Magnetorheological damper, vehicle and magnetorheological damper control method

Abstract

The invention belongs to the technical field of shock absorbers, and particularly discloses a magneto-rheological shock absorber, a vehicle and a magneto-rheological shock absorber control method.The magneto-rheological shock absorber comprises a shock absorber body, a working cavity is formed in the shock absorber body, and magneto-rheological fluid is arranged in the working cavity; the compensation mechanism is connected with the shock absorber body and used for compensating the magnetorheological fluid into the working cavity; and the control module is interlocked with the compensation mechanism and can be used for controlling the compensation mechanism to supplement liquid into the working cavity in real time according to the environment variable. The damping force required by the magneto-rheological damper is calculated before the vehicle reaches the road condition that the vehicle is about to enter, and the magneto-rheological fluid is compensated in advance through the compensation mechanism, so that the vehicle magneto-rheological damper can reach the target damping force in time, and the optimal controllability and riding comfort are provided for the vehicle under various driving conditions.

Description

Technical Field

[0001] The present invention relates to the technical field of shock absorbers, and particularly to a magnetorheological shock absorber, a vehicle, and a control method for a magnetorheological shock absorber. Background Art

[0002] A magnetorheological shock absorber is an intelligent shock-absorbing device that utilizes the properties of magnetorheological fluid. Magnetorheological fluid is a new type of intelligent material. When there is no magnetic field, it exhibits the characteristics of a Newtonian fluid with low viscosity; while when there is an external magnetic field, its viscosity can rapidly increase within milliseconds and even become in a semi-solid state, and this change is reversible. Based on this property, the magnetorheological shock absorber adjusts the damping force in real time by adjusting the input current to change the magnetic field strength, so as to adapt to different working conditions. Existing magnetorheological shock absorbers generally consist of a cylinder, a piston, a piston rod, and a working chamber containing magnetorheological fluid, etc. When the vehicle vibrates during driving, the piston rod reciprocates relative to the cylinder, and the magnetorheological fluid flows through the damping holes under the action of the piston. At this time, by adjusting the input current to change the magnetic field strength generated by the coil around the damping holes, and then changing the viscosity of the magnetorheological fluid, the real-time adjustment of the damping force of the shock absorber is realized to adapt to different driving conditions and vibration conditions.

[0003] In the field of vehicles, magnetorheological shock absorbers are increasingly widely used. It is often applied to the suspension systems of high-end cars, which can significantly improve the ride comfort and handling stability of vehicles. For example, in some luxury cars and high-performance sports cars, the magnetorheological shock absorbers can quickly adjust the damping force according to road conditions, vehicle speed, and the dynamic response of the vehicle, enabling the vehicle to maintain a good driving posture under various road conditions. At the same time, in some special vehicles, such as off-road vehicles and engineering vehicles, magnetorheological shock absorbers are also applied due to their good adaptability, which helps to improve the passability and reliability of vehicles under complex terrains.

[0004] However, in the vehicle application of magnetorheological shock absorbers, since the viscosity of the magnetorheological fluid changes non-linearly with the magnetic field strength, this leads to certain complexity and uncertainty in the control of its damping force. This non-linear characteristic makes it difficult to accurately control the damping force, especially under high-speed impacts or extreme road conditions, resulting in low operating stability. Summary of the Invention

[0005] In view of the above-mentioned disadvantages of the prior art, the purpose of the present invention is to provide a magnetorheological shock absorber, a vehicle, and a control method for a magnetorheological shock absorber, which are used to solve the problem that the damping force of the magnetorheological shock absorber cannot be accurately adjusted in the prior art.

[0006] To achieve the above purpose and other related purposes, the present invention provides a magnetorheological shock absorber, including:

[0007] A shock absorber body, a working chamber is provided inside the shock absorber body, and magnetorheological fluid is provided inside the working chamber;

[0008] A compensation mechanism, the compensation mechanism is connected to the shock absorber body, and the compensation mechanism is used to compensate magnetorheological fluid into the working chamber;

[0009] A control module, the control module is connected to the compensation mechanism and is used to control the compensation mechanism to supply fluid into the working chamber in real time according to environmental variables.

[0010] Optionally, the shock absorber body further includes a cylinder barrel, a piston, a piston rod and an electromagnetic component. The working chamber is arranged inside the cylinder barrel. The piston is arranged at one end of the piston rod and is located inside the cylinder barrel. The piston rod is used to drive the piston to reciprocate inside the cylinder barrel. The electromagnetic component is sleeved on the outer wall of the cylinder barrel, and the electromagnetic component is used to generate a magnetic field to change the stiffness of the magnetorheological fluid inside the cylinder barrel.

