Shock absorber, suspension system, suspension system control method, control equipment and vehicle

Abstract

The embodiment of the invention provides a shock absorber, a suspension system, a suspension system control method, control equipment and a vehicle. The shock absorber comprises a shell, a push rod, a motor and a gear transmission mechanism. The first end of the push rod is arranged in the shell, the second end of the push rod extends out of the shell, and the part, located in the shell, of the push rod is provided with a rack part; the motor is arranged outside the shell, the gear transmission mechanism is arranged in the shell, an output shaft of the motor penetrates through the shell to be connected with the gear transmission mechanism, and the gear transmission mechanism is meshed with the rack part. According to the shock absorber, mechanical direct drive is achieved through the motor, so that the control efficiency is higher, the control frequency is wider, the overall comfort performance can be greatly improved, and the overall space can be saved.

Description

Technical Field

[0001] Embodiments of the present application relate to the technical field of vehicle vibration reduction, and in particular, to a shock absorber, a suspension system, a suspension system control method, a control device, and a vehicle. Background Art

[0002] The shock absorbers in existing suspension systems mainly use hydraulic lifting systems for vibration reduction control. The hydraulic lifting system has a narrow control frequency band during the vibration reduction process, and the overall structure of this shock absorber is complex, requiring a large layout space. Summary of the Invention

[0003] The embodiments of the present application provide a shock absorber, a suspension system, a suspension system control method, a control device, and a vehicle, aiming to improve the problems of the existing shock absorber having a narrow vibration control frequency band and a complex overall structure.

[0004] A shock absorber comprises a housing, a push rod, a motor and a gear transmission mechanism; The first end of the push rod is arranged in the housing, the second end of the push rod extends out of the housing, and the portion of the push rod located in the housing is provided with a rack portion; The motor is arranged outside the housing, the gear transmission mechanism is arranged inside the housing, the output shaft of the motor passes through the housing and is connected to the gear transmission mechanism, and the gear transmission mechanism is engaged with the rack portion.

[0005] In this embodiment, the motor is arranged outside the shell, and the gear transmission mechanism and the push rod are arranged inside the shell. The motor drives the gear transmission mechanism to rotate, so that the rack part engaged with it drives the push rod as a whole to move along the axial direction of the shell to achieve a vibration reduction effect. The process is achieved by mechanical direct drive through the motor, which makes its control efficiency higher and can greatly improve the overall comfort performance; the gear transmission mechanism and the push rod are arranged inside the shell, and the motor is arranged outside the shell, so that the radial size of the shock absorber shell is smaller, which helps to save overall space.

[0006] In one embodiment, the gear transmission mechanism includes a small bevel gear, a large bevel gear and a gear shaft; The small bevel gear is sleeved on the output shaft of the motor; The large bevel gear is sleeved on the gear shaft, and both ends of the gear shaft are connected to the inner wall of the housing respectively; The small bevel gear is engaged with a wide end of the large bevel gear, and the narrow end of the large bevel gear is engaged with the rack portion.

[0007] In this embodiment, the large bevel gear is engaged with both the small bevel gear and the rack portion of the push rod. The small bevel gear is sleeved on the output shaft of the motor, which can enable the motor to output a smaller driving force, thereby driving the push rod to move along the axial direction of the shell, thereby realizing the function of reducing speed and increasing torque.

[0008] In one embodiment, a transmission ratio between the large bevel gear and the small bevel gear is greater than 2.

[0009] In this embodiment, the transmission ratio of the large bevel gear and the small bevel gear is greater than 2, which can ensure that the gear transmission mechanism can achieve the effect of reducing speed and increasing torque.

[0010] A suspension system comprising the above-mentioned shock absorber and a spring; The spring is sleeved outside the shell, a first end of the spring is connected to the shell, and a second end of the spring is connected to the push rod.

[0011] In this embodiment, a spring is sleeved outside the shock absorber housing. The first end of the spring is connected to the shock absorber housing, and the second end of the spring is connected to the shock absorber's push rod. This integrates the shock absorber and spring, effectively achieving a vibration reduction effect. In this shock absorber, a motor is disposed outside the housing, while a gear transmission mechanism and a push rod portion are disposed within the housing. The motor drives the gear transmission mechanism to rotate, causing the meshing rack portion to drive the push rod as a whole to move along the axial direction of the housing to achieve a vibration reduction effect. This process is achieved through mechanical direct drive by the motor, resulting in higher control efficiency and a wider control frequency, which can significantly improve overall comfort performance. The gear transmission mechanism and the push rod portion are disposed within the housing, while the motor is disposed outside the housing. This reduces the radial dimension of the shock absorber housing, helping to save overall space.

[0012] A suspension system control method is applicable to the above suspension system, and the suspension system control method includes: Acquiring vehicle measured data, the vehicle measured data including measured vehicle body speed and measured wheel speed; processing the measured vehicle body speed based on a skyhook control strategy to determine a skyhook damping force; processing the measured wheel speed based on a ground shelf control strategy to determine a ground shelf damping force; determining a suspension damping force based on the skyhook damping force and the groundhook damping force; A target torque is determined based on the suspension damping force, and the motor is controlled to operate based on the target torque.

