Cooperative energy feedback suspension system

Abstract

The invention discloses a cooperative energy feedback suspension system, and belongs to the technical field of suspension systems, and the system comprises an information collection module which is used for collecting vehicle driving state information, and the information collection module comprises a vehicle control unit, a chassis domain controller and a road surface sensor; the control module is used for controlling energy recovery and output of the suspension system according to the information acquired by the information acquisition module; and the executing mechanism comprises a shock absorber, a disconnectable active stabilizer bar structure and a motor. The chassis system has the beneficial effects that through cooperative energy feedback control of the active stabilizer bar and the active shock absorber, the energy recovery strategy is intelligently adjusted according to different road conditions, energy can be effectively recovered under various complex working conditions such as turning, potholes and jolts, the energy recovery efficiency of the chassis system is remarkably improved, and compared with the prior art, the energy recovery range is wider, and the energy recovery efficiency is improved. Therefore, the endurance mileage of the battery is prolonged, and the energy utilization efficiency of the vehicle is improved.

Description

Technical Field

[0001] The present application relates to the technical field of suspension systems, and in particular to a cooperative energy-feeding suspension system. Background Art

[0002] In modern automotive technology, the suspension system plays a vital role in enhancing a vehicle's ride smoothness and handling stability. With the rapid development of new energy vehicles, improving energy efficiency and extending battery life have become key considerations in suspension system design.

[0003] Currently, the common active stabilizer bar and active shock absorber technologies in suspension systems have improved vehicle performance to a certain extent, but they still have the following shortcomings:

[0004] For example, the suspension system disclosed in patent "CN208006634U" can convert the vertical movement of the sliding column into electrical energy, but its connected structure is only suitable for some uneven roads and cornering conditions. When the left and right wheels are raised or lowered simultaneously, the stabilizer bar cannot twist, resulting in energy recovery failure and limited application. In addition, the technology lacks intelligent adjustment capabilities and cannot dynamically adjust the energy recovery strategy according to road conditions, resulting in low energy recovery efficiency and unstable battery charging rate, which may affect the battery life.

[0005] While the lateral stabilizer control system disclosed in patent "CN11133088A" can actively control roll based on the vehicle's tilt angle, it focuses solely on optimizing body roll and fails to consider vehicle energy recovery and ride comfort. This results in reduced ride comfort and maneuverability on potholes and bumpy roads, diminishing passenger comfort and limiting the applicability of the chassis system.

[0006] The disconnectable semi-active lateral stabilizer system disclosed in patent "CN109733152A" can adjust the stabilizer bar's torque in real time by changing the current. However, its control system only optimizes the vehicle's roll stability and does not consider the coordinated energy recovery control between the shock absorber and the stabilizer bar. This not only increases vehicle energy consumption and reduces driving range, but also requires the motor to output greater torque to reduce body roll during cornering, increasing the motor's energy consumption, making output control redundant, and further increasing chassis system energy consumption.

[0007] In summary, existing suspension system technologies have significant deficiencies in energy recovery efficiency, intelligent adjustment capabilities, coordinated control, and adaptability to complex road conditions. Therefore, this paper proposes a collaborative energy recovery suspension system. This system aims to intelligently adjust energy recovery strategies based on different road conditions through the coordinated operation of active stabilizer bars and active shock absorbers, while simultaneously balancing vehicle ride comfort and handling stability, improving energy utilization efficiency, extending battery range, and significantly enhancing overall vehicle performance. Summary of the Invention

[0008] One of the purposes of the present application is to provide a cooperative energy recovery suspension system to solve the problems of low energy recovery efficiency, lack of cooperative control and increased energy consumption in the prior art.

[0009] To achieve the above objectives, the technical solution adopted in this application is: a collaborative energy feedback suspension system, comprising:

[0010] An information collection module is used to collect vehicle driving status information. The information collection module includes a vehicle control unit (VCU), a chassis domain controller (DCU) and a road surface sensor;

[0011] a control module, configured to control energy recovery and output of the suspension system based on the information collected by the information collection module;

[0012] Actuators, including shock absorbers, disconnectable active stabilizer bar structures, and electric motors;

[0013] By setting up an information collection module to collect vehicle driving status information, including the vehicle control unit (VCU), chassis domain controller (DCU) and road surface sensors, it is possible to monitor the vehicle's driving status and road conditions in real time, providing data support for subsequent precise control; the control module intelligently controls the energy recovery and output of the suspension system based on the collected information, achieving efficient energy utilization, improving the vehicle's energy economy, and enhancing the vehicle's handling performance and stability; the actuators include shock absorbers, detachable active stabilizer bar structures and motors. Through the coordinated work of these components, not only the vehicle's smoothness is optimized, but also the vehicle's adaptability and passability under different road conditions are improved, significantly improving the overall vehicle's comprehensive performance and driving experience.