[0011] Optionally, the compensation mechanism includes a connection component and a compensation liquid tank. The connection component is used to connect the compensation liquid tank and the working chamber, and the compensation liquid tank is used to compensate magnetorheological fluid into the working chamber.

[0012] Optionally, a compensation port is provided on the side wall of the cylinder barrel. The connection component includes a sealing member and a valve. The valve is connected between the sealing member and the compensation liquid tank. The sealing member is arranged on the compensation port. The sealing member is provided with a connection hole. One end of the connection hole is communicated with the inside of the working chamber, and the other end is connected to the valve.

[0013] Optionally, the compensation mechanism further includes an infusion pump. The infusion pump is arranged between the valve and the compensation liquid tank, and the control module is used to control the input flow rate of the infusion pump.

[0014] Optionally, the piston is provided with a plurality of annular grooves along its circumferential direction, and the piston is provided with a plurality of damping holes along its axial direction. The annular grooves are communicated with the damping holes.

[0015] The present invention also provides a vehicle, which includes the above-mentioned magnetorheological shock absorber.

[0016] The present invention also provides a control method for a magnetorheological shock absorber, which is applied to the above-mentioned magnetorheological shock absorber, and includes:

[0017] Collect environmental data, and obtain the road condition information of the vehicle running and the current damping force of the magnetorheological shock absorber;

[0018] Determine the target damping force of the magnetorheological shock absorber according to the road condition information;

[0019] Compare the current damping force with the target damping force to obtain a comparison result;

[0020] Based on the comparison result, the target magnetorheological fluid volume of the magnetorheological shock absorber is obtained;

[0021] According to the current magnetorheological fluid volume and the target magnetorheological fluid volume of the magnetorheological shock absorber, a compensation amount is obtained, and a compensation mechanism is controlled to supplement the magnetorheological fluid.

[0022] Optionally, the controlling the compensation mechanism to supplement the magnetorheological fluid includes:

[0023] Determine the target action moment of the target damping force according to the road condition information;

[0024] Based on the current action moment and the target action moment of the magnetorheological shock absorber, a time difference is obtained;

[0025] Within the time difference, control the compensation mechanism to supplement the magnetorheological fluid to the target magnetorheological fluid volume.

[0026] Optionally, the controlling the compensation mechanism to supplement the magnetorheological fluid to the target magnetorheological fluid volume within the time difference includes:

[0027] Obtain the compensation rate of the compensation mechanism according to the compensation amount and the time difference;

[0028] Based on the compensation rate, control the valve opening degree in the compensation mechanism and the infusion flow rate of the infusion pump.

[0029] As described above, a magnetorheological shock absorber and a vehicle, and a magnetorheological shock absorber control method proposed by the present invention have the following beneficial effects:

[0030] (1) Compared with the prior art, the present invention can perform pre-regulation of the damping force in a targeted manner and has higher compensation control accuracy. Through the control module and the compensation mechanism, the present invention pre-dynamically compensates the damping force according to the real-time perception of the vehicle. Compared with the prior art that only focuses on the magnetorheological fluid itself affected by temperature, the present invention focuses on the final action effect of the magnetorheological fluid from an overall perspective.

[0031] (2) Compared with the prior art, the present invention uses a neural network model to realize the pre-calculation of the compensation damping force, utilizes the time series characteristics of the environmental data and the structural response data of the magnetorheological shock absorber, and adaptively learns the complex damping force mapping relationship through the neural network, can realize the accurate prediction of the damping compensation force, and then cooperate with the compensation liquid delivery device, can enable the vehicle magnetorheological shock absorber to reach the target damping force in time, so as to provide the best handling performance and riding comfort for the vehicle under various driving conditions. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] Figure 1 It shows a schematic diagram of the overall structure of Embodiment 1 of the present invention;

[0033] Figure 2 It shows a structural schematic diagram of the back-sealing member in the first embodiment of the present invention;

[0034] Figure 3 It shows a schematic diagram of the valve connection in the first embodiment of the present invention;

[0035] Figure 4 It shows a schematic diagram of the overall structure in the second embodiment of the present invention;

[0036] Figure 5 It shows a schematic diagram of the valve connection in the third embodiment of the present invention.

[0037] Explanation of the reference numerals:

[0038] Cylinder barrel 1, working chamber 2, first infusion port 201, second infusion port 202, third infusion port 203, fourth infusion port 204, electromagnetic assembly 3, back-sealing member 4, connection hole 401, upper valve 5, first valve 501, second valve 502, lower valve 6, third valve 601, fourth valve 602, piston rod 7, piston 8, ring groove 801, damping hole 802, compensation liquid tank 9, infusion pump 10, outer cylinder 11, semiconductor refrigeration sheet 111, heat conduction net 112. Detailed implementation manners

[0039] The following uses specific specific examples to illustrate the implementation manners of the present invention. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific implementation manners. Various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention.