[0013] In this embodiment, the measured vehicle body speed is processed based on a skyhook control strategy, so that the determined skyhook damping force can effectively suppress vehicle body vibration, thereby improving comfort. The measured wheel speed is processed based on a groundhook control strategy, so that the determined groundhook damping force can effectively suppress wheel bounce, thereby improving tire grip. The suspension damping force is determined based on the skyhook and groundhook damping forces, so that the suspension damping force combines the advantages of both, simultaneously suppressing vehicle body vibration and wheel bounce, and achieving a balance between comfort and tire grip. Finally, a target torque is determined based on the suspension damping force, and the motor is controlled based on the target torque to achieve a vibration reduction effect. In this example, the corresponding suspension damping force is determined based on the measured vehicle data, and the target torque of the motor is determined based on the suspension damping force. The motor is controlled based on the target torque to achieve a vibration reduction effect by mechanically driving the shock absorber through the motor. This has a wider control frequency and can significantly improve the comfort performance of the entire vehicle.

[0014] In one embodiment, the vehicle measured data further includes first measured data, and the first measured data is measured data related to the skyhook damping coefficient; The skyhook damping force is a product of a skyhook damping coefficient and the measured vehicle body speed, and the skyhook damping coefficient is determined based on the first measured data.

[0015] In this embodiment, the ceiling damping coefficient is dynamically determined based on the first measured data, so that the ceiling damping coefficient matches the actual situation of the vehicle's environment; then the product of the ceiling damping force and the measured vehicle body speed is determined as the ceiling damping force, so that the ceiling damping force not only matches the measured situation of the vehicle's environment, but can also effectively suppress vehicle body vibration based on the measured vehicle body speed, thereby improving comfort.

[0016] In one embodiment, the vehicle measured data further includes second measured data, and the second measured data is measured data related to the floor shed damping coefficient; The floor shelf damping force is a product of a floor shelf damping coefficient and the measured wheel speed, and the floor shelf damping coefficient is determined based on the second measured data.

[0017] In this embodiment, the floor shelf damping coefficient is dynamically determined based on the second measured data, so that the floor shelf damping coefficient matches the actual conditions of the vehicle's environment. The floor shelf damping force is then determined as the product of the floor shelf damping force and the measured wheel speed. This ensures that the floor shelf damping force not only matches the measured conditions of the vehicle's environment, but also effectively suppresses wheel bounce based on the measured wheel speed, thereby improving tire grip.

[0018] In one embodiment, the vehicle measured data further includes road vibration data; The determining of the suspension damping force based on the skyhook damping force and the groundhook damping force includes: Determining a skyhook control weight and a groundhook control weight based on the road surface vibration data; The skyhook damping force and the groundhook damping force are weighted based on the skyhook control weight and the groundhook control weight to determine a suspension damping force.

[0019] In this embodiment, the corresponding skyhook control weight and groundhook control weight are dynamically determined based on the road vibration data, and the skyhook damping force and the groundhook damping force are weighted based on the skyhook control weight and the groundhook control weight. This allows the determined suspension damping force to be determined based on the actual road conditions, determining whether it needs to focus on suppressing vehicle body vibration or suppressing wheel bounce, so as to take into account the different needs of ensuring comfort and tire grip.

[0020] In one embodiment, the skyhook control weight is inversely proportional to the road surface excitation frequency, and the groundhook control weight is directly proportional to the road surface excitation frequency; The road surface excitation frequency is determined based on the road surface vibration data.

[0021] In this embodiment, the skyhook control weight is inversely proportional to the road surface excitation frequency, and the groundhook control weight is inversely proportional to the road surface excitation frequency. Specifically, the greater the road surface excitation frequency, the bumpier the road surface. In this case, the groundhook control weight needs to be increased while the skyhook control weight needs to be decreased so that the groundhook damping force plays a dominant role and the determined suspension damping force can effectively suppress wheel bounce. The smaller the road surface excitation frequency, the smoother the road surface. In this case, the skyhook control weight needs to be increased while the groundhook control weight needs to be decreased so that the skyhook damping force plays a dominant role and the determined suspension damping force can effectively suppress vehicle body vibration.

[0022] A control device includes a memory and a processor, wherein: Memory for storing computer programs; The processor is used to execute the program stored in the memory to implement the above suspension system control method.

[0023] A vehicle comprising the above-mentioned suspension system and the above-mentioned control device; The control device is connected to the motor and is used to control the operation of the motor according to vehicle measured data.

[0024] In this embodiment, the control device can determine the corresponding suspension damping force based on the vehicle's actual measured data, and then determine the target torque of the motor based on the suspension damping force. The motor operation is controlled according to the target torque to achieve a vibration reduction effect through the motor mechanical direct-drive shock absorber. Its control frequency is wider, and it can significantly improve the comfort performance of the entire vehicle.

[0025] In one embodiment, the vehicle further comprises an energy storage system, wherein the energy storage system comprises a supercapacitor and an energy storage device connected to the supercapacitor; The supercapacitor is electrically connected to the control device and the motor.