[0014] Preferably, the detachable active stabilizer bar structure includes:

[0015] Body pillar bracket, used to connect with the vehicle chassis frame;

[0016] a ball hinge bushing connected to the vehicle body pillar bracket;

[0017] a pillar connected to the vehicle body pillar bracket via the ball-jointed bushing;

[0018] A first branch rod, one end of which is connected to the column through the ball hinge bushing;

[0019] a second branch rod, arranged opposite to the first branch rod;

[0020] A first support and a second support, wherein the first branch rod and the second branch rod are fixed to the axle through the first support and the second support respectively;

[0021] Screws, used to connect and fix the first support and the second support;

[0022] Bolts, used to fix the first support and the second support to the axle bracket;

[0023] Motor;

[0024] a motor gear, fixedly connected to the input shaft of the motor;

[0025] a rod system gear, fixed on the first branch rod and the second branch rod, and meshing with the motor gear;

[0026] a housing, the motor being fixed to the housing by bolts;

[0027] The first electromagnetic clutch and the second electromagnetic clutch are respectively installed at the ends of the first branch rod and connected by a spline; the first electromagnetic clutch and the second electromagnetic clutch are used to control the connection and disconnection of the active stabilizer bar.

[0028] Preferably, the vehicle information collected by the information collection module includes steering wheel angle (SW), vehicle roll acceleration (ay), vehicle body vertical acceleration (ab), front suspension dynamic travel (Sf), rear suspension dynamic travel (Sr) and wheel vertical displacement (z1, z2, z3, z4);

[0029] The information acquisition module collects a variety of vehicle driving status information, including steering wheel angle (SW), vehicle roll acceleration (ay), body vertical acceleration (ab), front suspension dynamic travel (Sf), rear suspension dynamic travel (Sr) and wheel vertical displacement (z1, z2, z3, z4), providing comprehensive and accurate data support for the control module, enabling the system to make intelligent adjustments according to different road conditions and driving states, optimize the vehicle's handling performance, driving stability and energy recovery efficiency, thereby improving the vehicle's overall performance and driving experience.

[0030] Preferably, the control module determines whether the road surface is pothole- or bumpy based on a road surface sensor, and if so, controls the active stabilizer bar to be disconnected; if not, determines whether the vehicle is turning based on a steering wheel angle (SW), and if so, controls the active stabilizer bar to be connected, and if not, controls the active stabilizer bar to be disconnected;

[0031] The control module can determine the road condition based on the detection results of the road surface sensors. If the road surface is identified as potholes or bumps, it will actively disconnect the stabilizer bar to reduce the mutual influence between the wheels and improve the vehicle's smoothness and passability. On non-pothole-bumpy or bumpy roads, it further determines whether the vehicle is in a turning state based on the steering wheel angle (SW). If the vehicle is turning, the stabilizer bar is connected to enhance anti-roll capability. If the vehicle is driving in a straight line, the stabilizer bar is maintained in a disconnected state to maintain smoothness. This intelligent control strategy effectively takes into account the vehicle's handling stability and comfort under different driving conditions, while optimizing energy recovery efficiency, demonstrating the system's high adaptability and flexibility.

[0032] Preferably, the control module determines whether the shock absorber and the active stabilizer bar need to perform energy recovery based on the vehicle roll acceleration (ay); if the vehicle roll acceleration (ay) is less than a set value (ay0), the shock absorber is controlled to perform energy recovery; if the vehicle roll acceleration (ay) is greater than the set value (ay0), the working state of the shock absorber and the active stabilizer bar is controlled based on the relationship between the vehicle roll acceleration (ay) and another set value (ay*) to achieve energy recovery or output torque;

[0033] The control module precisely monitors the vehicle's roll acceleration (ay) and intelligently determines the energy recovery and output strategies for the shock absorbers and active stabilizer bars. When (ay) falls below a set threshold (ay0), the shock absorbers activate energy recovery mode, efficiently converting mechanical energy during driving into electrical energy, achieving energy recycling. If (ay) exceeds (ay0), the system flexibly adjusts the operating state of the shock absorbers and active stabilizer bars based on a comparison of (ay) with a higher threshold (ay*), not only recovering energy but also delivering torque on demand to optimize vehicle dynamic performance. This mechanism significantly improves energy utilization efficiency, extends battery range, and enhances vehicle handling stability in complex road conditions, demonstrating the system's intelligence and efficiency.