[0040] It should be noted that the illustrations provided in this embodiment only schematically illustrate the basic concept of the present invention. Therefore, only the components related to the present invention are shown in the drawings, rather than being drawn according to the number, shape, and size of the components in actual implementation. The type, quantity, and proportion of each component in actual implementation can be arbitrarily changed, and the component layout type may also be more complex. The structures, proportions, sizes, etc. shown in the drawings of this specification are only used to cooperate with the content disclosed in the specification for those familiar with this technology to understand and read, and are not used to limit the implementation conditions of the present invention. Therefore, they do not have technical substantive significance. Any modification of the structure, change of the proportional relationship, or adjustment of the size, without affecting the efficacy that the present invention can produce and the purpose that can be achieved, should still fall within the scope that can be covered by the technical content disclosed in the present invention. At the same time, the terms such as "upper", "lower", "left", "right", "middle", and "one" cited in this specification are only for the convenience of clear narration, rather than used to limit the scope of implementation of the present invention. The change or adjustment of their relative relationship, without substantial change in the technical content, should also be regarded as the scope that the present invention can implement.

[0041] Embodiment 1:

[0042] As Figures 1-5 shown, the present invention provides a magnetorheological shock absorber, a vehicle, and a method for controlling a magnetorheological shock absorber.

[0043] In an exemplary embodiment, the magnetorheological shock absorber includes:

[0044] A shock absorber body, in which a working chamber 2 is provided, and magnetorheological fluid is provided in the working chamber 2;

[0045] A compensation mechanism, which is connected to the shock absorber body and is used to compensate magnetorheological fluid into the working chamber 2;

[0046] A control module, which is connected to the compensation mechanism and can be used to control the compensation mechanism to supply fluid into the working chamber 2 in real time according to environmental variables.

[0047] In this embodiment, through the provided compensation mechanism, the magnetorheological fluid in the working chamber 2 can be compensated, so that the magnetorheological fluid in the working chamber 2 reaches the required amount, thereby adjusting the damping force of the shock absorber. The specific compensation amount of the magnetorheological fluid is controlled by the control module. The specific control method is related to the road condition environment of the vehicle, realizing precise adjustment, so that the vehicle can adapt to different road conditions, and achieving the best handling performance and riding comfort for the vehicle under various driving conditions.

[0048] It should be noted that the control module is used to control the compensation mechanism to perform fluid infusion according to a preset control strategy. The control module and the intelligent driving system establish a communication connection through the vehicle bus. In practical applications, it is also possible to establish a communication connection with the vehicle's perception system through the perception bus to collect the vehicle's environmental data, or directly reference the scenario information identified by the vehicle perception system or the intelligent driving system, so as to distinguish the target scenario subsequently. This function is an existing function of the existing intelligent driving system or vehicle perception system and will not be elaborated here.

[0049] The preset control strategy includes: receiving the environmental data and vehicle driving parameters of the intelligent driving system, and judging whether there is a target scenario according to the environmental data. If so, according to the vehicle driving parameters, judge the expected time for the vehicle to reach the target scenario, calculate the required damping compensation force, and before the expected time, correspondingly control the opening and closing of the valve and adjust the infusion flow rate of the infusion pump 10 to assist in loading the damping compensation force into the working chamber 2.

[0050] Specifically, the environmental data includes the distance, speed, type of the obstacle in front (the types of obstacles targeted in this embodiment are mainly speed bumps, manhole covers and similar road protrusions that will cause vehicle bumps), as well as the curvature, slope, lane line information of the road, etc. The vehicle driving parameters include the current vehicle speed, acceleration, steering wheel angle, brake pedal position, throttle pedal position, etc.

[0051] In the preset control strategy, the target scenario includes a scenario where there is an obstacle in the vehicle's traveling direction. In practical applications, the target scenario can also be added according to specific control requirements. In this embodiment, the focus is on the scenario where there is an obstacle in the vehicle's traveling direction, and such scenarios are most likely to cause vehicle vibration and bumps.

[0052] In an exemplary embodiment, the shock absorber body further includes a cylinder 1, a piston 8, a piston rod 7 and an electromagnetic assembly 3. The working chamber 2 is arranged inside the cylinder 1. The piston 8 is arranged at one end of the piston rod 7 and is located inside the cylinder 1. The piston rod 7 can be used to drive the piston 8 to reciprocate inside the cylinder 1. The electromagnetic assembly 3 is sleeved on the outer wall of the cylinder 1, and the electromagnetic assembly 3 can be used to generate a magnetic field to change the stiffness of the magnetorheological fluid inside the cylinder 1.

