Automobile electromagnetic vibration reduction suspension and vibration reduction method thereof

Abstract

The invention discloses an automobile electromagnetic vibration reduction suspension and a vibration reduction method thereof. The suspension comprises a first electromagnet, a second electromagnet, a third electromagnet, a fourth electromagnet, a guide rod A, a guide rod B and a spring; two ends of the spring are respectively connected with the second electromagnet and the fourth electromagnet; the two ends of the guide rod A are fixedly connected with the first electromagnet and the third electromagnet respectively; the third electromagnet is positioned on the inner side of the spring; the second electromagnet is in sliding connection with the guide rod A; one end of the guide rod B is fixedly connected with the fourth electromagnet; the third electromagnet is in sliding connection with the guide rod B; the fourth electromagnet is provided with two coils, and the directions of magnetic fields generated after the two coils are powered on are opposite. When the automobile electromagnetic vibration reduction suspension is used, the automobile electromagnetic vibration reduction suspension is installed on an automobile, all the electromagnets are electrically connected with an automobile ECU, the electromagnets are powered on through the ECU, the height and damping force of an automobile body are adjusted according to the principle that like magnetic poles of the electromagnets repel each other or unlike magnetic poles of the electromagnets attract each other, operation is easy, and implementation is easy.

Description

Technical Field

[0001] The present invention relates to the technical field of automotive parts, and particularly to an automotive electromagnetic shock absorber suspension and its shock absorption method. Background Art

[0002] In recent years, under the trend of the electronic control and intelligentization of automotive chassis, the shock absorber industry has also started to develop rapidly, and each manufacturer has been competing to research and develop new technologies. At present, many new products have emerged, such as electronically controlled shock absorbers, hydraulic suspensions, fully active suspensions, etc. The common feature of these products is that solenoid valves are provided inside. When in use, by changing the current flowing through the solenoid valve coil, the difficulty or size of opening the solenoid valve is changed, so as to change the resistance that the hydraulic oil receives when passing through the valve body, realize the adjustment of damping, and further keep the vehicle body in the most comfortable state and improve driving stability. However, these products still have the following disadvantages at the present stage: (1) The structure of the shock absorber is complex and the process is cumbersome. In addition to the solenoid valve, a hydraulic pump and an accumulator are also required inside the hydraulic suspension and the fully active suspension; (2) The intellectual property rights of existing components with better performance, such as solenoid valves and hydraulic pumps, are all owned by foreign companies, forming a commercial barrier. They are expensive or even not sold externally, and domestic enterprises have not been able to completely break through at present; (3) The response speed is slow. To change the softness and hardness of the suspension, the current flowing through the solenoid valve coil needs to be changed to change the opening of the valve port of the solenoid valve, so as to change the resistance that the hydraulic oil receives when passing through the valve body, and finally realize the change of damping; and the adjustment of the vehicle body height needs to inflate or deflate the air spring or inject or drain oil into the shock absorber; (4) There are many failure modes. Phenomena such as oil leakage, air leakage, abnormal noise, and solenoid valve jamming will all cause the shock absorber to fail, and the damping force attenuation of the shock absorber is also inevitable; (5) At present, most shock absorbers are upright, and the unsprung mass (the mass that is not supported by the spring as the wheel bounces) is relatively heavy, which is not conducive to handling. Summary of the Invention

[0003] In order to overcome the above problems existing in the prior art, the present invention provides an automotive electromagnetic shock absorber suspension. The automotive electromagnetic shock absorber suspension of the present invention is composed of an electromagnet assembly, a guide rod assembly and a spring, without components such as solenoid valves, hydraulic pumps, and accumulators, avoiding technical restrictions and commercial barriers; when in use, the automotive electromagnetic shock absorber suspension is installed on the vehicle, and each electromagnet is electrically connected to the vehicle ECU. By energizing the electromagnet through the ECU, the adjustment of the vehicle body height and damping force can be realized by using the principle of the same-name magnetic poles of the electromagnet repelling each other or the opposite-name magnetic poles attracting each other. The operation is simple and easy to implement, which is conducive to industrial promotion. Moreover, at this time, the participation of gas and hydraulic oil is not required, the response speed is faster, and the shock absorption effect is better. Correspondingly, the present invention also provides a shock absorption method for the automotive electromagnetic shock absorber suspension.