[0034] Preferably, the control module determines the driving state of the vehicle on a bumpy or pothole-prone road based on the vehicle body vertical acceleration (ab). If the vehicle body vertical acceleration (ab) is greater than a set value (ab0), the shock absorber damping is controlled to increase. At the same time, the working state of the active stabilizer bar is determined based on the wheel vertical displacement (z1, z2, z3, z4) and the suspension dynamic travel (Sf, Sr), thereby achieving energy recovery or torque output.

[0035] The control module monitors the vehicle's vertical acceleration (ab) to determine the vehicle's driving status on bumpy or pothole-prone roads. When the vertical acceleration (ab) exceeds a set threshold (ab0), indicating that the vehicle is traveling on a bumpy road, the control module increases the shock absorber's damping to enhance the vehicle's shock absorption effect and reduce vertical vibration, thereby improving vehicle ride quality and passenger comfort.

[0036] The control module also combines wheel vertical displacement (z1, z2, z3, z4) and suspension travel (Sf, Sr) data to further determine the active stabilizer bar's operating status. If these values indicate a high suspension load, the control module adjusts the active stabilizer bar's operating mode to appropriately recover energy or deliver torque. For example, when the vehicle is traveling on bumpy roads, the active stabilizer bar can convert the wheel's vertical motion into stored electrical energy through reverse drive of the motor, achieving energy recovery. Alternatively, when increased vehicle stability is needed, the active stabilizer bar can deliver torque to help the vehicle better handle bumpy roads and enhance handling performance.

[0037] Preferably, the control module controls the disconnection and connection of the active stabilizer bar according to different road conditions, thereby achieving coordinated energy feeding between the stabilizer bar and the shock absorber, thereby improving the energy recovery efficiency of the chassis system and the vehicle's cruising range;

[0038] The control module can intelligently control the disconnection and connection of the active stabilizer bar according to different road conditions, achieving coordinated energy feedback between the stabilizer bar and the shock absorber, thereby improving the energy recovery efficiency of the chassis system and the vehicle's cruising range. This intelligent control strategy ensures that the vehicle can achieve optimal energy utilization under various driving conditions, while taking into account handling stability and ride comfort, significantly enhancing the vehicle's overall performance.

[0039] Compared with the prior art, the present invention has the following advantages:

[0040] Improved energy recovery efficiency: This solution uses the coordinated energy feedback control of the active stabilizer bar and active shock absorber to intelligently adjust the energy recovery strategy according to different road conditions. It can effectively recover energy under various complex working conditions such as cornering, potholes, and bumps, significantly improving the energy recovery efficiency of the chassis system. Compared with existing technologies, the energy recovery range is wider and the recovery amount is greater, thereby extending battery life and improving the vehicle's energy utilization efficiency.

[0041] Optimizing vehicle smoothness and handling stability: On bumpy or pothole-prone roads, the active stabilizer bar disengages, independently controlling the torsion of each bar, optimizing the vehicle's vertical acceleration, suspension travel, and tire vertical displacement, effectively improving vehicle smoothness. During cornering, the active stabilizer bar engages, reducing body roll, enhancing the vehicle's roll resistance, and improving handling stability. This solution balances both smoothness and handling stability, ensuring excellent performance in all road conditions, improving driving safety and passenger comfort.

[0042] Extending battery life: This solution achieves stable energy recovery and power feeding control, avoiding the problem of battery overcharging or undercharging, helping to maintain the health of the battery, extend the battery life, and reduce the long-term use cost of the vehicle.

[0043] Reduce chassis system energy consumption: Compared with existing technologies, this solution avoids torque output redundancy under the control of a disconnectable stabilizer bar, reduces the energy consumption of the motor, and reduces the overall energy consumption of the chassis system, further improving the vehicle's energy economy. At the same time, it enhances the applicability and modularity of the chassis system, enabling it to better adapt to different vehicle models and working conditions.

[0044] Improving chassis system adaptability and modularity: This solution proposes multiple control strategies based on different road conditions, enabling the chassis system to flexibly adapt to various driving conditions and improving its adaptability. Furthermore, by optimizing the coordinated operation of the active stabilizer bar and active shock absorbers, the chassis system's modularity is enhanced, facilitating system integration and expansion, reducing R&D and production costs, and improving the vehicle's market competitiveness.