[0053] In this embodiment, due to the special properties of the magnetorheological fluid, when there is no magnetic field, it exhibits the characteristics of a Newtonian fluid with low viscosity; when there is an external magnetic field, its viscosity can increase rapidly within milliseconds and even become a semi-solid state. Therefore, the piston rod 7 can reciprocate along the axis of the working chamber 2, and the magnetorheological fluid in the working chamber 2 can change its stiffness under the action of the electromagnetic assembly 3 to provide an adaptive resistance to the movement of the piston rod, so as to adapt to different road conditions.

[0054] Exemplarily, in this embodiment, the piston 8 is provided with a plurality of ring grooves 801 along its circumferential direction, and the piston 8 is provided with a plurality of damping holes 802 along its axial direction. The ring grooves 801 communicate with the damping holes 802. The piston 8 is provided with a plurality of ring grooves 801 along its circumferential direction; the piston 8 is provided with damping holes 802 along its axial direction; the damping holes 802 communicate with the ring grooves 801. In Figure 1 , Figure 4 the example, there are three ring grooves 801, and the damping holes 802 are through holes. By using the cooperation of the ring grooves 801 and the damping holes 802, more flow paths can be provided for the magnetorheological fluid and the effective length and effective area of the damping holes 802 can be relatively increased under the condition of limited volume of the piston 8, which can improve the flow efficiency of the liquid and quickly increase the damping force. In addition, compared with a simple single-channel structure, the structure in which a plurality of damping holes 802 communicate with the ring grooves 801 can reduce the risk of channel blockage caused by impurities in the magnetorheological fluid. Even if some impurities enter the channels, due to the presence of a plurality of damping holes 802 and ring grooves 801, the liquid can still flow through other channels, and the entire shock absorber will not fail due to the blockage of a certain channel, improving the reliability of the shock absorber.

[0055] It should be noted that in this embodiment, the internal structure of the shock absorber body is not limited to the above form. The cavity inside the shock absorber body is a cylindrical cavity, and it can also be adaptively improved according to the use requirements of the shock absorber body. In this embodiment, the shape of the piston 8 is adapted to the inner wall of the shock absorber.

[0056] It should also be noted that in this embodiment, the structure of the piston 8 is improved. By adjusting the structure of the damping channels (ring grooves 801 and damping holes 802), the effective length and effective area of the damping channels can be relatively increased at a relatively low improvement cost, and the damping force loading efficiency is improved.

[0057] In an exemplary embodiment, the compensation mechanism includes a connection assembly and a compensation liquid tank 9. The connection assembly is used to connect the compensation liquid tank 9 and the working chamber 2, and the compensation liquid tank 9 can be used to compensate the magnetorheological fluid into the working chamber 2.

[0058] In this embodiment, through the provided connection assembly, the compensation liquid tank 9 can be communicated with the inside of the working chamber 2 to facilitate compensating the required magnetorheological fluid into the working chamber 2.

[0059] Exemplarily, a compensation port is provided on the side wall of the cylinder barrel 1. The connection assembly includes a sealing member 4 and a valve. The valve is connected between the sealing member 4 and the compensation liquid tank 9. The sealing member 4 is disposed on the compensation port. The sealing member 4 is provided with a connection hole 401. One end of the connection hole 401 is communicated with the inside of the working chamber 2, and the other end is connected to the valve. In this embodiment, the compensation port includes an upper infusion port and a lower infusion port. The upper infusion port includes a first infusion port 201 and a second infusion port 202 which are arranged oppositely on the upper part of the side wall of the cylinder barrel 1; the lower infusion port includes a third infusion port 203 and a fourth infusion port 204 which are arranged oppositely on the lower part of the side wall of the cylinder barrel 1. Moreover, the installation positions of the first infusion port 201 and the second infusion port 202 are relatively close to the top of the working chamber 2, and the installation positions of the third infusion port 203 and the fourth infusion port 204 are relatively close to the bottom of the working chamber 2. Here, by arranging the infusion ports in a relatively symmetric manner, the total cross-sectional area of the magnetorheological fluid entering the working chamber 2 is increased, and when the subsequent compensation liquid is transported, it can be introduced into the working chamber 2 relatively evenly, which helps to improve the stability of the damping compensation force loading and enhance the damping force adjustment effect. Moreover, the upper infusion port and the lower infusion port are actually arranged on both sides of the piston 8, and the upper infusion port is closer to the piston 8, which is more convenient for controlling the flow difference (that is, more convenient for controlling the pressure difference on both sides of the piston 8), and can better achieve the synergistic effect.