[0026] In this embodiment, after processing the measured data of the vehicle and determining the suspension damping force required by the suspension system, the control device can control the supercapacitor to provide a specific current to the motor so that the motor can output the target torque and control the operation of the suspension system; and during the operation of the suspension system, the vibration energy can also be converted into electrical energy and output to the supercapacitor, so that the supercapacitor can store excess energy in the energy storage device to ensure the effective use of energy and avoid energy waste. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 This is a front view of a shock absorber provided by an embodiment of the present application; Figure 2 is a side view of a shock absorber provided by an embodiment of the present application; Figure 3 is another side view of the shock absorber provided by one embodiment of the present application; Figure 4 This is a principle block diagram of a suspension system provided by an embodiment of the present application; Figure 5 is a flow chart of a suspension system control method provided by an embodiment of the present application; Figure 6 This is a principle block diagram of a control device provided in one embodiment of the present application.

[0028] Description of reference numerals: 1. Shock absorber; 11. Housing; 12. Push rod; 121. Rack; 13. Motor; 131. Output shaft; 14. Gear transmission mechanism; 141. Small bevel gear; 142. Large bevel gear; 143. Gear shaft; 2. Spring; 3. Control device; 31. Memory; 32. Processor. DETAILED DESCRIPTION

[0029] In order to make the technical problems, technical solutions and beneficial effects solved by this application more clearly understood, this application is further described in detail below in conjunction with the embodiments. It should be understood that the specific embodiments described herein are only used to explain this application and are not intended to limit this application.

[0030] The embodiment of the present application provides a shock absorber 1, such as Figures 1-4 As shown, the shock absorber 1 includes a housing 11, a push rod 12, a motor 13 and a gear transmission mechanism 14; The first end of the push rod 12 is disposed in the housing 11 , and the second end of the push rod 12 extends out of the housing 11 . The portion of the push rod 12 located in the housing 11 is provided with a rack portion 121 . The motor 13 is disposed outside the housing 11 , and the gear transmission mechanism 14 is disposed inside the housing 11 . An output shaft 131 of the motor 13 passes through the housing 11 and is connected to the gear transmission mechanism 14 . The gear transmission mechanism 14 is engaged with the rack portion 121 .

[0031] As an example, the shock absorber 1 includes a housing 11, a push rod 12, a motor 13 and a gear transmission mechanism 14. The first end of the push rod 12 is arranged in the housing 11, and the second end of the push rod 12 extends out of the housing 11, and is used to connect to the body assembly or other structure of the vehicle, and can reciprocate along the axial direction of the housing 11 under the action of an external force. The motor 13 is arranged outside the housing 11, and the gear transmission mechanism 14 is arranged inside the housing 11. The output shaft 131 of the motor 13 passes through the housing 11 and is connected to the gear transmission mechanism 14. The gear transmission mechanism 14 is engaged with the rack portion 121 on the push rod 12. The motor 13 can be controlled to rotate forward or reverse so that the output shaft 131 of the motor 13 drives the gear transmission mechanism 14 to rotate. When the gear transmission mechanism 14 rotates, it will further drive the push rod 12 to reciprocate along the axial direction of the housing 11 to achieve a vibration reduction effect.

[0032] For example, when the shock absorber 1 is installed in a vehicle, the end of the shell 11 away from the push rod 12 can be connected to the chassis assembly of the vehicle, and the second end of the push rod 12 can be connected to the body assembly of the vehicle. The motor 13 can be controlled to rotate forward or reverse to rotate the gear transmission mechanism 14. Through the cooperation between the gear transmission mechanism 14 and the rack part 121, the push rod 12 can reciprocate along the axial direction of the shell 11 to drive the body assembly to move up and down relative to the chassis assembly, thereby achieving a vibration reduction effect.

[0033] In this example, the motor 13 is arranged outside the shell 11, and the gear transmission mechanism 14 and part of the push rod 12 are arranged inside the shell 11. The motor 13 drives the gear transmission mechanism 14 to rotate, so that the rack portion 121 engaged with it drives the push rod 12 as a whole to move along the axial direction of the shell 11 to achieve a vibration reduction effect. The process is achieved by mechanical direct drive through the motor 13, so that its control efficiency is higher and the control frequency is wider, which can greatly improve the overall comfort performance; the gear transmission mechanism 14 and part of the push rod 12 are arranged inside the shell 11, and the motor 13 is arranged outside the shell 11, so that the radial dimension of the shell 11 of the shock absorber 1 is smaller, which helps to save overall space.

[0034] In one embodiment, the gear transmission mechanism 14 includes a small bevel gear 141, a large bevel gear 142 and a gear shaft 143; The small bevel gear 141 is sleeved on the output shaft 131 of the motor 13; The large bevel gear 142 is sleeved on the gear shaft 143, and both ends of the gear shaft 143 are connected to the inner wall of the housing 11 respectively; The small bevel gear 141 meshes with the wide end of the large bevel gear 142 , and the narrow end of the large bevel gear 142 meshes with the rack portion 121 .

[0035] The small bevel gear 141 and the large bevel gear 142 are two bevel gears of different sizes, and their sizes can be set according to specific applications.

[0036] As an example, the gear transmission mechanism 14 includes a small bevel gear 141, a large bevel gear 142 and a gear shaft 143; the small bevel gear 141 is sleeved on the output shaft 131 of the motor 13, one end of the output shaft 131 is arranged outside the housing 11 and connected to the motor 13, and the other end of the output shaft 131 is arranged inside the housing 11 for assembling the small bevel gear 141; the large bevel gear 142 is sleeved on the gear shaft 143, and the two ends of the gear shaft 143 are respectively connected to the inner wall of the housing 11 to The gear shaft 143 is fixedly connected to the housing 11; the small bevel gear 141 is meshed with the wide end of the large bevel gear 142, and the narrow end of the large bevel gear 142 is meshed with the rack portion 121. When the motor 13 rotates, the output shaft 131 of the motor 13 will drive the small bevel gear 141 mounted thereon to rotate together, so that the large bevel gear 142 rotates around the gear shaft 143; when the large bevel gear 142 rotates, it will drive the rack portion 121 to move along the axial direction of the housing 11 to achieve a vibration reduction effect.