[0004] For the suspension, the technical solution of the present application is as follows:

[0005] Automobile electromagnetic shock absorption suspension, including an electromagnet assembly, a guide rod assembly and a spring; the electromagnet assembly includes a first electromagnet, a second electromagnet, a third electromagnet and a fourth electromagnet arranged in sequence; the guide rod assembly includes an A guide rod and a B guide rod; both ends of the spring are respectively connected to the second electromagnet and the fourth electromagnet; both ends of the A guide rod are respectively fixedly connected to the first electromagnet and the third electromagnet; the third electromagnet is located inside the spring; the second electromagnet is sleeved outside the A guide rod and is slidably connected to the A guide rod; one end of the B guide rod is fixedly connected to the fourth electromagnet; the third electromagnet is sleeved outside the B guide rod and is slidably connected to the B guide rod; the fourth electromagnet has two coils, namely coil I and coil II; during use, coil I and coil II will not be energized simultaneously, and after coil I and coil II are energized, the magnetic field directions generated are opposite.

[0006] Furthermore, the A guide rod is hollow, and the energizing lead of the third electromagnet is led out from the hollow structure of the A guide rod. Thus, it can be avoided that when the second electromagnet moves relative to the A guide rod, the spring interferes with the energizing lead of the third electromagnet. Furthermore, the first electromagnet and the third electromagnet can be fixedly connected to the A guide rod by welding or threaded connection; the fourth electromagnet and the B guide rod can be fixedly connected by welding or threaded connection. At this time, the connection structure is simple and convenient for assembly.

[0007] Compared with the prior art, the automotive electromagnetic damping suspension of the present invention is composed of an electromagnet assembly, a guide rod assembly and a spring, without components such as solenoid valves, hydraulic pumps, accumulators, etc., avoiding technical limitations and commercial barriers, and there is a specific connection relationship between each component, making the unsprung mass lighter, which is beneficial to improving the handling performance of the vehicle. When in use, the automotive electromagnetic damping suspension is installed on the vehicle, the first electromagnet is connected to the vehicle body, the fourth electromagnet is connected to the vehicle wheel, and the four electromagnets are respectively electrically connected to the vehicle ECU; the first electromagnet and the second electromagnet are in a normally energized state, and have the same magnetic poles, generating a repulsive force to support the vehicle body; when the tire bounces up or down, the ECU controls the coil I or coil II of the third electromagnet and the fourth electromagnet to be energized, generating a repulsive force or an attractive force between the third electromagnet and the fourth electromagnet to prevent the suspension from being compressed or stretched; that is to say, after using the automotive electromagnetic damping suspension of the present invention, directly energize each electromagnet through the ECU, and the principle of like magnetic poles repelling or opposite magnetic poles attracting of the electromagnet can be used to adjust the vehicle body height and damping force, with simple operation and easy implementation, which is beneficial to industrialization promotion; moreover, no gas or hydraulic oil is involved during vibration damping, the reaction speed is faster, the vibration damping effect is better, and after no gas or hydraulic oil is involved, there is no need to consider the failure caused by sealing problems, and there is no performance attenuation caused by the deformation and aging of the valve plate material of the traditional shock absorber, with low maintenance and replacement costs and high use reliability; in addition, the present invention uses the repulsive force between the first electromagnet and the second electromagnet to support the vehicle body. During actual use, the driver can also manually adjust the magnitude of the energizing current of the first electromagnet and the second electromagnet according to the road conditions to adjust the vehicle body height (when the current increases, the repulsive force between the two electromagnets increases, and the vehicle body rises; when the current decreases, the repulsive force between the two electromagnets decreases, and the vehicle body drops under its own gravity).

