damping controller are both used to receive the working signal from the shock absorption processing module to control the active stroke and rebound force of the shock absorption component;

[0150] Please refer to Figure 3 It should be noted that the damping processing module is internally provided with a signal transceiver capable of receiving a detection signal from the detection member and capable of sending a corresponding control signal to the active driver and the damping controller, and a processor capable of processing the detection signal from the detection member and outputting a corresponding control signal for controlling the active driver and / or the damping controller, wherein the control signal corresponding to the active driver is an active telescopic signal, and the control signal corresponding to the damping controller is a passive telescopic signal;

[0151] The damping control subsystem further includes an environment acquisition module and a state acquisition module;

[0152] The environment acquisition module is used to obtain the environment status information and transmit it to the vibration reduction processing module;

[0153] The state acquisition module is used to acquire vehicle state information and transmit it to the shock absorption processing module, receive environmental state information from the environmental sensor, and transmit it to the shock absorption processing module;

[0154] It should be noted that the vehicle state information acquired by the state acquisition module includes but is not limited to the vehicle speed, vehicle acceleration, vehicle attitude (tilt angle), vehicle battery power, motor current in the active drive, and vehicle operating temperature. The state acquisition module can acquire the vehicle state information and transmit it to the shock absorption processing module to assist the shock absorption processing module in regulating the working state of the shock absorption component within an adjustable range according to the current vehicle state;

[0155] The shock absorbing assembly includes a guide arm, and the shock absorbing assembly also includes an elastic element and a damping element, or one of the elastic element and the damping element, and the elastic element and the damping element are both connected to the guide arm;

[0156] The active driver is connected to the elastic element, and the damping controller is connected to the damping element;

[0157] The damping processing module is used to receive information from the environment acquisition module, convert it into an active extension signal or a passive extension signal, and transmit it to the active driver or the damping controller accordingly;

[0158] It should be noted that the environment acquisition module includes an environment sensor, a processor capable of processing the environment state signal acquired by the environment sensor into an initial processing signal, and a signal transceiver capable of receiving the environment signal corresponding to the environment state information acquired by the environment sensor and sending the initial processing signal to the shock absorption processing module; in this solution, the environment sensor can specifically be a gyroscope, an accelerometer, a laser radar or other similar sensors;

[0159] It should be noted that the initial processing signal is specifically an electrical signal that has been initially processed by the processor inside the environment acquisition module. The processor in the damping processing module can directly obtain the initial processing signal, and directly combine the initial processing signal to send a corresponding control signal to the active driver and / or the damping controller, thereby reducing the computational load of the processor in the damping processing module.

[0160] Specifically, taking the shock absorbing assembly including the elastic element and the damping element as an example, please refer to Figure 2 ;

[0161] The active driver is used to receive the working signal from the damping processing module, and control the working state of the elastic element according to the working signal, thereby controlling the initial stroke and compression amount of the elastic element;

[0162] The damping controller is used to receive the working signal from the shock absorption processing module and control the damping force of the damping element according to the working signal;

[0163] It should be noted that the working signal received by the active driver from the shock absorption processing module is specifically an active extension signal. The active driver receives the active extension signal to actively adjust the initial stroke and compression amount of the elastic element before the vehicle reaches the corresponding road, thereby completing active shock absorption.

[0164] The working signal received by the damping controller from the shock absorption processing module is specifically a passive expansion and contraction signal. The damping controller receives the passive expansion and contraction signal to passively adjust the damping force of the damping element when the vehicle reaches the corresponding road surface, thereby completing passive shock absorption.

[0165] In this embodiment, through the coordinated work of the shock absorbing assembly and the shock absorbing control subsystem, on the one hand, the vibration and impact suffered by the vehicle can be efficiently absorbed, and the vibration can be effectively reduced within the range of the activity, thereby improving the adaptability of the vehicle to extreme road conditions. On the other hand, an active shock absorbing system with a relatively small volume, relatively light weight and relatively low cost is provided, thereby expanding the application scope of the active shock absorbing system, so that ordinary family-type vehicles and economical vehicles can be equipped with the active shock absorbing system.

[0166] The damping control subsystem can use environmental sensors to obtain environmental status information, combine it with the damping component status information, and intelligently analyze and process it through the damping processing module to accurately send signals to the active driver and damping controller, thereby achieving adaptive control of active and passive damping.

[0167] The active actuator can actively adjust the initial stroke and compression of the elastic element according to the active extension and contraction signal before the vehicle reaches the corresponding road surface, so as to respond to the road conditions in advance, thereby improving the shock absorption effect of the shock absorption component and the overall driving comfort of the vehicle;

[0168] When the vehicle contacts the road, the damping controller can adjust the damping force of the damping element in time according to the passive expansion and contraction signal to ensure the driving stability of the vehicle;

[0169] The environment acquisition module can also perform preliminary processing on the environmental signals and then transmit them to the shock absorption processing module, thereby reducing the computing load of the processor in the shock absorption processing module, improving the system operation efficiency and response speed, making the entire active shock absorption system more adaptable when facing complex and changeable road conditions and environments, and improving the vehicle's operating performance and safety.

[0170] In one embodiment, the elastic element is a metal spring, the active driver is an active motor, the metal spring is connected to the active motor, and the active motor is used to receive a working signal from the shock absorption processing module and control the active stroke of the metal spring according to the working signal;

[0171] It should be noted that, in the actual working process, the active motor receives the working signal from the shock absorption processing module, and controls the motor output shaft to extend and retract in the direction of the metal spring according to the working signal, so as to compress the metal spring, thereby controlling the active stroke of the metal spring;

[0172] Specifically, one end of the metal spring is connected to the motor output shaft, and the other end is connected to the guide assembly. Taking the working signal of the shock absorption processing module as an example to control the active motor to output first and then reset, when the active motor receives the working signal, the active motor will control the motor output shaft to extend or retract in the direction of the metal spring according to the working signal. At this time, the end of the metal spring connected to the motor output shaft is driven synchronously under the movement of the motor output shaft, thereby realizing the control of the active motor over the active stroke of the metal spring.