[0037] In this example, the large bevel gear 142 is engaged with both the small bevel gear 141 and the rack portion 121 of the push rod 12. The small bevel gear 141 is sleeved on the output shaft 131 of the motor 13, so that the motor 13 can output a smaller driving force, which can drive the push rod 12 to move along the axial direction of the shell 11, thereby realizing the function of reducing speed and increasing torque.

[0038] In one embodiment, the transmission ratio between the large bevel gear 142 and the small bevel gear 141 is greater than 2.

[0039] As an example, the transmission ratio of the large bevel gear 142 to the small bevel gear 141 is greater than 2. The transmission ratio refers to the ratio of the number of teeth of one bevel gear to the number of teeth of the other bevel gear in two meshing bevel gears. The transmission ratio is used to limit the transmission torque of the gear transmission mechanism 14. In this example, the transmission ratio of the large bevel gear 142 to the small bevel gear 141 is greater than 2, which can ensure that the gear transmission mechanism 14 can achieve the effect of reducing speed and increasing torque. In this example, when the shock absorber 1 is applied to the suspension system of the vehicle, the transmission ratio of the large bevel gear 142 to the small bevel gear 141 can be set between 2-15 according to the maximum damping force requirement of the vehicle, or other value ranges. The specific value can be determined according to the specific application scenario.

[0040] The embodiment of the present application provides a suspension system, comprising the shock absorber 1 and the spring 2 in the above embodiment; The spring 2 is sleeved outside the housing 11 , a first end of the spring 2 is connected to the housing 11 , and a second end of the spring 2 is connected to the push rod 12 .

[0041] As an example, the suspension system includes a shock absorber 1 and a spring 2 mounted outside a shell 11 of the shock absorber 1. The spring 2 is mounted on one end of the shell 11 and is equipped with a push rod 12. The first end of the spring 2 is fixedly connected to the outer wall of the shell 11, and the second end of the spring 2 is connected to the push rod 12. Specifically, the second end of the spring 2 can be fixedly connected to a connecting block mounted on the push rod 12. The connecting block here can be but is not limited to a connecting cover assembled on the shell 11.

[0042] In this example, the spring 2 is mounted outside the housing 11 of the shock absorber 1. The first end of the spring 2 is connected to the housing 11 of the shock absorber 1, and the second end of the spring 2 is connected to the push rod 12 of the shock absorber 1. This integrates the shock absorber 1 and the spring 2, effectively achieving a vibration reduction effect. In the shock absorber 1, the motor 13 is disposed outside the housing 11, while the gear transmission mechanism 14 and a portion of the push rod 12 are disposed inside the housing 11. The motor 13 drives the gear transmission mechanism 14 to rotate, causing the meshing rack portion 121 to drive the push rod 12 as a whole to move along the axial direction of the housing 11 to achieve a vibration reduction effect. This process is achieved through mechanical direct drive by the motor 13, resulting in higher control efficiency and a wider control frequency, which can significantly improve the overall comfort performance. The gear transmission mechanism 14 and a portion of the push rod 12 are disposed inside the housing 11, while the motor 13 is disposed outside the housing 11. This reduces the radial dimension of the housing 11 of the shock absorber 1, helping to save overall space.

[0043] The present application provides a suspension system control method, which is applicable to the suspension system in the above embodiment. The control method is described by taking the application of the control method to a control device as an example. Figure 5 As shown, the suspension system control method includes: S1: Acquire vehicle measured data, including measured vehicle body speed and measured wheel speed; S2: Processing the measured vehicle body speed based on the skyhook control strategy to determine the skyhook damping force; S3: Processing the measured wheel speed based on the ground shelf control strategy to determine the ground shelf damping force; S4: Determine the suspension damping force based on the skyhook damping force and the groundhook damping force; S5: Determine the target torque based on the suspension damping force, and control the motor 13 to operate based on the target torque.

[0044] Measured vehicle data refers to data collected in real time while the vehicle is in motion. Measured vehicle body speed refers to the vehicle body speed measured in real time. Measured wheel speed refers to the wheel speed measured in real time.

[0045] As an example, in step S1, the control device needs to obtain real-time vehicle measurement data during vehicle operation. The measured vehicle data includes, but is not limited to, measured vehicle body speed and measured wheel speed. In this example, the upper end of the suspension system is connected to the vehicle body assembly, which is equipped with a body sensor for collecting vehicle body acceleration signals; the lower end of the suspension system is connected to the chassis assembly, which is equipped with a wheel sensor for collecting wheel acceleration signals. The control device is connected to the vehicle body sensors, wheel sensors, and other sensors to obtain sensor signals fed back by all sensors, filter (e.g., low-pass filter), and denoise all sensor signals to eliminate high-frequency interference. The filtered sensor signals are then processed using a Kalman filter or observer to obtain the measured vehicle data. The measured vehicle data includes, but is not limited to, measured vehicle body speed determined based on the vehicle body acceleration signals and measured wheel speeds determined based on the wheel acceleration signals.