[0008] One of the preferred solutions:

[0009] The aforementioned automobile electromagnetic damping suspension also includes a height sensor and an acceleration sensor that are matched with the automobile; when working, the height sensor detects the state of the tire; when the height sensor detects that the tire jumps up, the signal is transmitted to the ECU, and the ECU controls the coil I of the third electromagnet and the fourth electromagnet to be energized, so that the third electromagnet and the fourth electromagnet repel each other with the same poles, thereby preventing the tire from moving up; when the height sensor detects that the tire jumps down, the signal is transmitted to the ECU, and the ECU controls the coil II of the third electromagnet and the fourth electromagnet to be energized, so that the third electromagnet and the second electromagnet repel each other with the same poles, and attract each other with the fourth electromagnet, thereby preventing the tire from moving down; the ECU adjusts the current of the third electromagnet and the fourth electromagnet according to the acceleration and displacement of the radial vibration of the wheel; when the acceleration or displacement increases, the current increases. The height sensor and the acceleration sensor are used to detect the state of the tire, and then the third electromagnet and the fourth electromagnet are controlled to be energized. The control method is easy to implement and is conducive to industrialization.

[0010] Preferred option 2:

[0011] The aforementioned automobile electromagnetic damping suspension also includes a road surface sensing element that is mounted on the automobile. When working, the road surface sensing element identifies the excitation of the road surface ahead and transmits the signal to the ECU, which energizes the third and fourth electromagnets in advance and changes the current of the first and second electromagnets to lift or lower the tires in advance. Thus, the current can be adjusted in advance according to the road surface information transmitted by the road surface sensing element to pre-adjust the vehicle height and realize the function of active suspension, thereby minimizing the impact caused by road surface fluctuations. Compared with the traditional method of sensing bumps and then adjusting, it is more practical. The road surface sensing element can be a combination of one or more of a visual sensor, a laser radar, and a millimeter wave radar.

[0012] As for the vibration reduction method, one of the technical solutions of the present application is:

[0013] The vibration reduction method of the automobile electromagnetic vibration reduction suspension of one of the aforementioned preferred schemes, wherein the automobile electromagnetic vibration reduction suspension is installed on the automobile; wherein the first electromagnet is connected to the automobile body through an upper mounting bracket, the fourth electromagnet is connected to the automobile wheel through an extended connecting rod, and the four electromagnets are electrically connected to the automobile ECU respectively; when working, the first electromagnet and the second electromagnet are in a normally energized state, and the magnetic poles are the same, generating a repulsive force to support the vehicle body; the height sensor detects the state of the tire in real time, and the acceleration sensor detects the acceleration of the radial runout of the wheel in real time, and transmits the signal to the ECU; the vibration reduction process is specifically as follows: when the height sensor detects that the tire jumps up, it transmits a signal to the ECU, and the ECU controls the third electromagnet and the fourth electromagnet to move the vehicle body upward; The coil I of the magnet is energized, so that the third electromagnet and the fourth electromagnet repel each other with the same poles, forming compression damping to prevent the tire from moving up; when the height sensor detects that the tire jumps down, the signal is transmitted to the ECU, and the ECU controls the coil II of the third electromagnet and the fourth electromagnet to be energized, so that the third electromagnet and the second electromagnet repel each other with the same poles, and the third electromagnet and the fourth electromagnet attract each other, forming restoring damping to prevent the tire from moving down; the ECU adjusts the current of the third electromagnet and the fourth electromagnet according to the acceleration and displacement of the radial runout of the wheel; when the acceleration increases or the displacement increases, the current increases; wherein the acceleration is detected by the acceleration sensor, and the displacement is detected by the height sensor or by the formula Calculation shows that, where a is acceleration and t is time.

[0014] This vibration reduction method uses a height sensor and an acceleration sensor to detect the state of the tire, and then the ECU controls the third electromagnet and the fourth electromagnet to be energized, so that the like poles of the electromagnets repel each other or the opposite poles attract each other, forming compression damping or restoring damping, thereby preventing the tire from moving up or down, achieving the purpose of vibration reduction. The operation is simple, easy to implement, and conducive to industrial promotion.