[0173] In this embodiment, by using the metal spring as an elastic element and connecting it to the active motor, and receiving the working signal of the shock absorption processing module through the active motor, the motor output shaft can be controlled to extend and retract, thereby adjusting the active stroke of the metal spring, so that the active motor can accurately control the compression degree of the metal spring according to the real-time shock absorption demand, so that when the vehicle encounters different degrees of vibration and impact, the metal spring can be adjusted to a suitable state in advance, thereby effectively buffering and absorbing the impact energy, thereby enhancing the shock absorption effect of the shock absorption assembly as a whole, improving the adaptability of the vehicle to extreme road conditions, as well as the stability and comfort of the vehicle during driving, reducing the damage to vehicle components caused by vibration and impact, and extending the service life of the vehicle.

[0174] In one embodiment, the elastic element is a gas spring, the active driver includes an active motor and an air pump, the output end of the air pump is connected to the gas spring, the other end of the air pump is connected to the output shaft of the active motor, the active motor is used to receive a working signal from the shock absorption processing module, and control the working state of the air pump according to the working signal to control the active stroke of the gas spring;

[0175] It should be noted that during the actual working process, the active motor receives the working signal from the shock absorption processing module, and controls the air pump to rotate forward or reverse according to the working signal, and then supplies compressed air to the gas spring or extracts compressed air from the gas spring to control the active stroke of the gas spring.

[0176] In this embodiment, by using the gas spring as an elastic element and receiving the working signal of the shock absorption processing module through the active motor, the active motor can be used to control the forward or reverse rotation of the air pump, thereby adjusting the active stroke of the gas spring, so that the active motor can accurately control the compression degree of the gas spring according to the real-time shock absorption demand, so that when the vehicle encounters different degrees of vibration and impact, the gas spring can be adjusted to a suitable state in advance, thereby effectively buffering and absorbing the impact energy, thereby enhancing the shock absorption effect of the shock absorption assembly as a whole, improving the adaptability of the vehicle to extreme road conditions, as well as the stability and comfort of the vehicle during driving, reducing the damage to vehicle components caused by vibration and impact, and extending the service life of the vehicle.

[0177] In one embodiment, the damping element comprises a forward damping chamber and a reverse damping chamber, and the damping forces of the forward damping chamber and the reverse damping chamber are both adjusted by the damping controller;

[0178] It should be noted that a piston, a piston rod, a throttling channel, a damping medium and other related components are arranged between the forward damping chamber and the reverse damping chamber in the damping element, and the damping controller can directly control the flow direction and flow rate of the damping medium in the throttling channel, thereby controlling the damping force of the forward damping chamber and the damping force of the reverse damping chamber.

[0179] Specifically, taking the example that the shock absorbing assembly includes an elastic element and a damping element, the elastic element may be a gas spring, the damping element may be a damper, one end of the gas spring and the damper are both connected to the vehicle, the other end of the gas spring is connected to the piston rod of the damping element, and the piston rod is connected to the wheel hub of the grounding wheel;

[0180] During actual use, the damping controller controls the flow direction and flow rate of the damping medium in the throttling channel, so that the damping medium flows between the forward damping chamber and the reverse damping chamber through the throttling channel, and then controls the damping force of the forward damping and reverse damping according to actual needs; the damping controller controls the damper in conjunction with the active motor's control of the gas spring to achieve a shock absorbing effect.

[0181] In this embodiment, by providing a damping element including a forward damping chamber and a reverse damping chamber, and by real-time regulation of the flow direction and flow rate of the damping medium in the throttling channel through a damping controller, the movement of the piston and the opening of the throttling channel can be accurately controlled, so that the damping medium can flow between the dual chambers as needed, thereby independently adjusting the damping forces of the compression stroke and the extension stroke, so that when the vehicle encounters different degrees of vibration and impact, the shock absorbing assembly can effectively buffer and absorb the impact energy, thereby enhancing the overall shock absorbing effect of the shock absorbing assembly, improving the adaptability of the vehicle to extreme road conditions, as well as the stability and comfort of the vehicle during driving, reducing the damage to vehicle components caused by vibration and impact, and extending the service life of the vehicle.

[0182] In one embodiment, the active driver includes a mechanical arm and an active motor, and the active motor is used to receive a working signal from the damping processing module and control the working state of the mechanical arm according to the working signal to control the movable stroke of the mechanical arm;

[0183] The mechanical arm includes at least two telescopic arms, and the two telescopic arms are movably connected between the carrier and the ground-connected wheel to telescope and slide under the drive of the active motor, thereby controlling the movable stroke of the shock-absorbing assembly;

[0184] Please refer to Figure 4 It should be noted that the two telescopic arms are installed at the bottom of the vehicle, and the active motor controls the working state of the telescopic arms to control the telescopic range of the telescopic arms, that is, the active stroke; in addition, the servo motor and the telescopic arms are connected through a reducer, which can be a harmonic reducer or the like. Taking the harmonic reducer as an example, the harmonic reducer can convert the high-speed and low-torque output of the servo motor into low-speed and high-torque power to drive the telescopic arms to work;

[0185] Specifically, the two telescopic arms are symmetrically arranged on both sides of the grounding wheel, the fixed end of the telescopic arm is connected to the bottom of the vehicle, the movable end of the telescopic arm is connected to the grounding wheel, the telescopic arm is electrically connected to the active motor, and the active motor can be a servo motor. The servo motor controls the extension and retraction of the telescopic arm through a harmonic reducer, so as to synchronously drive the grounding wheel to follow the movement through the telescopic arm. When the telescopic arm is extended, the movable end of the telescopic arm moves away from the fixed end of the telescopic arm. At this time, the retractable distance of the telescopic arm increases, that is, the active stroke of the grounding wheel through the telescopic arm shock absorption increases, and the active stroke is reduced in the same way. The servo motor controls the retraction of the telescopic arm, which will not be elaborated here.