[0060] Exemplarily, in this embodiment, a sealing member 4 is provided at each infusion port. The valve includes an upper valve 5 and a lower valve 6. Among them, the upper valve 5 is connected to the sealing members 4 at the first infusion port 201 and the second infusion port 202 through a liquid infusion pipe, specifically by connecting to the connection hole 401 of the sealing member 4. The lower valve 6 is connected to the sealing members 4 at the third infusion port 203 and the fourth infusion port 204 through a liquid infusion pipe, also by connecting to the connection hole 401 of the sealing member 4. And in this embodiment, both the upper valve 5 and the lower valve 6 adopt small-sized electric control valves. With this structure, it is convenient to synchronously control the flow rate.

[0061] Exemplarily, in this embodiment, the pore channel at one end of the connection hole 401 communicated with the inside of the working chamber 2 is in a gradually expanding shape of a horn. The pore diameter gradually increases from the outer wall of the sealing member 4 to its inner wall. This near-streamlined outward expansion design can enable the liquid to enter the working chamber 2 more smoothly, and further increase the total cross-sectional area of the supplementary magnetorheological fluid entering the working chamber 2. Moreover, the horn-shaped gradually expanding structure can avoid unnecessary liquid impact and turbulence when the compensation liquid enters the working chamber 2, which helps to ensure the stability of the compensation damping force loading. At the same time, compared with directly connecting the pipeline through the infusion port, the design of the sealing member 4 is more convenient for realizing seamless connection with the cylinder barrel 1 (such as connecting the sealing member 4 and the cylinder barrel 1 by welding, etc.), and can avoid the addition of structures such as infusion ports from affecting the overall sealing performance of the working chamber 2, and thus can ensure that the pressure in the working chamber 2 is in a stable and controllable state.

[0062] It should be noted that in this embodiment, the return seal member 4 can act as an intermediate connecting member, enabling the internal spaces of the compensation liquid tank 9 and the working chamber 2 to be effectively connected. At the same time, the provided return seal member 4 facilitates seamless connection with the cylinder barrel, and the connection method can be fixed by welding or other means, thereby avoiding the addition of structures such as infusion ports that may affect the overall sealing performance of the working chamber 2. Furthermore, it can ensure that the pressure within the working chamber 2 remains stable and controllable, ultimately preventing the leakage of magnetorheological fluid within the working chamber 2 and ensuring the normal operation of the magnetorheological shock absorber.

[0063] It should also be noted that the compensation mechanism further includes an infusion pump 10. The infusion pump 10 is disposed between the valve and the compensation liquid tank 9, and the control module is used to control the input flow rate of the infusion pump 10. An infusion pump 10 is separately provided between the upper valve 5 and the compensation liquid tank 9, and between the lower valve 6 and the compensation liquid tank 9 for facilitating zonal control.

[0064] It should also be noted that in this embodiment, the compensation mechanism can be used to add magnetorheological fluid into the working chamber 2, and can also extract the magnetorheological fluid within the working chamber 2 through the control module to ensure that the magnetorheological fluid within the working chamber 2 maintains a normal quantity, so as to more conveniently and accurately adjust the damping force of the shock absorber.

[0065] After compensating the damping force of the shock absorber, it is necessary to adjust the magnetorheological fluid within the working chamber 2 to the standard value for the next adjustment.

[0066] Embodiment Two:

[0067] The difference from Embodiment One is that: an outer cylinder 11 is provided on the outer wall of the cylinder barrel 1. A semiconductor refrigeration sheet 111 is provided on the inner wall of the outer cylinder 11, and a heat conduction net 112 is provided on the outer wall of the outer cylinder 11. Specifically, the semiconductor refrigeration sheet 111 is in contact with the outer side surface of the cylinder barrel 1. In cooperation with the heat conduction net 112, it can timely absorb the heat generated during the reciprocating movement of the piston 8 inside the cylinder barrel 1 and dissipate it in a timely manner, achieving a good cooling effect. Furthermore, it can effectively prevent problems such as unstable performance or performance degradation of the magnetorheological fluid due to high temperature.

[0068] In this embodiment, the structure of the outer cylinder 11 is added. Among them, the semiconductor refrigeration sheet 111 is in contact with the outer side surface of the cylinder barrel 1. In cooperation with the heat conduction net 112, it can timely absorb the heat generated during the reciprocating movement of the piston 8 inside the cylinder barrel 1 and dissipate it in a timely manner, achieving a good cooling effect. Furthermore, it can prevent problems such as unstable performance or performance degradation of the magnetorheological fluid due to high temperature.