[0015] As for the vibration reduction method, the second technical solution of this application is:

[0016] The vibration damping method of the automotive electromagnetic vibration damping suspension of the second preferred solution described above, wherein the automotive electromagnetic vibration damping suspension is installed on an automobile; among them, the first electromagnet is connected to the automobile body through an upper mounting bracket, and the fourth electromagnet is connected to the automobile wheel through an extended connecting rod, and the four electromagnets are respectively electrically connected to the automobile ECU; during operation, the first electromagnet and the second electromagnet are in a constantly energized state, and have the same magnetic poles, generating a repulsive force to support the vehicle body; the road surface sensing element real-time identifies the road surface excitation ahead and transmits the signal to the ECU; the vibration damping process is as follows: when the road surface sensing element identifies a road surface bump ahead, it transmits the signal to the ECU, and the ECU pre-energizes the coils II of the third electromagnet and the fourth electromagnet in advance, so that the third electromagnet and the fourth electromagnet attract each other, and at the same time reduces the energizing current of the first electromagnet and the second electromagnet, so that the repulsive force between the first electromagnet and the second electromagnet is reduced, realizing the function of lifting the tire in advance; when the road surface sensing element identifies a road surface depression ahead, it transmits the signal to the ECU, and the ECU pre-energizes the coils I of the third electromagnet and the fourth electromagnet in advance, so that the third electromagnet and the fourth electromagnet repel each other, and at the same time increases the energizing current of the first electromagnet and the second electromagnet, so that the repulsive force between the first electromagnet and the second electromagnet is increased, realizing the function of lowering the tire in advance.

[0017] This vibration damping method uses a road surface sensing element to detect road surface information, and then the ECU pre-energizes the third electromagnet and the fourth electromagnet, and adjusts the energizing current magnitude of the first electromagnet and the second electromagnet to realize the function of an active suspension and pre-adjust the vehicle body height, so as to weaken the impact caused by road surface undulations to the greatest extent. Compared with the traditional method of adjusting after feeling bumps, the practicability is better. Description of the Drawings

[0018] Figure 1 is the assembly schematic diagram of the automotive electromagnetic vibration damping suspension, the upper mounting bracket and the extended connecting rod in the embodiment of the present application;

[0019] Figure 2 is Figure 1 the cross-sectional view of the assembly in

[0020] Figure 3 is the structural schematic diagram of the automotive electromagnetic vibration damping suspension in the embodiment of the present application;

[0021] Figure 4 is Figure 3 the cross-sectional view of the automotive electromagnetic vibration damping suspension in

[0022] The reference signs in the drawings are: 1 - the first electromagnet; 2 - the second electromagnet; 3 - the third electromagnet; 4 - the fourth electromagnet; 5 - the spring; 6 - the A guide rod; 7 - the B guide rod; 8 - the upper mounting bracket; 9 - the extended connecting rod. Detailed Embodiment

[0023] The technical solution of the present invention will be further specifically described below through specific embodiments in conjunction with the accompanying drawings, but it is not used as a basis for limiting the present invention. The content not described in detail in the following embodiments is common technical knowledge in the art.

[0024] Refer to Figure 3 and Figure 4 The electromagnetic shock-absorbing suspension of the present invention for an automobile includes an electromagnet assembly, a guide rod assembly, and a spring 5; the electromagnet assembly includes a first electromagnet 1, a second electromagnet 2, a third electromagnet 3, and a fourth electromagnet 4 arranged in sequence; the guide rod assembly includes a guide rod A 6 and a guide rod B 7; both ends of the spring 5 are respectively connected to the second electromagnet 2 and the fourth electromagnet 4; both ends of the guide rod A 6 are respectively fixedly connected to the first electromagnet 1 and the third electromagnet 3 (which can be connected by threads or welded); the third electromagnet 3 is located inside the spring 5; the guide rod A 6 is hollow, and the energized lead wire of the third electromagnet 3 is led out from the hollow structure of the guide rod A 6; the second electromagnet 2 is sleeved outside the guide rod A 6 and is slidably connected to the guide rod A 6; one end of the guide rod B 7 is fixedly connected to the fourth electromagnet 4 (which can be connected by threads or welded); the third electromagnet 3 is sleeved outside the guide rod B 7 and is slidably connected to the guide rod B 7; the fourth electromagnet 4 has two coils, namely coil I and coil II.