[0186] In this embodiment, the active drive composed of a mechanical arm and an active motor can realize dynamic adjustment of the active stroke and precise control of the impact energy. After receiving the signal from the shock absorption processing module, the active motor drives the double telescopic arms to extend and retract synchronously through the harmonic reducer, directly driving the ground contact wheel to adjust the distance between the ground contact wheel and the vehicle, thereby actively expanding or contracting the active stroke before the impact occurs, so that the active drive can adaptively adjust the buffer space according to the real-time road conditions, thereby improving the adaptability of the vehicle body to extreme road conditions;

[0187] By symmetrically arranging the two telescopic arms at the bottom of the vehicle and connecting them to the ground wheels, on the one hand, the uniform distribution of vertical impact force can be ensured; on the other hand, the high-precision transmission of the telescopic arms by the harmonic reducer connected to the active motor can be achieved, while maintaining the compactness of the structure and realizing the precise transmission and control of the shock-absorbing force.

[0188] The mechanical arm comprises at least two articulated arms, and the two articulated arms are movably connected between the carrier and the ground-connected wheel to swing under the drive of the active motor, thereby controlling the movable stroke of the shock-absorbing assembly;

[0189] It should be noted that the two articulated arms are installed at the bottom of the vehicle, and the active motor controls the working state of the articulated arms to control the retractable range of the articulated arms, that is, the active stroke; in addition, the servo motor and the articulated arms are connected through a reducer, which can be a harmonic reducer or the like. Taking the harmonic reducer as an example, the harmonic reducer can convert the high-speed and low-torque output of the servo motor into low-speed and high-torque power to drive the articulated arms to work;

[0190] Specifically, there are at least three ways to set the articulated arm. Taking a wheelbarrow body as an example, the following describes the ways to set the articulated arm:

[0191] Solution 1: Please refer to Figure 5, the articulated arm 1 is movably connected to the bottom of the vehicle body, the articulated arm 2 is connected to the ground wheel, the active motor can be specifically a servo motor, the servo motor is arranged at the articulated shaft of the articulated arm 1 and the articulated arm 2, when the servo motor controls the rotor to rotate forward, the harmonic reducer connected thereto drives the articulated arm 1 and the articulated arm 2 to swing, so that the articulated arm 1 and the articulated arm 2 are close to each other, at this time the distance between the articulated arm 1 and the articulated arm 2 is shortened, so that the distance between the vehicle body and the ground wheel is shortened, so as to reduce the active stroke of the shock absorbing component and increase the active stroke. Similarly, the servo motor controls the rotor to reverse, which will not be described in detail here;

[0192] Solution 2: Please refer to Figure 6 , a second active motor is arranged at the bottom of the vehicle body, the articulated arm 1 is movably connected to the second active motor, the articulated arm 2 is connected to the ground wheel, and a first active motor is arranged at the articulated shaft where the articulated arm 1 and the articulated arm 2 are articulated, and both the first active motor and the second active motor are servo motors. When the first active motor controls the rotor to rotate forward, the harmonic reducer connected thereto drives the articulated arm 1 and the articulated arm 2 to swing, so that the articulated arm 1 and the articulated arm 2 are close to each other; in this process, the first active motor will generate a torque to tilt the vehicle body through the articulated arm 1, and the second active motor continuously controls the rotation direction, rotation angle and rotation speed of the second active motor rotor according to the actual state of the vehicle body to generate an opposite torque to offset the torque that tilts the vehicle body, and finally keep the vehicle body in a horizontal state; in this process, the distance between the articulated arm 1 and the articulated arm 2 is shortened, so that the distance between the vehicle body and the ground wheel is shortened, so as to reduce the active stroke of the shock absorbing component and increase the active stroke. Similarly, the first active motor can control the rotor to reverse, which will not be repeated here;

[0193] It should be noted that, in this solution, the shock absorption control subsystem is installed inside the vehicle body, wherein the state acquisition module further includes a level sensor for monitoring the horizontal state of the vehicle body and an encoder for sending the actual motion state to the processor in the state acquisition module, and the second active motor is controlled by the control signal finally sent by the shock absorption processing module during the actual working process; in addition, the actual state of the vehicle body is specifically acquired through the actual data acquired by the level sensor and the detection signal from the detection member in the shock absorption processing module;

[0194] Option 3: Please refer to Figure 7The bottom of the vehicle body is provided with an active motor, the articulated arm 3 is movably connected to the bottom of the vehicle body and is hinged to one end of the articulated arm 2 through an articulated shaft, one end of the articulated arm 1 is installed at the bottom of the vehicle body through the active motor, and the other end of the articulated arm 1 is hinged to the articulated arm 2 through an articulated shaft, and the articulated arm 2 is connected to the ground wheel. The active motor is a servo motor. When the servo motor controls the rotor to rotate forward, the harmonic reducer connected thereto generates a force on the vehicle body that makes the vehicle body move vertically downward, and then drives the articulated arm 3 and the articulated arm 2 to swing simultaneously through the vehicle body, so that the articulated arm 3 and the articulated arm 2 are close to each other, and synchronously, the articulated arm 1 is gradually stretched; in this process, the distance between the articulated arm 3 and the articulated arm 2 is shortened, and during the swinging process of the articulated arm 2, the end of the articulated arm 1 and the articulated arm 2 is gradually stretched to the right by the articulated arm 2, so that the distance between the vehicle body and the ground wheel is shortened, and the active stroke of the shock absorbing assembly is reduced. Similarly, the active motor controls the rotor to reverse, which is not described here.