[0069] Embodiment Three:

[0070] The valve includes an upper valve 5 and a lower valve 6. Among them, the upper valve 5 includes a first valve 501 and a second valve 502, and is connected to the connection holes 401 of the back seal 4 at the first infusion port 201 and the second infusion port 202 respectively through infusion tubes. The lower valve 6 includes a third valve 601 and a fourth valve 602, and is connected to the connection holes 401 at the third infusion port 203 and the fourth infusion port 204 respectively through infusion tubes.

[0071] A liquid infusion pump 10 is separately provided between the first valve 501 and the second valve 502 and the compensation liquid tank 9, and between the third valve 601 and the fourth valve 602 and the compensation liquid tank 9 for facilitating zonal control. In this embodiment, four valves are provided to be able to perform the operation of replacing the magnetorheological fluid in the working chamber 2.

[0072] Specifically, the preset control strategy further includes: receiving the environmental data and vehicle driving parameters of the intelligent driving system, and determining whether there is a target scenario according to the environmental data. If not, further determine whether the temperature of the working chamber 2 exceeds the threshold. If so, start the liquid replacement operation - control the first valve 501 and the second valve 502 to open, and correspondingly control the liquid infusion pump 10, so that the first valve 501 pumps out the magnetorheological fluid in the working chamber 2 at a relatively low flow rate, and the second valve 502 injects the magnetorheological fluid in the compensation liquid tank 9 into the working chamber 2 at the same flow rate; control the third valve 601 and the fourth valve 602 to open, and correspondingly control the liquid infusion pump 10, so that the third valve 601 pumps out the magnetorheological fluid in the working chamber 2 at a relatively low flow rate, and the fourth valve 602 injects the magnetorheological fluid in the compensation liquid tank 9 into the working chamber 2 at the same flow rate until the replacement of the magnetorheological fluid is completed.

[0073] Among them, the temperature of the working chamber 2 can be equivalently collected by setting a temperature sensor on the outer wall of the cylinder barrel 1.

[0074] With this setting, it is possible to replace the magnetorheological fluid when the temperature is inappropriate without affecting the vehicle operation, provide a cooling space for it, and help to ensure the performance of the magnetorheological fluid.

[0075] The present invention also provides a vehicle, which includes the above-mentioned magnetorheological shock absorber.

[0076] The present invention also provides a control method for a magnetorheological shock absorber, which is applied to the above-mentioned magnetorheological shock absorber and includes:

[0077] Collect environmental data, and obtain the road condition information of the vehicle running and the current damping force of the magnetorheological shock absorber;

[0078] Determine the target damping force of the magnetorheological shock absorber according to the road condition information;

[0079] Compare the current damping force with the target damping force to obtain a comparison result;

[0080] Based on the comparison result, the target magnetorheological fluid volume of the magnetorheological shock absorber is obtained;

[0081] According to the current magnetorheological fluid volume and the target magnetorheological fluid volume of the magnetorheological shock absorber, a compensation amount is obtained, and a compensation mechanism is controlled to supplement the magnetorheological fluid.

[0082] In this embodiment, the damping force can be pre-regulated specifically, with higher compensation control accuracy. Through the control module and the compensation mechanism, the present invention pre-dynamically compensates the damping force according to the real-time perception of the vehicle. Compared with the prior art that only focuses on the magnetorheological fluid itself affected by temperature, the present invention focuses on the final effect of the magnetorheological fluid from an overall perspective.

[0083] At the same time, in this embodiment, a neural network model is used to realize the pre-calculation of the compensated damping force. By utilizing the time series characteristics of the environmental data and the structural response data of the magnetorheological shock absorber, and adaptively learning the complex damping force mapping relationship through the neural network, the accurate prediction of the damping compensation force can be achieved. Collaborating with the compensation fluid delivery device, the magnetorheological shock absorber of the vehicle can reach the target damping force in time, thereby providing the best handling performance and riding comfort for the vehicle under various driving conditions.

[0084] After the environmental data is collected, the road condition that the vehicle is about to drive on is judged, the damping force required by the magnetorheological shock absorber of the vehicle is calculated, and then compared with the damping force that the current magnetorheological shock absorber can achieve, so as to obtain the damping force that needs to be compensated, and thus the compensation amount of the magnetorheological fluid is obtained, so that the shock absorber can reach the target damping force before reaching the road condition, improving the driving experience and riding experience.

[0085] It is worth noting that when calculating the required damping compensation force, a prediction model is used for calculation.

[0086] In this embodiment, the prediction model can adopt the LSTM model. The prediction model is pre-trained with a basic data set. The input of the prediction model is the environmental data corresponding to the current target scenario, and the output is the structural response data of the magnetorheological shock absorber without a compensation system; the basic data set contains the historical environmental data of the vehicle with timestamps and the corresponding historical structural response data of the magnetorheological shock absorber without a compensation system; the structural response data includes the damping force and the target action moment of the damping force.