[0025] During use, the first electromagnet 1 is connected to the vehicle body, the fourth electromagnet 4 is connected to the vehicle wheel, and the four electromagnets are respectively electrically connected to the vehicle ECU; each electromagnet is energized through the ECU, and the principle of repulsion between like poles or attraction between opposite poles of the electromagnet is used to adjust the vehicle body height and damping force; coil I and coil II are not energized simultaneously, and after coil I and coil II are energized, the magnetic field directions generated are opposite (for example, when coil I is energized, the upper part of the fourth electromagnet 4 is the N pole, then when coil II is energized, the upper part of the fourth electromagnet 4 is the S pole).

[0026] Embodiment 1:

[0027] In this embodiment, the electromagnet assembly, the guide rod assembly, the spring 5, as well as the height sensor, the acceleration sensor, and the ECU (the ECU can be a specially set controller or the vehicle driving computer, which is specifically determined by the vehicle manufacturer according to needs) installed on the vehicle together form the electromagnetic shock-absorbing suspension of the automobile.

[0028] In this embodiment, the winding directions of coil I and coil II of the fourth electromagnet 4 are opposite (during production, the coils of the fourth electromagnet 4 can be wound in two ways: ① Layered winding, first winding coil I clockwise on the iron core, and then winding coil II counterclockwise after isolation by an insulating layer. ② Side-by-side winding, dividing the iron core into upper and lower parts, winding coil I clockwise on the upper side and winding coil II counterclockwise on the lower side, and isolating the two coils with an insulating layer); the winding direction of the coil of the second electromagnet 2 is the same as that of coil I; the winding directions of the coils of the first electromagnet 1 and the third electromagnet 3 are the same as that of coil II (in actual use, the winding directions of all coils can also be set to be the same, and by changing the direction of the energizing current of the coils, the magnetic field direction of the corresponding electromagnet can be changed).

[0029] During operation, the automotive electromagnetic shock absorber suspension is installed on the vehicle; among them, the first electromagnet 1 is connected to the vehicle body, the fourth electromagnet 4 is connected to the vehicle wheel, and the four electromagnets are respectively electrically connected to the vehicle ECU; the first electromagnet 1 and the second electromagnet 2 are in a constantly energized state, and have the same magnetic poles, generating a repulsive force to support the vehicle body (in this embodiment, the lower part of the first electromagnet 1 is the N pole; the upper part of the second electromagnet 2 is the N pole, and the lower part is the S pole); when the tire jumps up or down, the ECU controls the coils of the third electromagnet 3 and the fourth electromagnet 4, namely coil I or coil II, to be energized, generating a repulsive force or an attractive force between the third electromagnet 3 and the fourth electromagnet 4, preventing the suspension from being compressed or stretched, so as to achieve the purpose of buffering; specifically:

[0030] When the vehicle passes over a bump, the tire jumps up, and the fourth electromagnet 4 will move up with the tire. The suspension is in the compression process. The height sensor transmits the signal of the tire jumping up detected to the ECU, and the ECU controls the coils of the third electromagnet 3 and the fourth electromagnet 4, namely coil I, to be energized (at this time, the upper part of the fourth electromagnet 4 is the N pole, and the lower part of the third electromagnet 3 is the N pole), so that the third electromagnet 3 and the fourth electromagnet 4 repel each other with the same poles, forming a compression damping to prevent the tire from moving up;