[0195] In this embodiment, through the cooperation of the articulated arm and the active motor, it is possible to achieve dynamic adjustment of the active travel of the vehicle before it reaches the corresponding road, control the stability of the vehicle's posture during driving, and improve the adaptability of the vehicle to complex road conditions;

[0196] Among them, scheme 1 can control the servo motor to drive the articulated arm 1 and the articulated arm 2 to move according to the working signal sent by the shock absorption processing module, adjust the distance between the vehicle body and the ground contact wheel, and control the activity stroke of the shock absorption component, so as to achieve the effect of the vehicle body adaptively adjusting the activity stroke according to complex road conditions, and improve the adaptability of the vehicle body to extreme road conditions;

[0197] Solution 2 can control the first active motor and the second active motor to work according to the working signal sent by the shock absorption processing module, so that the first active motor drives the articulated arm 1 and the articulated arm 2 to move, adjust the distance between the vehicle body and the ground contact wheel, and control the activity stroke of the shock absorption component. On the other hand, the second active motor is controlled to generate an opposite torque to offset the torque generated by the first active motor that causes the vehicle body to tilt, and finally keep the vehicle body in a horizontal state, so that the vehicle body can adaptively adjust the activity stroke and maintain a balanced state according to complex road conditions, and improve the adaptability of the vehicle body to extreme road conditions.

[0198] Scheme 3 can control the harmonic reducer connected to the active motor to drive the vehicle body to generate vertical force according to the working signal sent by the shock absorption processing module, and then drive the articulated arm 3 and the articulated arm 2 to swing simultaneously through the vehicle body. In this process, the articulated arm 1 swings simultaneously under the swing of the articulated arm 2 to adjust the distance between the vehicle body and the grounded wheel, thereby controlling the active stroke of the shock absorption component. Compared with Scheme 2, this scheme not only realizes the effect of adaptively adjusting the active stroke and maintaining the balance state of the vehicle body according to complex road conditions through the cooperation of the active motor with the articulated arm 1, the articulated arm 2 and the articulated arm 3 on the basis of a single active motor, but also further enhances the stability of the vehicle body during driving through the structure jointly formed by the articulated arm 1, the articulated arm 2 and the articulated arm 3, and improves the adaptability of the vehicle body to extreme road conditions.

[0199] In one embodiment, the shock absorption control subsystem also includes a cloud module and a cloud server capable of exchanging data with the cloud module, wherein the cloud server is used to receive and store custom data uploaded by the user through the client, and the cloud module is used to obtain the custom data from the cloud server and transmit it to the shock absorption control subsystem, so as to adjust the working state of the shock absorption component in real time through the shock absorption control subsystem.

[0200] In one embodiment, the shock absorption control subsystem also includes a mode switching module, which includes a mode processor, a mode memory and a mode controller. The mode memory pre-stores control instructions corresponding to multiple operating modes. The mode processor is used to read the control instructions pre-stored in the mode memory, and send a control signal to the mode controller according to the control instructions to control the operation of the mode controller.

[0201] It should be noted that the control instructions stored in the mode memory at least include control instructions corresponding to the parking mode, the startup mode and the transport mode. In actual use, the vehicle is usually also equipped with an adjustment member for the user to manually adjust the working state of the vehicle according to actual use requirements. The adjustment member directly sends an adjustment signal to the mode processor, and indirectly controls the mode memory to transmit a corresponding control signal to the mode controller, so as to control the operation of the mode controller and switch the vehicle to the corresponding working mode, which may specifically include the parking mode, the startup mode and the transport mode.

[0202] It should be additionally explained that the cloud server also presets preset data including control instructions corresponding to the beginner mode, high-performance sports mode, high suspension mode and low suspension mode. The cloud module can directly obtain the preset data in the cloud server and transmit it to the mode processor, so that the mode processor directly transmits a control signal to the mode controller to control the operation of the mode controller and switch the vehicle to the corresponding working mode, which may specifically include the beginner mode, high-performance sports mode, high suspension mode and low suspension mode.

[0203] It should be noted that the adjustment component may be a control panel mounted on the vehicle, or an infrared remote controller or other similar adjustment component, or both the control panel and the infrared remote controller may be mounted on the vehicle at the same time.

[0204] In this embodiment, the cloud module cooperates with the cloud server to switch the vehicle to any mode preset in the cloud server. The mode switching module can switch the vehicle to the corresponding working mode pre-stored in the mode memory when there is no network or the communication conditions are poor.

[0205] In one embodiment, a balance system is further included, wherein the balance system includes a balance information component and a balance control module;

[0206] The balance information component is used to collect balance-related information and transmit it to the balance control module;

[0207] The balance control module is used to receive and process balance-related information and output balance status information;

[0208] The balancing system is connected to the shock absorption control subsystem;

[0209] The balance system is used to output the balance state information to the shock absorption control subsystem to assist the shock absorption control subsystem in adjusting the working state of the shock absorption component, and then comprehensively control the balance performance of the vehicle through the balance system and the shock absorption control subsystem, including at least one of maintaining the balance of the vehicle and the softness or hardness of the operating rebound force during acceleration and deceleration;

[0210] The damping control subsystem further includes an environment acquisition module and a state acquisition module;

[0211] The environment acquisition module is used to obtain the environment status information and send it to the shock absorption processing module;

[0212] The state acquisition module is used to acquire vehicle state information and balance state information of the balance information component, and transmit the information to the shock absorption processing module.

[0213] It should be noted that the balance information component specifically also includes an acceleration sensor and a gyroscope. In this solution, the environment acquisition module can obtain the balance state information of the balance control module and the environmental state information from the environmental sensor, so as to transmit the environmental state information and the balance state information to the shock absorption processing module, so that the shock absorption processing module can process and then send a corresponding control signal to the shock absorption component, wherein the balance-related information includes but is not limited to speed, acceleration, and vehicle body posture.