[0087] Specifically, when the LSTM model is trained, the AdamW optimizer is used for training, and early stopping (EarlyStopping) is performed, that is, when the loss of the validation set no longer decreases, the training is stopped in advance; the two cooperate to fully prevent the model from overfitting and can take into account both the training efficiency and the prediction accuracy.

[0088] Here, the calculation method using the LSTM model can better utilize the time series characteristics of environmental data and the structural response data of the magnetorheological shock absorber. The LSTM can capture the long-term dependencies in the time series data, which means it can accurately predict the structural response data of the magnetorheological shock absorber without a compensation system in the future based on a series of past environmental data (such as road conditions and vehicle speed changes in the past few minutes). For example, when the vehicle passes through a continuous bumpy section, the LSTM can predict the possible damping force and the target action moment of the damping force of the shock absorber in the future based on the previous bump information and the reaction of the shock absorber, so as to better understand the dynamic characteristics of the vehicle shock absorption system and achieve accurate prediction of the damping force and the target action moment of the damping force.

[0089] Moreover, the calculation method based on the LSTM model can be well adapted to the damping force characteristics that change non-linearly. By capturing and learning the non-linear mapping relationship through the neural network, it has high adaptability and calculation accuracy.

[0090] It should also be noted that in practical applications, under the condition of sufficient computing power, the LSTM model can be replaced with a Bi-LSTM model. Although this model has higher complexity, it can consider both past and future information, which is more effective for some periodic or delayed structural responses and the prediction accuracy will be higher.

[0091] It should also be noted that currently, when the vehicle reaches a bumpy road condition, the electromagnetic component 3 in the magnetorheological shock absorber is energized to generate a corresponding magnetic field to adjust the damping force of the magnetorheological fluid. There is a period of time between receiving the information of entering the bumpy road condition and adjusting the damping force, which is called the hysteresis time. Therefore, during the hysteresis time, the vehicle will suffer bumps, and by adopting the preset control strategy of the present application, the magnetorheological shock absorber can reach the target damping force in advance and eliminate the hysteresis time.

[0092] In an exemplary embodiment, the compensation mechanism for supplementing the magnetorheological fluid includes:

[0093] Determine the target action moment of the target damping force according to the road condition information;

[0094] Based on the current action moment and the target action moment of the magnetorheological shock absorber, obtain the time difference;

[0095] Control the compensation mechanism to supplement the magnetorheological fluid to the target magnetorheological fluid volume within the time difference.

[0096] In this embodiment, before the target action moment in the preset control strategy, the control valve is opened and closed accordingly. Specifically: according to the target action moment and the time difference a, at the moment (target action moment - a), the control valve is opened and closed accordingly. Through precise pre-control, after the compensated damping force is input, the action time of the final overall damping force can be matched with the jolting moment of the vehicle (that is, the hysteresis time is effectively compensated, making the final control effect close to the ideal state without hysteresis effect), which can improve the damping effect. Moreover, since each control is highly targeted, it can adapt to different working conditions and is helpful to improve the handling and comfort of the vehicle.

[0097] In an exemplary embodiment, the compensation mechanism replenishes the magnetorheological fluid to the target magnetorheological fluid volume within the time difference, including:

[0098] Obtaining the compensation rate of the compensation mechanism according to the compensation amount and the time difference;

[0099] Controlling the valve opening degree in the compensation mechanism and the infusion flow rate of the infusion pump 10 based on the compensation rate.

[0100] In this embodiment, after obtaining the target damping force and the target action moment, according to the time difference a, without changing the action mode of the electromagnetic component 3, the volume ΔV of the magnetorheological fluid required to make the magnetorheological shock absorber reach the target damping force at the moment (target action moment - a) can be calculated.

[0101] Specifically,

[0102] where F target refers to the target damping force, c is a constant related to the magnetorheological shock absorber of this vehicle, η is the apparent viscosity of the magnetorheological fluid, and Δt = target action moment - a.

[0103] After knowing the required volume ΔV of the magnetorheological fluid, based on the flow area of the valve, the opening degree of the valve and the infusion flow rate of the infusion pump 10 are calculated, and the valve and the infusion pump 10 are controlled accordingly, so as to assist in loading the damping compensation force into the working chamber 2.

[0104] For example, before the expected time, the lower valve 6 is selected to be opened to input the magnetorheological fluid into the working chamber 2. The newly input magnetorheological fluid will cooperate with the magnetorheological fluid originally in the working chamber 2 and accelerate into the damping channel, that is, a damping compensation force is formed, so that the magnetorheological shock absorber of the vehicle reaches the target damping force in time. After passing through the road condition, the upper valve 5 is opened correspondingly with a small opening degree to recover the replenished magnetorheological fluid (the volume is still ΔV) for the next control.