[0046] As an example, in step S2, the control device may call a pre-set skyhook control strategy, process the input parameter of the measured vehicle body speed, and determine the damping force output by the processing as the skyhook damping force. Since the measured vehicle body speed can reflect the vibration of the vehicle body to a certain extent, the measured vehicle body speed is processed by the skyhook control strategy so that the output skyhook damping force can effectively suppress the vibration of the vehicle body and improve comfort. Among them, the skyhook control strategy is a pre-set control strategy for calculating the skyhook damping force. The core of the skyhook control strategy is to set a virtual damper between the vehicle body and the virtual "ceiling". The change in the damping coefficient of this virtual damper will produce different skyhook damping forces acting on the shock absorber 1 of the suspension system, thereby achieving a vibration reduction effect.

[0047] As an example, in step S3, the control device may invoke a pre-set ground shelf control strategy to process the input parameter, the measured wheel speed, and determine the damping force output by the processing as the ground shelf damping force. Since the measured wheel speed can reflect wheel bounce to a certain extent, the measured wheel speed is processed using the ground shelf control strategy so that the output ground shelf damping force can effectively suppress wheel bounce and improve tire grip. The ground shelf control strategy is a pre-set control strategy for calculating the ground shelf damping force. The core of the ground shelf control strategy is to calculate a real damping force by measuring the actual displacement and velocity of the mass between the lower end of the suspension system and the actual "ground shelf." This real damping force is then applied to the shock absorber 1 of the suspension system to suppress wheel bounce and improve tire grip.

[0048] As an example, in step S4, after determining the skyhook damping force and the groundhook damping force, the control device may fuse the skyhook and groundhook damping forces to calculate a corresponding suspension damping force. This suspension damping force is used to represent the damping force to be applied to the suspension system, specifically the damping force applied to the suspension system's shock absorber 1. This suspension damping force fuses the skyhook and groundhook damping forces to balance the requirements of suppressing vehicle body vibration and wheel bounce, depending on actual conditions, thereby improving comfort and tire grip.

[0049] As an example, in step S5, after determining the suspension damping force that needs to be applied to the suspension system, the control device may query a pre-set target mapping relationship based on the suspension damping force. This target mapping relationship is used to represent the mapping relationship between the damping force and its corresponding torque. The torque corresponding to the suspension damping force in the target mapping relationship is determined as the target torque corresponding to the suspension system. This target torque is the torque that needs to be controlled to be output by the motor 13. After determining the target torque, a control instruction may be output to the motor 13 to cause the motor 13 to operate based on the target torque. Through the cooperation of the gear transmission mechanism 14 and the rack portion 121, the push rod 12 moves along the axial direction of the housing 11 to achieve a vibration reduction effect.

[0050] In this embodiment, the measured vehicle body speed is processed based on the skyhook control strategy, so that the determined skyhook damping force can effectively suppress vehicle body vibration, thereby improving comfort. The measured wheel speed is processed based on the groundhook control strategy, so that the determined groundhook damping force can effectively suppress wheel bounce, thereby improving tire grip. The suspension damping force is determined based on the skyhook and groundhook damping forces, so that the suspension damping force combines the advantages of both, can simultaneously suppress vehicle body vibration and wheel bounce, and achieve a balance between comfort and tire grip. Finally, based on the suspension damping force, a target torque is determined, and the operation of motor 13 is controlled based on the target torque, so that shock absorber 1 achieves a vibration reduction effect. In this example, the corresponding suspension damping force is determined based on the measured vehicle data, and the target torque of motor 13 is determined based on the suspension damping force. The operation of motor 13 is controlled based on the target torque, so that the shock absorber 1 is mechanically directly driven by motor 13 to achieve a vibration reduction effect. This has a wider control frequency and can significantly improve the comfort performance of the entire vehicle.

[0051] In one embodiment, the vehicle measured data further includes first measured data, and the first measured data is measured data related to the skyhook damping coefficient; The skyhook damping force is a product of a skyhook damping coefficient and a measured vehicle body speed, and the skyhook damping coefficient is determined based on the first measured data.

[0052] The vehicle measured data also includes first measured data, which is measured data related to the skyhook damping coefficient. Specifically, it is measured data required to be input for calculating the skyhook damping coefficient in a pre-set skyhook control strategy. For example, if the pre-set skyhook control strategy explicitly requires the collection of input parameters A, B, and C, the first measured data acquired by the control device must include measured parameter values corresponding to these input parameters.

[0053] As an example, after obtaining the first measured data, the control device can calculate the corresponding ceiling damping coefficient based on all the first measured data. Specifically, the first measured data can be input into the formula for calculating the ceiling damping coefficient, and the corresponding ceiling damping coefficient can be determined through mathematical operations; then, the product of the ceiling damping coefficient and the measured vehicle body speed is determined as the ceiling damping force, that is, F_sky = C_sky·v_b, where F_sky is the ceiling damping force, C_sky is the ceiling damping coefficient, and v_b is the measured vehicle body speed.