[0214] In this embodiment, through the cooperation of the balance system and the shock absorption control subsystem, the environmental state information and balance state information of the vehicle can be transmitted to the shock absorption processing module through the state acquisition module, so that the shock absorption processing module can generate corresponding control signals to ensure that the shock absorption component can flexibly respond to various environmental and vehicle state changes, thereby realizing real-time optimization of the vehicle's balance performance and shock absorption performance during vehicle driving, and enhancing the stability and safety of vehicle driving.

[0215] One embodiment of the present invention provides a control method for an active damping system, comprising the aforementioned active damping system, and further comprising the following steps:

[0216] Step 1: The damping processing module in the damping control subsystem continuously collects obstacle information through the detection element;

[0217] Step 2: The shock absorption processing module identifies the height difference of the obstacle and obtains the obstacle information collected by the detection component;

[0218] Step 3: The damping processing module calculates and determines the action and timing, converts the action and timing into a working signal and outputs it to the active driver or damping controller;

[0219] Step 4: The active driver controls the travel and resilience of the shock absorbing component according to the received working signal;

[0220] Or, the damping controller controls the active stroke and rebound force of the shock absorbing component according to the received working signal;

[0221] Alternatively, the active driver and the damping controller jointly control the active travel and rebound force of the shock absorbing component according to the received working signal.

[0222] In one embodiment, step 2 further includes identifying the type of obstacle, the distance between the obstacle and the vehicle, and the distance between the obstacle and the ground contacting wheel.

[0223] It should be noted that step 2 specifically identifies the type of obstacle, the distance between the obstacle and the vehicle, and the distance between the obstacle and the grounding wheel through the detection component in the shock absorption processing module. The detection component can specifically be a camera and a laser radar.

[0224] In this embodiment, the type of obstacle, the distance between the obstacle and the vehicle, and the distance between the obstacle and the ground contacting wheel are identified, so that the shock absorption processing module can complete the workflow of step 3 and step 4, and then achieve pre-control of the active stroke and rebound force of the shock absorption component, that is, when the vehicle is about to travel to the road ahead, the active stroke is actively adjusted in advance to control the rebound force within a predictable and appropriate range, thereby achieving active shock absorption of the active shock absorption system and improving the vehicle's adaptability to extreme road conditions.

[0225] In one embodiment, step 3 further includes obtaining balance state information and an external user signal, wherein the external user signal is the custom data obtained by the cloud module from the cloud server.

[0226] It should be noted that step 3 specifically also includes obtaining balance state information and external user signals, wherein the external user signals can be user preset data uploaded to the cloud server in advance through the client according to the user's own habits, including control instructions for the shock absorbing component; during the actual driving process, the shock absorption processing module will determine whether the control instructions corresponding to the external user signal can be executed according to the actual driving conditions. If the control instructions corresponding to the external user signal may cause the vehicle to lose balance or roll over, the control instructions will not be executed. Otherwise, the control instructions will be executed immediately to adjust the corresponding working state of the shock absorbing component, wherein the judgment process is realized by the shock absorption processing module to judge the control instructions corresponding to the external user signal in combination with obstacle information, balance state information and environmental state information.

[0227] In this embodiment, the balance state information and external user signals are obtained through the shock absorption processing module, which can be used for the shock absorption processing module to judge the corresponding control instructions issued by the user during driving in combination with the obstacle information, and complete the change of the working state of the shock absorption component on the basis of safe driving. On the one hand, the user can adjust the working state of the shock absorption component during driving, which improves the user's driving experience to a certain extent. On the other hand, the shock absorption processing module can give priority to judging the control instructions corresponding to the external user signals, further enhancing the safety and stability of the vehicle under extreme road conditions.

[0228] In one embodiment, the working mode includes a parking mode. When the working mode is the parking mode, the action performed in step 4 is: shortening the active stroke of the shock absorbing assembly.

[0229] In one embodiment, the working mode includes a power-on mode. When the working mode is the power-on mode, the action performed in step 4 is: extending the active stroke of the shock absorbing component.

[0230] In one embodiment, the working mode includes a transport mode. When the working mode is the transport mode, the action performed in step 4 is: the active stroke of the shock absorbing assembly is shortened to the shortest size.

[0231] In this embodiment, the movable stroke of the shock absorbing assembly is shortened to the shortest dimension, so that the center of gravity of the carrier and the transported object can be reduced to the lowest level to ensure the stability of the transportation process.

[0232] In one embodiment, step 3 further includes determining and outputting a working signal to a balance control module to control the balance performance of the vehicle.

[0233] In one embodiment, when the obstacle information collected by the detection member in step 2 is a raised obstacle, step 4 controls the shock absorbing assembly according to the following steps:

[0234] 1) Before reaching the obstacle, the shock-absorbing assembly changes to an extended state to pre-lift the vehicle;

[0235] 2) When crossing an obstacle, the shock absorbing assembly changes to a shortened state to keep the vehicle stable when crossing the obstacle;

[0236] 3) After crossing the obstacle, the shock absorber component remains in a shortened state to avoid immediate rebound.

[0237] Please refer to Figure 8 It should be noted that after the shock absorbing assembly is transformed into an extended state and the vehicle is pre-lifted, the height of the vehicle itself will be higher than the height before overcoming the obstacle. When crossing a raised obstacle, the shock absorbing assembly is compressed upward under the action of the ground-engaging wheels. When crossing a conventional recessed obstacle, the shock absorbing assembly is transformed into a shortened state. The shortening time depends on the obstacle crossing time, that is, the height of the vehicle relative to the ground gradually returns to the height before overcoming the obstacle as the shock absorbing assembly gradually shortens, greatly reducing the resilience of the shock absorbing assembly to maintain the stability of the vehicle during the obstacle crossing process.

[0238] In this embodiment, through the above steps, the rebound force of the shock absorbing component when crossing a raised obstacle can be greatly reduced, thereby improving the user's comfort during the vehicle driving process and the stability of the vehicle.