[0045] In summary, this solution effectively solves the problems of low energy recovery efficiency and insufficient vehicle performance optimization in existing technologies through an innovative collaborative energy-feeding suspension system, providing an efficient, intelligent, and reliable solution for the chassis system design of new energy vehicles, with significant practical value and broad application prospects. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] Figure 1 It is a schematic structural diagram of the active stabilizer bar assembly of the present invention in a disconnected state.

[0047] Figure 2 This is a schematic diagram of the structure of the suspension energy feedback system of the present invention;

[0048] Figure 3 Schematic diagram of the control flow of the control module of the present invention.

[0049] In the figure: 1. Information acquisition module; 2. Control module; 3. Actuator; 301. Vehicle body pillar bracket; 302. Ball joint bushing; 303. Pillar; 306. First sub-rod; 307. Motor gear; 308. Motor; 311. First support; 312. Screw; 313. Second sub-rod; 314. Second support; 316. Rod gear; 317. Housing; 3061. First electromagnetic clutch; 3131. Second electromagnetic clutch. DETAILED DESCRIPTION

[0050] Below, the present application is further described in conjunction with specific implementation methods. It should be noted that, under the premise of no conflict, the various embodiments or technical features described below can be arbitrarily combined to form new embodiments.

[0051] In the description of this application, it should be noted that for directional words, such as the terms "center", "horizontal", "longitudinal", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise" and so on, the directions and positional relationships indicated are based on the directions or positional relationships shown in the accompanying drawings, which are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and cannot be understood as limiting the specific scope of protection of this application.

[0052] It should be noted that the terms "first", "second", etc. in the description and claims of this application are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence.

[0053] Example 1: Energy recovery and stability control in cornering conditions

[0054] A vehicle is traveling on a straight road when a curve appears ahead. The driver begins to turn the steering wheel. The steering wheel angle sensor in the information acquisition module detects a steering wheel angle (SW) of 25°, greater than the set value S.W0 (20°), indicating that the vehicle is entering a turning condition. The body roll acceleration sensor detects a vehicle roll acceleration (ay) of 0.3g. The road surface sensor confirms that the current road surface is flat, without potholes or bumps. Based on the steering wheel angle (SW > S.W0), the control module determines that the vehicle is in a turning condition and issues a command to engage the active stabilizer bar. The splined sleeves and splines in the first and second electromagnetic clutches 3061 and 3131 move toward each other and become integrated. The first and second rods 306 and 313 of the active stabilizer bar are connected as a whole, enhancing the vehicle's anti-roll capability. When the vehicle turns, the active stabilizer bar twists due to body roll, driving the lever gear 316 to rotate. This meshes with the motor gear 307, driving the motor 308 to rotate, converting the stabilizer bar's torsional energy into stored electrical energy. The control module determines the timing and extent of energy recovery based on the vehicle's roll acceleration (ay). If ay is less than a set value ay0 (0.2g), the shock absorbers also participate in energy recovery. If ay is greater than ay0, the operating state of the shock absorbers and stabilizer bar is adjusted based on the relationship between ay and another set value ay* (0.4g) to ensure vehicle stability and energy recovery efficiency during cornering. The coordinated operation of the active stabilizer bar and shock absorbers effectively suppresses vehicle roll during cornering, while achieving efficient energy recovery and improving vehicle handling stability and energy efficiency. The vehicle's roll angle is reduced by 30%, significantly improving driving safety, and energy recovery efficiency is increased by 20%, extending battery range.

[0055] Example 2: Energy recovery and ride comfort control on bumpy and uneven roads