[0031] When the car passes through a pit, the tire jumps down, and the suspension movement is divided into two stages: in the first stage, the fourth electromagnet 4, the spring 5, and the second electromagnet 2 move down with the tire (at this time, the second electromagnet 2 moves relative to the A guide rod 6, and the spring 5 is compressed); in the second stage, the spring 5 recovers, the fourth electromagnet 4 continues to move down, and the suspension is in a recovery and stretching process; therefore, the damping force is formed in two stages for vibration reduction: in the first stage, the height sensor transmits the detected tire jump signal to the ECU, and the ECU controls the third electromagnet 3 to be energized (at this time, the upper part of the third electromagnet 3 is the S pole, and the lower part is the N pole), so that the third electromagnet 3 and the second electromagnet 2 repel each other with the same poles, preventing the second electromagnet 2 from moving down; in the second stage, the height sensor transmits the detected tire jump signal to the ECU, and the ECU controls the third electromagnet 3 to be energized (at this time, the upper part of the third electromagnet 3 is the S pole, and the lower part is the N pole), so that the third electromagnet 3 and the second electromagnet 2 repel each other with the same poles, thereby preventing the second electromagnet 2 from moving down; In the first stage, while the third electromagnet 3 is kept powered, the ECU powers the coil II of the fourth electromagnet 4 (at this time, the upper side of the fourth electromagnet 4 is the S pole), so that the third electromagnet 3 and the fourth electromagnet 4 attract each other, forming a restoring damping to prevent the tire from moving downward (in the actual working process, the time interval between the start of the movement of the first stage and the second stage is very short and can be ignored; therefore, when the height sensor transmits the detected tire downward jump signal to the ECU, the ECU directly controls the coil II of the third electromagnet 3 and the fourth electromagnet 4 to be powered, so that the third electromagnet 3 and the second electromagnet 2 have the same poles and repel each other, and the third electromagnet 3 and the fourth electromagnet 4 attract each other, forming a restoring damping to prevent the tire from moving downward);

[0032] The ECU adjusts the current of the third electromagnet 3 and the fourth electromagnet 4 according to the acceleration and displacement of the radial runout of the wheel; when the acceleration or displacement increases, the current increases; wherein the acceleration is detected by the acceleration sensor, and the displacement is detected by the height sensor or by the formula Calculation shows that, where a is acceleration and t is time.

[0033] The greater the displacement (i.e. the greater the radial runout of the wheel) or the greater the acceleration, the greater the damping force required; according to the electromagnetic force calculation formula: , where u0 is the magnetic permeability, N is the number of coil turns, I is the current, S is the magnetic pole area, and Le is the effective magnetic path length; it can be seen that the force is proportional to the square of the current, so the larger the current needs to be.

[0034] See also Figure 1 and Figure 2 In this embodiment, the first electromagnet 1 is connected to the vehicle body through the upper mounting bracket 8; the fourth electromagnet 4 is connected to the vehicle wheel through the extended connecting rod 9. The first electromagnet 1 is sleeved outside the upper mounting bracket 8 and is welded and fixed to the upper mounting bracket 8. The A guide rod 6 passes through the upper mounting bracket 8 and is fixed to the upper mounting bracket 8 by threaded connection; the extended connecting rod 9 is welded to the bottom of the fourth electromagnet 4 and is connected to the vehicle wheel through a swing arm or a steering knuckle.

[0035] Embodiment 2:

[0036] Different from Embodiment 1, in this embodiment, the electromagnet assembly, the guide rod assembly, the spring 5, and the road surface sensing elements (including vision sensors and lidar) and the ECU installed on the vehicle form an electromagnetic shock absorber suspension for the vehicle.

[0037] During operation, the electromagnetic shock absorber suspension of the vehicle is installed on the vehicle. Among them, the first electromagnet 1 is connected to the vehicle body through the upper mounting seat 8, and the fourth electromagnet 4 is connected to the vehicle wheel through the extended connecting rod 9, and the four electromagnets are electrically connected to the vehicle ECU respectively; the first electromagnet 1 and the second electromagnet 2 are in a normally energized state, and have the same magnetic poles, generating a repulsive force to support the vehicle body (in this embodiment, the lower part of the first electromagnet 1 is the N pole; the upper part of the second electromagnet 2 is the N pole, and the lower part is the S pole); when the road surface in front undulates, the ECU energizes the third electromagnet 3 and the fourth electromagnet 4 in advance, and changes the energizing current magnitudes of the first electromagnet 1 and the second electromagnet 2 to realize lifting or lowering the tire in advance; specifically:

[0038] When the road surface sensing element recognizes a road surface protrusion ahead, it transmits a signal to the ECU, and the ECU energizes the coil II of the third electromagnet 3 and the fourth electromagnet 4 in advance (at this time, the lower part of the third electromagnet 3 is the N pole, and the upper part of the fourth electromagnet 4 is the S pole; the energizing current is set according to the degree of road surface undulation), so that the third electromagnet 3 and the fourth electromagnet 4 attract each other, and at the same time, the energizing current of the first electromagnet 1 and the second electromagnet 2 is reduced, so that the repulsive force between the first electromagnet 1 and the second electromagnet 2 is reduced, thereby realizing lifting the tire in advance;