[0239] In one embodiment, when the obstacle information collected by the detection member in step 2 is a conventional sunken obstacle, step 4 controls the shock absorbing assembly according to the following steps:

[0240] 1) Before reaching the obstacle, the shock absorbing assembly changes to a shortened state to pre-lower the vehicle;

[0241] 2) When crossing an obstacle, the shock absorbing assembly changes to an extended state to keep the vehicle stable when crossing the obstacle;

[0242] 3) After crossing the obstacle, the shock absorber component remains extended to avoid immediate rebound.

[0243] Please refer to Fig. 9 It should be noted that after the shock absorbing assembly is changed to a shortened state and the vehicle is lowered in advance, the height of the vehicle itself will be lower than the height before overcoming the obstacle. When the conventional sunken obstacle is about to be crossed, the shock absorbing assembly is compressed upward under the action of the ground-connected wheels. When crossing the conventional sunken obstacle, the shock absorbing assembly is changed to an extended state, that is, the height of the vehicle relative to the ground is gradually raised to the height before overcoming the obstacle as the shock absorbing assembly gradually extends, which greatly reduces the resilience of the shock absorbing assembly to maintain the stability of the vehicle during the obstacle crossing process.

[0244] In this embodiment, through the above steps, the rebound force of the shock absorbing component when crossing a conventional recessed obstacle can be greatly reduced, thereby improving the user's comfort during the vehicle driving process and the stability of the vehicle.

[0245] In one embodiment, when the obstacle information detected by the detection member in step 2 is an unconventional recessed obstacle, step 4 controls the shock absorbing assembly according to the following steps:

[0246] 1) Before reaching the obstacle, the shock absorbing assembly changes to a shortened state to pre-lower the vehicle;

[0247] 2) When crossing an obstacle and being in the air, the shock absorbing component is transformed into a maximum extension state;

[0248] 3) When the vehicle passes an obstacle and touches the ground, the shock-absorbing assembly changes to a shortened state to absorb the impact force of the vehicle touching the ground;

[0249] 4) After crossing the obstacle, the shock absorber assembly remains in a shortened state to avoid immediate rebound.

[0250] Please refer to Fig.10 It should be noted that unconventional depression obstacles specifically refer to extreme road conditions with relatively high height differences.

[0251] After the shock absorbing assembly is changed to a shortened state and the vehicle is lowered in advance, the height of the vehicle itself will be relatively lower than the height before crossing the obstacle. When it is about to cross an unconventional concave obstacle, the shock absorbing assembly is compressed upward under the action of the ground-connected wheels. When the obstacle is crossed and it is in a suspended state, the shock absorbing assembly is changed to a maximum extended state. At this time, the active stroke of the shock absorbing assembly is increased to the maximum state. When the obstacle is crossed and it is in a touching state, the shock absorbing assembly is changed to a shortened state and continues to travel in the shortened state. During the shortening process, the impact force of the vehicle touching the ground is simultaneously absorbed, and the shock absorbing effect of the shock absorbing assembly greatly reduces the rebound force of the vehicle, so as to maintain the stability of the vehicle during the obstacle crossing process.

[0252] In this embodiment, through the above steps, the rebound force of the shock absorbing component when crossing an unconventional recessed obstacle can be greatly reduced, thereby improving the user's comfort during the vehicle driving process and the stability of the vehicle.

[0253] In one embodiment, the damping controller includes an adjustable spring damping, and further includes the following steps:

[0254] 1) When crossing an obstacle, the damping controller actively reduces the damping effect of the spring damping to produce passive expansion and contraction in accordance with the ups and downs of the obstacle;

[0255] 2) After crossing the obstacle, the damping controller actively increases the damping effect of the spring damping to maintain the degree of compression of the spring and avoid immediate rebound;

[0256] The shock absorption control subsystem can automatically adjust the vehicle height in advance, including the following steps:

[0257] 1) Capture the vehicle’s motion when it is subjected to external vibration;

[0258] 2) The damping controller controls the damping effect according to the vehicle action. When the vehicle action is lifting, the damping effect is reduced, and when the vehicle action is descending, the damping effect is increased;

[0259] 3) Repeat the above steps to achieve the effect of actively adjusting the height of the vehicle by the control component.

[0260] It should be noted that the shock absorption control subsystem can further control the damping controller in the shock absorption assembly in completing the aforementioned obstacle surmounting scheme to further reduce the rebound force of the vehicle in surmounting obstacles.

[0261] In this embodiment, through the cooperation of the shock absorption control subsystem and the damping controller, the active shock absorption effect of the shock absorption component can be further enhanced, and the rebound force of the vehicle overcoming obstacles can be further reduced, thereby further enhancing the safety and stability of the vehicle under extreme road conditions.

[0262] One embodiment of the present invention provides a vehicle with an active shock absorbing system, comprising the aforementioned active shock absorbing system, wherein the active shock absorbing system is installed between the vehicle and the ground-connecting wheel;

[0263] The active shock absorption system is used to absorb vibrations and impacts that may occur during the driving of the vehicle, reduce the vibrations and impacts to which the vehicle is subjected, obtain the status information of the vehicle during the driving process, and control the active travel and rebound force of the active shock absorption system and the balance performance of the vehicle based on the status information.

[0264] In one embodiment, there are at least two ground-contacting wheels, and the two ground-contacting wheels are mounted on the vehicle via the active shock absorbing system.

[0265] In one embodiment, there is only one ground-contacting wheel, and the ground-contacting wheel is mounted on the vehicle via the active shock absorbing system.

[0266] In one embodiment, the detection component is installed on the carrier, and the detection component includes at least one of a camera, a laser radar, an ultrasonic probe and a laser rangefinder.