[0054] In this example, the ceiling damping coefficient is dynamically determined based on the first measured data, so that the ceiling damping coefficient matches the actual conditions of the vehicle's environment; then the product of the ceiling damping force and the measured vehicle body speed is determined as the ceiling damping force, so that the ceiling damping force not only matches the measured conditions of the vehicle's environment, but can also effectively suppress vehicle body vibration based on the measured vehicle body speed, thereby improving comfort.

[0055] In one embodiment, the vehicle measured data further includes second measured data, and the second measured data is measured data related to the floor shed damping coefficient; The floor shelf damping force is a product of a floor shelf damping coefficient and a measured wheel speed, where the floor shelf damping coefficient is determined based on the second measured data.

[0056] The vehicle measured data also includes second measured data related to the floor-hanging damping coefficient. Specifically, the second measured data is measured data required for calculating the floor-hanging damping coefficient in a pre-set floor-hanging control strategy. For example, if the pre-set floor-hanging control strategy explicitly requires the collection of input parameters D, E, and F, the second measured data acquired by the control device must include the measured parameter values corresponding to these input parameters.

[0057] As an example, after obtaining the second measured data, the control device may calculate the corresponding ground shelf damping coefficient based on all the second measured data. Specifically, the second measured data may be input into a formula for calculating the ground shelf damping coefficient, and the corresponding ground shelf damping coefficient may be determined through mathematical operations. Then, the product of the ground shelf damping coefficient and the measured wheel speed is determined as the ground shelf damping force, that is, F_ground = C_ground·v_w, where F_ground is the ground shelf damping force, C_ground is the ground shelf damping coefficient, and v_w is the measured wheel speed.

[0058] In this example, the ground shelf damping coefficient is dynamically determined based on the second measured data, so that the ground shelf damping coefficient matches the actual conditions of the vehicle's environment. The ground shelf damping force is then determined as the product of the ground shelf damping force and the measured wheel speed. This ensures that the ground shelf damping force not only matches the measured conditions of the vehicle's environment, but also effectively suppresses wheel bounce based on the measured wheel speed, thereby improving tire grip.

[0059] In one embodiment, the vehicle measured data also includes road vibration data; Step S4, i.e. determining the suspension damping force based on the ceiling damping force and the floor damping force, includes: S41: Determine a skyhook control weight and a groundhook control weight based on the road vibration data; S42: Based on the skyhook control weight and the groundhook control weight, weight the skyhook damping force and the groundhook damping force to determine the suspension damping force.

[0060] The road surface vibration data is data used to reflect the vibration conditions of the road surface. As an example, the road surface vibration data can be determined by vibration signals collected by a vibration sensor installed on the vehicle, or by acceleration signals of an acceleration sensor installed on the vehicle and induction signals collected by other sensors.

[0061] The ceiling control weight refers to the weight of the ceiling damping force in the fusion process of the ceiling and floor damping forces. Correspondingly, the floor control weight refers to the weight of the floor damping force in the fusion process of the ceiling and floor damping forces. In this example, the sum of the ceiling control weight and the floor control weight is 1.

[0062] As an example, in step S41, after obtaining the road vibration data, the control device can determine the road condition of the vehicle's environment based on the road vibration data. When the road condition is bumpy, it can be determined that the tire grip is small and the tire grip needs to be improved. Therefore, the ground shelf control weight corresponding to the ground shelf damping force needs to be increased, and the ceiling control weight corresponding to the ceiling damping force needs to be reduced, so that the ground shelf damping force plays a dominant role, so that the suspension damping force can effectively suppress wheel bouncing and improve tire grip; conversely, when the road condition is smooth, it can be determined that the tire grip is large and there is no need to increase the tire grip. At this time, more emphasis is placed on improving comfort. Therefore, it is necessary to increase the ceiling control weight corresponding to the ceiling damping force, and reduce the ground shelf control weight corresponding to the ceiling damping force, so that the ceiling damping force plays a dominant role, so that the suspension damping force can effectively suppress vehicle body vibration and improve comfort.

[0063] As an example, in step S42, after dynamically determining the skyhook control weight and the groundhook control weight, the control device may weight the skyhook damping force and the groundhook damping force based on the skyhook control weight and the groundhook control weight to determine the suspension damping force, that is, F_total = α·F_sky + β·F_ground, α+ β= 1, where F_total is the suspension damping force, α is the skyhook control weight, β is the groundhook control weight, F_sky is the skyhook damping force, and F_ground is the groundhook damping force.

[0064] In this example, the corresponding skyhook and groundhook control weights are dynamically determined based on the road vibration data. The skyhook and groundhook damping forces are then weighted based on the skyhook and groundhook control weights. This allows the determined suspension damping force to focus on suppressing vehicle body vibration or wheel bouncing, depending on the actual road conditions, to balance the different needs of ensuring comfort and tire grip.

[0065] In one embodiment, the skyhook control weight is inversely proportional to the road surface excitation frequency, and the groundhook control weight is directly proportional to the road surface excitation frequency; The road surface excitation frequency is determined based on road surface vibration data.