[0056] A vehicle is driving on an uneven, potholed road, subjecting it to frequent vertical impacts. The road surface sensor detects potholed and bumpy conditions. The body vertical acceleration sensor measures a vertical acceleration (ab) of 0.5g, which is greater than the set value ab0 (0.3g), indicating a significant vertical impact. The wheel vertical displacement sensors measure wheel vertical displacements (z1, z2, z3, and z4) of 10mm, 12mm, 8mm, and 11mm, respectively. The suspension travel sensors measure front suspension travel (Sf) of 50mm and rear suspension travel (Sr) of 45mm. Based on the road surface sensor signals, the control module determines the road surface is potholed and bumpy and issues a command to disengage the active stabilizer bar. The splined hubs and splines in the first and second electromagnetic clutches 3061 and 3131 move in opposite directions and disengage, allowing the first and second levers 306 and 313 of the active stabilizer bar to operate independently, minimizing interaction between the left and right wheels. When the vehicle travels on bumpy or potholed roads, the wheel bouncing causes the first and second arms 306 and 313 of the active stabilizer bar to twist, driving the linkage gear 316 to rotate. The linkage gear 316, in turn, engages with the motor gear 307, driving the motor 308 to rotate, converting the stabilizer bar's torsional energy into stored electrical energy. The control module adjusts the shock absorber damping based on the vehicle's vertical acceleration (ab > ab0) and the wheel's vertical displacement (z1, z2, z3, z4) to optimize vehicle ride comfort. If the front and rear suspension travels (Sf) and Sr are both less than the set values Sf0 (60mm) and Sr0 (55mm), energy recovery is implemented in both the front and rear active stabilizer bars. If the suspension travel exceeds the set values, the corresponding stabilizer bar outputs torque to counteract tire bouncing, ensuring vehicle ride comfort. By disconnecting and independently controlling the active stabilizer bar, the vehicle's smoothness on potholes and bumpy roads is significantly improved. At the same time, efficient energy recovery is achieved, energy waste is reduced, and vehicle comfort and energy utilization efficiency are improved. The vehicle's vertical vibration is reduced by 40%, significantly improving passenger comfort, and energy recovery efficiency is increased by 25%, extending battery life.

[0057] Example 3: Comprehensive Control under Complex Road Conditions

[0058] Driving on complex roads with curves, potholes, and bumps requires a balanced balance of energy recovery, handling stability, and ride quality. Road surface sensors monitor road conditions in real time, distinguishing between curves and straight sections, as well as potholes and bumps. The body roll acceleration sensor detects changes in the vehicle's roll acceleration (ay) across different road sections. The body vertical acceleration sensor detects changes in the body vertical acceleration (ab) across potholes and bumps. The wheel vertical displacement sensors detect changes in wheel vertical displacement (z1, z2, z3, and z4). The suspension travel sensors detect changes in the front suspension travel (Sf) and rear suspension travel (Sr). On curves, the control module determines the vehicle is in a corner based on the steering wheel angle (SW > S.W0) and initiates a command to engage the active stabilizer bar to enhance anti-roll capability. On potholes and bumps, the control module determines the road surface is pothole- or bumpy based on road surface sensor signals and initiates a command to disengage the active stabilizer bar to optimize ride quality. The control module dynamically adjusts the operating states of the shock absorbers and active stabilizer bar based on the vehicle's roll acceleration (ay) and vertical acceleration (ab), ensuring energy recovery and optimized vehicle performance under various driving conditions. During cornering, the active stabilizer bar engages, driving motor 308 through torsional motion for energy recovery. Simultaneously, the shock absorbers adjust damping based on roll acceleration ay to ensure vehicle handling stability. On bumpy or pothole-prone roads, the active stabilizer bar disengages, independently controlling the torsion of each bar. The lever gear 316 and motor gear 307 drive motor 308 for energy recovery. Simultaneously, the shock absorbers adjust damping based on vertical acceleration (ab) and suspension travel (Sf, Sr) to optimize vehicle ride comfort. Under complex road conditions, the control module comprehensively evaluates various sensor signals to coordinate the active stabilizer bar and shock absorbers, ensuring an optimal balance of energy recovery, handling stability, and ride comfort under various driving conditions, significantly improving the vehicle's overall performance and energy efficiency.

[0059] Working principle: Control module 2 is as follows Figure 3 The control method shown in the figure is used for control. The control process first determines whether the vehicle is started. If the judgment is "no", the control process ends. If the judgment is "yes", the road surface sensor in the information acquisition module 1 will obtain the current road surface information to determine whether it is a pothole or bumpy road. If the judgment is "no", the information acquisition module obtains whether the current steering wheel angle SW is less than S.W0. If the judgment is "yes", it is considered that the current vehicle is not turning, and the control module 2 outputs a signal to disconnect the active stabilizer bar assembly. Figure 1As shown, the control module 2 makes the first electromagnetic clutch 3061 and the second electromagnetic clutch 3131 move in the reverse direction and separate. The spline sleeve 19 and the spline shaft 20 drive the second sub-rod 313 and the first sub-rod 306 to move left and right respectively, thereby driving the column 303 to rotate outward around the support 1. At this time, it is ensured that the stabilizer bar is in the disconnected state to ensure the smoothness of straight driving. Subsequently, the process returns to the initial state and continues to judge whether the vehicle is started.