[0267] In this embodiment, by mounting the ground-engaging wheels on the active shock absorbing system and installing the active shock absorbing system on the vehicle, a two-wheeled vehicle or even a one-wheeled vehicle can also be equipped with the active shock absorbing system, thereby expanding the use scope of the active shock absorbing system and enabling ordinary household vehicles and economy vehicles to be equipped with the active shock absorbing system.

[0268] The above description is only a preferred embodiment of the present invention, and does not limit the patent scope of the present invention. All equivalent structural changes made by using the contents of the present invention specification and drawings under the inventive concept of the present invention, or directly / indirectly applied in other related technical fields are included in the patent protection scope of the present invention.

Claims

1. An active shock absorption system, characterized in that: The shock absorption system includes a shock absorption component and a shock absorption control subsystem; The shock absorbing component is used to absorb vibration and impact that the vehicle may suffer, and reduce the vibration and impact within the range of the shock absorbing component's movement; The shock absorption control subsystem is used to obtain status information related to the shock absorption component, and control the activity stroke and rebound force of the shock absorption component according to the status information.

2. An active shock absorption system according to claim 1, characterized in that: The damping control subsystem includes a damping processing module, and also includes an active driver and a damping controller, or one of the active driver and the damping controller, and the damping processing module includes a detection member; The damping processing module is used to obtain status information related to the damping component, and send a working signal to the active driver and the damping controller, or one of the active driver and the damping controller according to the status information; The active driver and the damping controller are both used to receive the working signal from the shock absorbing processing module to control the active stroke and rebound force of the shock absorbing component.

3. An active shock absorption system as claimed in claim 2, characterized in that: The damping control subsystem further includes an environment acquisition module and a state acquisition module; The environment acquisition module is used to obtain the environment status information and transmit it to the vibration reduction processing module; The state acquisition module is used to obtain vehicle state information and transmit it to the shock absorption processing module.

4. An active shock absorption system as claimed in claim 3, characterized in that: The shock absorbing assembly includes a guide arm, and the shock absorbing assembly also includes an elastic element and a damping element, or one of the elastic element and the damping element, and the elastic element and the damping element are both connected to the guide arm; The active driver is connected to the elastic element, and the damping controller is connected to the damping element; The damping processing module is used to receive information from the environment acquisition module, convert it into an active extension signal or a passive extension signal, and transmit it to the active driver or the damping controller accordingly; The active driver is used to receive the working signal from the damping processing module, and control the working state of the elastic element according to the working signal, thereby controlling the initial stroke and compression amount of the elastic element; The damping controller is used to receive the working signal from the shock absorption processing module and control the damping force of the damping element according to the working signal.

5. An active shock absorption system as claimed in claim 4, characterized in that: The elastic element is a metal spring, the active driver is an active motor, the metal spring is connected to the active motor, and the active motor is used to receive a working signal from the shock absorption processing module and control the active stroke of the metal spring according to the working signal.

6. An active shock absorption system as claimed in claim 4, characterized in that: The elastic element is a gas spring, and the active driver includes an active motor and an air pump. The output end of the air pump is connected to the gas spring, and the other end of the air pump is connected to the output shaft of the active motor. The active motor is used to receive a working signal from a shock absorption processing module and control the working state of the air pump according to the working signal to control the active stroke of the gas spring.

7. An active shock absorption system as claimed in claim 4, characterized in that: The damping element comprises a forward damping chamber and a reverse damping chamber, and the damping forces of the forward damping chamber and the reverse damping chamber are both adjusted by the damping controller.

8. An active shock absorption system as claimed in claim 4, characterized in that: The active driver comprises a mechanical arm and an active motor. The active motor is used to receive a working signal from the damping processing module and control the working state of the mechanical arm according to the working signal to control the movable stroke of the mechanical arm.

9. An active shock absorption system as claimed in claim 8, characterized in that: The mechanical arm includes at least two telescopic arms, and both of the two telescopic arms are movably connected between the carrier and the ground-connected wheel to telescope and slide under the drive of the active motor, thereby controlling the movable stroke of the shock-absorbing assembly.

10. An active shock absorption system as claimed in claim 8, characterized in that: The mechanical arm includes at least two articulated arms, and both of the two articulated arms are movably connected between the vehicle and the ground-connected wheel so as to swing under the drive of the active motor, thereby controlling the movable stroke of the shock-absorbing assembly.

11. An active shock absorption system as claimed in claim 1, characterized in that: The shock absorption control subsystem also includes a cloud module and a cloud server capable of exchanging data with the cloud module. The cloud server is used to receive and store custom data uploaded by the user through the client. The cloud module is used to obtain the custom data from the cloud server and transmit it to the shock absorption control subsystem, so as to adjust the working state of the shock absorption component in real time through the shock absorption control subsystem.

12. An active shock absorption system as claimed in claim 1, characterized in that: The shock absorption control subsystem also includes a mode switching module, which includes a mode processor, a mode memory and a mode controller. The mode memory pre-stores control instructions corresponding to multiple working modes. The mode processor is used to read the control instructions pre-stored in the mode memory and send a control signal to the mode controller according to the control instructions to control the operation of the mode controller.

13. An active shock absorption system according to claim 1, characterized in that: Also included is a balance system, the balance system including a balance information component and a balance control module; The balance information component is used to collect balance-related information and transmit it to the balance control module; The balance control module is used to receive and process balance-related information and output balance status information.

14. An active shock absorption system according to claim 13, characterized in that: The balancing system is connected to the shock absorption control subsystem; The balance system is used to output the balance state information to the shock absorption control subsystem to assist the shock absorption control subsystem in adjusting the working state of the shock absorption component, and then comprehensively control the balance performance of the vehicle through the balance system and the shock absorption control subsystem, including at least one of maintaining the balance of the vehicle and the softness or hardness of the operating rebound force during acceleration and deceleration.