[0066] As an example, after acquiring road vibration data, the control device may analyze and process the road vibration data to determine its corresponding road excitation frequency. For example, if the road vibration data includes a vibration signal collected by a vibration sensor, the vibration signal may be frequency-converted, and the calculated frequency may be determined as the road excitation frequency. Then, based on the mapping relationship between the road excitation frequency, the skyhook control weight, and the groundhook control weight, the corresponding skyhook and groundhook control weights are dynamically determined. In this example, the skyhook control weight is inversely proportional to the road excitation frequency, and the groundhook control weight is inversely proportional to the road excitation frequency. Specifically, a higher road excitation frequency indicates a bumpier road surface, and the groundhook control weight should be increased while the skyhook control weight should be decreased to ensure that the groundhook damping force dominates, so that the determined suspension damping force can effectively suppress wheel bounce. A lower road excitation frequency indicates a smoother road surface, and the skyhook control weight should be increased while the groundhook control weight should be decreased to ensure that the skyhook damping force dominates, so that the determined suspension damping force can effectively suppress vehicle body vibration.

[0067] Furthermore, the skyhook control weight is inversely proportional to the road surface excitation frequency, while the groundhook control weight is directly proportional to the road surface excitation frequency. The relationship between the three can be determined using a mapping function or a mapping table. For example, if the relationship between the skyhook control weight and the road surface excitation frequency can be determined using a mapping function, the road surface excitation frequency can be input into the mapping function for calculation to determine its corresponding skyhook control weight. The groundhook control weight is then determined as the difference between 1 and the skyhook control weight.

[0068] The embodiment of the present invention provides a control device 3, such as Figure 6 As shown, the control device 3 includes a memory 31 and a processor 32, wherein the memory 31 is used to store computer programs; the processor 32 is used to execute the programs stored in the memory to implement the suspension system control method in the above embodiment.

[0069] In this embodiment, the control device 3 can process the measured vehicle body speed based on the skyhook control strategy, so that the skyhook damping force determined thereby can effectively suppress vehicle body vibration, thereby improving comfort. The control device 3 can also process the measured wheel speed based on the groundhook control strategy, so that the groundhook damping force determined thereby can effectively suppress wheel bounce, thereby improving tire grip. The suspension damping force is determined based on the skyhook and groundhook damping forces, so that the suspension damping force combines the advantages of both, can simultaneously suppress vehicle body vibration and wheel bounce, and achieve a balance between comfort and tire grip. Finally, based on the suspension damping force, a target torque is determined, and the operation of the motor 13 is controlled based on the target torque, so that the shock absorber 1 achieves a vibration reduction effect. In this example, the corresponding suspension damping force is determined based on the measured vehicle data, and the target torque of the motor 13 is determined based on the suspension damping force. The operation of the motor 13 is controlled based on the target torque, so that the shock absorber 1 is mechanically directly driven by the motor 13 to achieve a vibration reduction effect. This has a wider control frequency and can significantly improve the comfort performance of the entire vehicle.

[0070] An embodiment of the present invention provides a vehicle, such as Figure 4 As shown, the vehicle includes the suspension system in the above embodiment and the control device in the above embodiment. The control device is connected to the motor 13 and is used to control the operation of the motor 13 according to the vehicle actual measurement data.

[0071] In this example, the suspension system includes an integrated shock absorber 1 and a spring 2. In the shock absorber 1, the motor 13 is arranged outside the shell 11, and the gear transmission mechanism 14 and part of the push rod 12 are arranged inside the shell 11. The motor 13 drives the gear transmission mechanism 14 to rotate, so that the rack portion 121 engaged with it drives the push rod 12 as a whole to move along the axial direction of the shell 11 to achieve a vibration reduction effect. The process is mechanically directly driven by the motor 13, so that its control efficiency is higher and the control frequency is wider, so that the overall comfort performance can be greatly improved; the gear transmission mechanism 14 and part of the push rod 12 are arranged in the shell 11, and the motor 13 is arranged outside the shell 11, so that the radial dimension of the shell 11 of the shock absorber 1 is smaller to save overall space. The control device can determine the corresponding suspension damping force based on the vehicle's actual measured data, and then determine the target torque of the motor 13 based on the suspension damping force, and control the operation of the motor 13 according to the target torque, so as to achieve the vibration reduction effect by mechanically directly driving the shock absorber 1 through the motor 13. Its control frequency is wider, and it can significantly improve the comfort performance of the entire vehicle.

[0072] Further, if Figure 4As shown, the vehicle also includes a sensing device and a signal processor; the sensing device includes but is not limited to body sensors, wheel sensors, vibration sensors and other sensors that can collect sensing signals; the signal processor is connected to the sensing device and the control device, and is used to process the sensing signals collected by the sensing device to convert them into vehicle measured data that can be processed by the control device, and send the vehicle measured data to the control device so that the control device can control the motor 13 to work according to the vehicle measured data.

[0073] In one embodiment, if Figure 4 As shown, the vehicle also includes an energy storage system, which includes a supercapacitor and an energy storage device connected to the supercapacitor; The supercapacitor is electrically connected to the control device and the motor 13 .

[0074] As an example, the vehicle is also equipped with an energy storage system, which includes a supercapacitor and an energy storage device connected to the supercapacitor. The supercapacitor is a new type of energy storage device between a traditional capacitor and a rechargeable battery. It has the rapid charging and discharging characteristics of a capacitor and the energy storage characteristics of a battery. In this example, the supercapacitor is electrically connected to both the control device and the motor 13. After processing the vehicle's measured data and determining the suspension damping force required by the suspension system (specifically including the direction and magnitude of the damping force), the control device can control the supercapacitor to provide a specific current (including the direction and magnitude of the current) to the motor 13, so that the motor 13 can output the target torque and control the operation of the suspension system. In addition, during the operation of the suspension system, vibration energy can also be converted into electrical energy and output to the supercapacitor, so that the supercapacitor can store excess energy in the energy storage device to ensure efficient energy utilization and avoid energy waste.