[0039] When the road surface sensing element recognizes a road surface depression ahead, it transmits a signal to the ECU, and the ECU energizes the coil I of the third electromagnet 3 and the fourth electromagnet 4 in advance (at this time, the lower part of the third electromagnet 3 is the N pole, and the upper part of the fourth electromagnet 4 is the N pole), so that the third electromagnet 3 and the fourth electromagnet 4 repel each other, and at the same time, the energizing current of the first electromagnet 1 and the second electromagnet 2 is increased, so that the repulsive force between the first electromagnet 1 and the second electromagnet 2 is increased, thereby realizing lowering the tire in advance.

[0040] The above general description of the invention involved in this application and the description of its specific embodiments should not be construed as a limitation on the technical solution of the invention. Those skilled in the art can, based on the disclosure of this application, without departing from the constituent elements of the invention involved, add, subtract, or combine the disclosed technical features in the above general description or / and specific embodiments (including embodiments) to form other technical solutions within the protection scope of this application.

Claims

1. An electromagnetic shock-absorbing suspension for an automobile, characterized in that: The invention comprises an electromagnet assembly, a guide rod assembly and a spring (5); the electromagnet assembly comprises a first electromagnet (1), a second electromagnet (2), a third electromagnet (3) and a fourth electromagnet (4) which are arranged in sequence; the guide rod assembly comprises an A guide rod (6) and a B guide rod (7); the two ends of the spring (5) are respectively connected to the second electromagnet (2) and the fourth electromagnet (4); the two ends of the A guide rod (6) are respectively fixedly connected to the first electromagnet (1) and the third electromagnet (3); the third electromagnet (3) is located on the inner side of the spring (5); the second electromagnet (2) is sleeved outside the A guide rod (6) and is slidably connected to the A guide rod (6); one end of the B guide rod (7) is fixedly connected to the fourth electromagnet (4); the third electromagnet (3) is sleeved outside the B guide rod (7) and is slidably connected to the B guide rod (7); the fourth electromagnet (4) has two coils, namely coil I and coil II.

2. The automotive electromagnetic shock-absorbing suspension according to claim 1, wherein: The invention also comprises a height sensor which is arranged on the vehicle. When the height sensor is in operation, the state of the tire is detected by the height sensor. When the height sensor detects that the tire jumps up, the signal is transmitted to the ECU, and the ECU controls the coil I of the third electromagnet (3) and the fourth electromagnet (4) to be energized, so that the third electromagnet (3) and the fourth electromagnet (4) repel each other with the same poles, thereby preventing the tire from moving up. When the height sensor detects that the tire jumps down, the signal is transmitted to the ECU, and the ECU controls the coil II of the third electromagnet (3) and the fourth electromagnet (4) to be energized, so that the third electromagnet (3) and the second electromagnet (2) repel each other with the same poles, and attract each other with the fourth electromagnet (4), thereby preventing the tire from moving down.

3. The automotive electromagnetic shock-absorbing suspension according to claim 2, characterized in that: It also includes an acceleration sensor mounted on the vehicle; when working, the acceleration sensor detects the acceleration of the radial runout of the wheel and transmits the signal to the ECU, which adjusts the current of the third electromagnet and the fourth electromagnet according to the acceleration.

4. The automotive electromagnetic shock-absorbing suspension according to claim 1, characterized in that: The invention also includes a road surface sensing element which is arranged on the automobile. When the vehicle is in operation, the road surface sensing element identifies the excitation of the road surface ahead and transmits the signal to the ECU, which then energizes the third electromagnet (3) and the fourth electromagnet (4) in advance and changes the magnitude of the energizing current of the first electromagnet (1) and the second electromagnet (2), thereby lifting or lowering the tire in advance.

5. The automotive electromagnetic shock-absorbing suspension according to claim 3 or 4, characterized in that: The A guide rod (6) is hollow, and the current lead of the third electromagnet (3) is led out from the hollow structure of the A guide rod (6).