[0105] In summary, the present invention calculates the damping force required by the magnetorheological shock absorber before reaching the road conditions, and compensates the magnetorheological fluid in advance through the compensation mechanism, so that the magnetorheological shock absorber of the vehicle can reach the target damping force in time, thereby providing the best handling and riding comfort for the vehicle under various driving conditions.

[0106] The above embodiments are only illustrative of the principles and effects of the present invention, and are not intended to limit the present invention. Any person familiar with this technology can modify or change the above embodiments without departing from the spirit and scope of the present invention. Therefore, all equivalent modifications or changes made by those with ordinary knowledge in the technical field without departing from the spirit and technical ideas disclosed by the present invention should still be covered by the claims of the present invention.

Claims

1. A magnetorheological shock absorber, characterized in that: include: A shock absorber body, wherein a working chamber is provided in the shock absorber body, and a magnetorheological fluid is provided in the working chamber; A compensation mechanism, the compensation mechanism is connected to the shock absorber body, and the compensation mechanism is used to compensate the magnetorheological fluid in the working chamber; A control module is connected to the compensation mechanism and is used to control the compensation mechanism to replenish fluid into the working chamber in real time according to environmental variables.

2. A magnetorheological shock absorber according to claim 1, characterized in that: The shock absorber body also includes a cylinder, a piston, a piston rod and an electromagnetic assembly. The working chamber is arranged in the cylinder. The piston is arranged at one end of the piston rod and is located inside the cylinder. The piston rod is used to drive the piston to reciprocate in the cylinder. The electromagnetic assembly is sleeved on the outer wall of the cylinder. The electromagnetic assembly is used to generate a magnetic field to change the stiffness of the magnetorheological fluid in the cylinder.

3. A magnetorheological shock absorber according to claim 2, characterized in that: The compensation mechanism comprises a connecting assembly and a compensation liquid tank, wherein the connecting assembly is used to connect the compensation liquid tank and the working chamber, and the compensation liquid tank is used to compensate the magnetorheological fluid in the working chamber.

4. A magnetorheological shock absorber according to claim 3, characterized in that: The side wall of the cylinder is provided with a compensation port, and the connecting assembly includes a return seal and a valve, the valve is connected between the return seal and the compensation liquid tank, the return seal is arranged on the compensation port, and the return seal is provided with a connecting hole, one end of the connecting hole is connected to the inside of the working chamber, and the other end is connected to the valve.

5. A magnetorheological shock absorber according to claim 4, characterized in that: The compensation mechanism also includes an infusion pump, which is arranged between the valve and the compensation liquid tank. The control module is used to control the input flow of the infusion pump.

6. The magnetorheological shock absorber according to claim 2, characterized in that: The piston is provided with a plurality of annular grooves along its circumference, and a plurality of damping holes are provided along its axial direction, and the annular grooves are communicated with the damping holes.

7. A vehicle, characterized in that: It comprises a magnetorheological shock absorber as described in any one of claims 1-6.

8. A magnetorheological shock absorber control method, applied to the magnetorheological shock absorber as claimed in any one of claims 1 to 6, characterized in that: include: Collect environmental data and obtain the road condition information of the vehicle and the current damping force of the magnetorheological shock absorber; determining a target damping force of the magnetorheological shock absorber according to the road condition information; Comparing the current damping force with the target damping force to obtain a comparison result; Based on the comparison result, a target magnetorheological fluid volume of the magnetorheological shock absorber is obtained; The compensation amount is obtained according to the current magnetorheological fluid amount and the target magnetorheological fluid amount of the magnetorheological shock absorber, and the compensation mechanism is controlled to replenish the magnetorheological fluid.

9. The magnetorheological shock absorber control method according to claim 8, characterized in that: The compensation mechanism for supplementing the magnetorheological fluid comprises: Determine a target action time of a target damping force according to road condition information; Based on the current action time and the target action time of the magnetorheological shock absorber, a time difference is obtained; The compensation mechanism is controlled to replenish the magnetorheological fluid to a target magnetorheological fluid volume within the time difference.

10. The magnetorheological shock absorber control method according to claim 9, characterized in that: The compensation mechanism replenishing the magnetorheological fluid to the target magnetorheological fluid volume within the time difference includes: The compensation rate of the compensation mechanism is obtained according to the compensation amount and the time difference; The valve opening in the compensation mechanism and the infusion flow rate of the infusion pump are controlled based on the compensation rate.

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