[0075] In this application, a plurality refers to two or more.

[0076] In this application, unless otherwise expressly defined, the terms "mounted," "connected," and "connected" should be interpreted broadly. For example, they can refer to fixed, detachable, or integral connections; mechanical or electrical connections; direct or indirect connections through an intermediary; and internal communication between two components. A person of ordinary skill in the art will understand the specific meanings of these terms in this application.

[0077] The terms "first," "second," "third," "fourth," etc. (if any) in this application are used to distinguish similar objects and are not necessarily used to describe a particular sequential order.

[0078] The term "and / or" in this application simply describes an association between related objects, indicating that three possible relationships exist. For example, A and / or B can represent: A exists alone, A and B exist simultaneously, and B exists alone. In addition, the character " / " in this application generally indicates that the related objects are in an "or" relationship.

[0079] Unless otherwise specified, all steps of this application may be performed sequentially or randomly. For example, "the method includes steps A and B" means that the method may include steps A and B performed sequentially, or may include steps B and A performed sequentially. For example, "the method may also include step C" means that step C may be added to the method in any order. For example, the method may include steps A, B, and C, or steps A, C, and B, or steps C, A, and B, etc.

[0080] The above description is only a preferred embodiment of the present application and is not intended to limit the present application. Any modifications, equivalent replacements and improvements made within the spirit and principles of the present application should be included in the scope of protection of the present application.

Claims

1. A shock absorber, characterized in that: It includes a housing, a push rod, a motor and a gear transmission mechanism; The first end of the push rod is arranged in the housing, the second end of the push rod extends out of the housing, and the portion of the push rod located in the housing is provided with a rack portion; The motor is arranged outside the housing, the gear transmission mechanism is arranged inside the housing, the output shaft of the motor passes through the housing and is connected to the gear transmission mechanism, and the gear transmission mechanism is engaged with the rack portion.

2. The shock absorber according to claim 1, characterized in that The gear transmission mechanism includes a small bevel gear, a large bevel gear and a gear shaft; The small bevel gear is sleeved on the output shaft of the motor; The large bevel gear is sleeved on the gear shaft, and both ends of the gear shaft are connected to the inner wall of the housing respectively; The small bevel gear is engaged with a wide end of the large bevel gear, and the narrow end of the large bevel gear is engaged with the rack portion.

3. The shock absorber according to claim 2, characterized in that The transmission ratio of the large bevel gear and the small bevel gear is greater than 2.

4. A suspension system, characterized in that: comprising the shock absorber and spring according to any one of claims 1 to 3; The spring is sleeved outside the shell, a first end of the spring is connected to the shell, and a second end of the spring is connected to the push rod.

5. A suspension system control method, characterized in that: Applicable to the suspension system according to claim 4, the suspension system control method comprises: Acquiring vehicle measured data, the vehicle measured data including measured vehicle body speed and measured wheel speed; processing the measured vehicle body speed based on a skyhook control strategy to determine a skyhook damping force; processing the measured wheel speed based on a ground shelf control strategy to determine a ground shelf damping force; determining a suspension damping force based on the skyhook damping force and the groundhook damping force; A target torque is determined based on the suspension damping force, and the motor is controlled to operate based on the target torque.

6. The suspension system control method according to claim 5, characterized in that: The vehicle measured data further includes first measured data, wherein the first measured data is measured data related to the skyhook damping coefficient; The skyhook damping force is a product of a skyhook damping coefficient and the measured vehicle body speed, and the skyhook damping coefficient is determined based on the first measured data.

7. The suspension system control method according to claim 5, characterized in that: The vehicle measured data further includes second measured data, wherein the second measured data is measured data related to the floor shed damping coefficient; The floor shelf damping force is a product of a floor shelf damping coefficient and the measured wheel speed, and the floor shelf damping coefficient is determined based on the second measured data.

8. The suspension system control method according to claim 5, characterized in that: The vehicle measured data also includes road vibration data; The determining of the suspension damping force based on the skyhook damping force and the groundhook damping force includes: Determining a skyhook control weight and a groundhook control weight based on the road surface vibration data; The skyhook damping force and the groundhook damping force are weighted based on the skyhook control weight and the groundhook control weight to determine a suspension damping force.

9. The suspension system control method according to claim 8, characterized in that: The skyhook control weight is inversely proportional to the road surface excitation frequency, and the groundhook control weight is directly proportional to the road surface excitation frequency; The road surface excitation frequency is determined based on the road surface vibration data.

10. A control device, characterized in that: comprising a memory and a processor, wherein, Memory for storing computer programs; A processor is used to execute a program stored in a memory to implement the suspension system control method according to any one of claims 5 to 9.

11. A vehicle, characterized in that: comprising the suspension system of claim 4 and the control device of claim 10; The control device is connected to the motor and is used to control the operation of the motor according to vehicle measured data.

12. The vehicle according to claim 11, characterized in that The vehicle further includes an energy storage system, wherein the energy storage system includes a supercapacitor and an energy storage device connected to the supercapacitor; The supercapacitor is electrically connected to the control device and the motor.

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