15. An active damping system according to claim 14, characterized in that: The damping control subsystem further includes an environment acquisition module and a state acquisition module; The environment acquisition module is used to obtain the environment status information and transmit it to the vibration reduction processing module; The state acquisition module is used to acquire vehicle state information and balance state information of the balance information component, and transmit the information to the shock absorption processing module.

16. A control method for an active damping system, characterized in that: The active damping system according to any one of claims 1 to 15 further comprises the following steps: Step 1: The damping processing module in the damping control subsystem continuously collects obstacle information through the detection element; Step 2: The shock absorption processing module identifies the height difference of the obstacle and obtains the obstacle information collected by the detection component; Step 3: The damping processing module calculates and determines the action and timing, converts the action and timing into a working signal and outputs it to the active driver or damping controller; Step 4: The active driver controls the travel and resilience of the shock absorbing component according to the received working signal; Or, the damping controller controls the active stroke and rebound force of the shock absorbing component according to the received working signal; Alternatively, the active driver and the damping controller jointly control the active travel and rebound force of the shock absorbing component according to the received working signal.

17. The control method of the active damping system according to claim 16, characterized in that: Step 2 also includes identifying the type of obstacle, the distance between the obstacle and the vehicle, and the distance between the obstacle and the ground contact wheel.

18. The control method of the active damping system according to claim 16, characterized in that: Step 3 also includes obtaining balance state information and external user signals, where the external user signals are the custom data obtained by the cloud module from the cloud server.

19. The control method of the active damping system according to claim 16, characterized in that: The working mode includes a parking mode. When the working mode is the parking mode, the action performed in step 4 is: the active stroke of the shock absorbing component is shortened.

20. The control method of the active damping system according to claim 16, characterized in that: The working mode includes a power-on mode. When the working mode is the power-on mode, the action performed in step 4 is: extending the active stroke of the shock absorbing component.

21. The control method of the active damping system according to claim 16, characterized in that: The working mode includes a transport mode. When the working mode is the transport mode, the action performed in step 4 is: the active stroke of the shock absorbing component is shortened to the shortest size.

22. The control method of the active damping system according to any one of claims 16, characterized in that: Step 3 also includes determining and outputting a working signal to a balance control module to control the balance performance of the vehicle.

23. The control method of the active damping system according to any one of claims 16, characterized in that: When the obstacle information collected by the detection member in step 2 is a raised obstacle, step 4 controls the shock absorbing component according to the following steps: 1) Before reaching the obstacle, the shock-absorbing assembly changes to an extended state to pre-lift the vehicle; 2) When crossing an obstacle, the shock absorbing assembly changes to a shortened state to keep the vehicle stable when crossing the obstacle; 3) After crossing the obstacle, the shock absorber component remains in a shortened state to avoid immediate rebound.

24. The control method of the active damping system according to any one of claims 16, characterized in that: When the obstacle information collected by the detection member in step 2 is a conventional sunken obstacle, step 4 controls the shock absorbing component according to the following steps: 1) Before reaching the obstacle, the shock absorbing assembly changes to a shortened state to pre-lower the vehicle; 2) When crossing an obstacle, the shock absorbing assembly changes to an extended state to keep the vehicle stable when crossing the obstacle; 3) After crossing the obstacle, the shock absorber component remains extended to avoid immediate rebound.

25. The control method of the active damping system according to any one of claims 16, characterized in that: When the obstacle information collected by the detection member in step 2 is an unconventional sunken obstacle, step 4 controls the shock absorbing component according to the following steps: 1) Before reaching the obstacle, the shock absorbing assembly changes to a shortened state to pre-lower the vehicle; 2) When crossing an obstacle and being in the air, the shock absorbing component is transformed into a maximum extension state; 3) When the vehicle passes an obstacle and touches the ground, the shock-absorbing assembly changes to a shortened state to absorb the impact force of the vehicle touching the ground; 4) After crossing an obstacle, the shock absorber assembly remains shortened to avoid immediate rebound.

26. The control method of the active damping system according to claim 16, characterized in that: The damping controller includes an adjustable spring damper and further includes the following steps: 1) When crossing an obstacle, the damping controller actively reduces the damping effect of the spring damping to produce passive expansion and contraction in accordance with the ups and downs of the obstacle; 2) After crossing the obstacle, the damping controller actively increases the damping effect of the spring damping to maintain the degree of compression of the spring and avoid immediate rebound.

27. The control method of the active damping system according to claim 26, characterized in that: The shock absorption control subsystem can automatically adjust the vehicle height in advance, including the following steps: 1) Capture the vehicle’s motion when it is subjected to external vibration; 2) The damping controller controls the damping effect according to the vehicle action. When the vehicle action is lifting, the damping effect is reduced, and when the vehicle action is descending, the damping effect is increased; 3) Repeat the above steps to achieve the effect of actively adjusting the height of the vehicle by the control component.

28. A vehicle with an active shock absorption system, characterized in that: comprising an active shock absorbing system as claimed in any one of claims 1 to 15, wherein the active shock absorbing system is installed between the vehicle and the ground-contacting wheel; The active shock absorption system is used to absorb vibrations and impacts that may occur during the driving of the vehicle, reduce the vibrations and impacts to which the vehicle is subjected, obtain the status information of the vehicle during the driving process, and control the active stroke and rebound force of the active shock absorption system and the balance performance of the vehicle based on the status information.

29. A vehicle with an active shock absorbing system as claimed in claim 28, characterized in that: There are at least two ground-contacting wheels, and the two ground-contacting wheels are mounted on the vehicle through the active shock absorbing system.

30. The vehicle with an active shock absorbing system as claimed in claim 28, characterized in that: There is only one ground-contacting wheel, and the ground-contacting wheel is installed on the vehicle through the active shock absorbing system.

31. A vehicle with an active shock absorbing system as claimed in claim 28, characterized in that: The detection component is installed on the carrier, and the detection component includes at least one of a camera, a laser radar, an ultrasonic probe and a laser rangefinder.

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