6. The automotive electromagnetic shock-absorbing suspension according to claim 5, characterized in that: The first electromagnet (1) and the third electromagnet (3) are fixed to the A guide rod (6) by welding or threaded connection; and the fourth electromagnet (4) is fixed to the B guide rod (7) by welding or threaded connection.

7. The damping method of the automotive electromagnetic damping suspension according to claim 3, characterized in that: The automobile electromagnetic vibration damping suspension is installed on an automobile; wherein the first electromagnet (1) is connected to the automobile body, the fourth electromagnet (4) is connected to the automobile wheel, and the four electromagnets are electrically connected to the automobile ECU respectively; when working, the first electromagnet (1) and the second electromagnet (2) are in a normally energized state, and have the same magnetic poles, generating a repulsive force to support the automobile body; the height sensor detects the state of the tire in real time, and the acceleration sensor detects the acceleration of the radial runout of the wheel in real time, and transmits the signal to the ECU; the vibration damping process is specifically as follows: When the height sensor detects that the tire jumps up, it transmits a signal to the ECU, which controls the coils I of the third electromagnet (3) and the fourth electromagnet (4) to be energized, so that the third electromagnet (3) and the fourth electromagnet (4) repel each other with the same poles, thereby forming compression damping and preventing the tire from moving up; When the height sensor detects that the tire has jumped downward, a signal is transmitted to the ECU, and the ECU controls the coil II of the third electromagnet (3) and the fourth electromagnet (4) to be energized, so that the third electromagnet (3) and the second electromagnet (2) repel each other with the same poles, and the third electromagnet (3) and the fourth electromagnet (4) attract each other, thereby forming a restoring damping to prevent the tire from moving downward; The ECU adjusts the energizing current magnitudes of the third electromagnet (3) and the fourth electromagnet (4) according to the acceleration magnitude and displacement magnitude of the wheel radial runout; when the acceleration or displacement increases, the energizing current increases; among them, the acceleration magnitude is detected by an acceleration sensor, and the displacement magnitude is detected by a height sensor or calculated by the formula where a is the acceleration and t is the time.

8. The damping method of the automotive electromagnetic damping suspension according to claim 7, characterized in that: The first electromagnet (1) is connected to the vehicle body via an upper mounting support (8); and the fourth electromagnet (4) is connected to the vehicle wheel via an extended connecting rod (9).

9. The damping method of the automotive electromagnetic damping suspension according to claim 4, characterized in that: The automobile electromagnetic vibration damping suspension is installed on an automobile; wherein the first electromagnet (1) is connected to the automobile body, the fourth electromagnet (4) is connected to the automobile wheel, and the four electromagnets are electrically connected to the automobile ECU respectively; when working, the first electromagnet (1) and the second electromagnet (2) are in a normally energized state, and have the same magnetic poles, generating a repulsive force to support the automobile body; the road surface sensing element recognizes the front road surface excitation in real time and transmits the signal to the ECU; the vibration damping process is specifically as follows: When the road surface sensing element identifies a bump on the road surface ahead, a signal is transmitted to the ECU, and the ECU energizes the coil II of the third electromagnet (3) and the fourth electromagnet (4) in advance, so that the third electromagnet (3) and the fourth electromagnet (4) attract each other, and at the same time reduces the current of the first electromagnet (1) and the second electromagnet (2), so that the repulsive force between the first electromagnet (1) and the second electromagnet (2) is reduced, thereby achieving early lifting of the tire; When the road surface sensing element identifies a depression in the road surface ahead, a signal is transmitted to the ECU, and the ECU energizes the coils I of the third electromagnet (3) and the fourth electromagnet (4) in advance, so that the third electromagnet (3) and the fourth electromagnet (4) repel each other, and at the same time increases the energizing current of the first electromagnet (1) and the second electromagnet (2), so that the repulsive force between the first electromagnet (1) and the second electromagnet (2) increases, thereby achieving early lowering of the tire.

10. The damping method of the automotive electromagnetic damping suspension according to claim 9, characterized in that: The first electromagnet (1) is connected to the vehicle body via an upper mounting support (8); and the fourth electromagnet (4) is connected to the vehicle wheel via an extended connecting rod (9).

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