[0060] If the judgment of "S.W < S.W0" is "No", the control module outputs a signal to connect the active stabilizer bar assembly as Figure 1As shown, the control module makes the spline sleeve in the second electromagnetic clutch 3131 and the spline in the first electromagnetic clutch 3061 move towards each other and fit together to be connected as a whole. The spline sleeve and the spline drive the second sub-rod 313 and the first sub-rod 306 to move rightward and leftward respectively, thereby driving the column 303 to rotate inward around the support 1. Specifically, at this time, it is a turning condition. The connection of the stabilizer bar can reduce the deformation of the frame and improve the anti-roll ability of the vehicle. Subsequently, the control module 2 determines whether the vehicle roll acceleration ay is less than ay0. If the judgment is "yes", energy is recovered at the shock absorber. Assuming the vehicle turns right, at this time, the second sub-rods 313 of the front and rear active stabilizer bars twist counterclockwise upward, driving the rod system gear 316 to rotate counterclockwise and the motor gear 307 to rotate clockwise, thereby driving the motor 308 to rotate, realizing the energy recovery of the left half of the active stabilizer bar. The first sub-rod 306 twists clockwise downward, driving the rod system gear 316 to rotate clockwise and the motor gear 307 to rotate counterclockwise, thereby driving the right motor 308 to rotate, realizing the energy recovery of the right half of the active stabilizer bar. Assuming the vehicle turns left, the rotation directions of each component are reversed, and the energy recovery at the active stabilizer bar can also be realized. The control module 2 determines that the vehicle roll acceleration ay is greater than ay0. If the judgment is "no", it further determines whether the vehicle roll acceleration ay is less than ay*. If the judgment is "yes", it means that at this time, the shock absorber and the stabilizer bar cannot ensure that the vehicle does not roll excessively without changing the damping and not outputting torque. Therefore, it is necessary to increase the outer compression damping and the inner tension damping of the shock absorber to weaken the vehicle roll angle, and energy recovery cannot be performed. The front and rear active stabilizer bars perform energy recovery in the same condition as "ay < ay0". If the judgment of "ay < ay*" is "no", the outer compression damping and the inner tension damping of the shock absorber are increased, and the stabilizer bar starts to work and outputs torque. Specifically, assuming the vehicle turns right, at this time, the control module starts the motor 308. The left motor 308 drives the motor gear 307 to rotate counterclockwise, and the motor gear 307 drives the rod system gear 316 to rotate clockwise, thereby driving the second sub-rod 313 to twist clockwise downward. The right motor 308 drives the motor gear 307 to rotate clockwise, and the motor gear 307 drives the rod system gear 316 to rotate counterclockwise, thereby driving the first sub-rod 306 to twist counterclockwise upward. Assuming the vehicle turns left, the rotation directions of each component are reversed. At this time, only changing the damping of the shock absorber cannot improve the vehicle roll. It is necessary for the active stabilizer bar and the shock absorber to work simultaneously to suppress the roll to maintain the stability of vehicle handling. Therefore, at this time, neither the shock absorber nor the active stabilizer bar can recover energy.

[0061] When the sensor determines that "the road surface is a potholed and bumpy road surface", the control module 2 outputs a signal to disconnect the active stabilizer bar assembly as Figure 1As shown, the control module 2 makes the spline and the spline sleeve in the electromagnetic clutch move in opposite directions and separate, and the spline sleeve and the spline drive the second sub-rod 313 and the first sub-rod 306 to move left and right respectively, thereby driving the column 303 to rotate outward around the support 1. Specifically, it is determined whether the vehicle roll acceleration ay measured by the information acquisition module 1 is less than ay0. If the judgment is "no", then it is determined whether the vehicle roll acceleration ay is less than ay*. If the judgment is "no", the control module 2 controls the vehicle speed to decrease. Since the stabilizer bar needs to be disconnected on potholed and bumpy roads to ensure vehicle passability and ride comfort and achieve the purpose of energy harvesting. When turning on this road surface, the vehicle roll can only be improved by changing the shock absorber damping. To ensure vehicle handling stability and passenger safety, the vehicle speed can only be reduced to reduce the roll. Then the process returns to the previous step to continue judging whether ay is less than ay*. If the judgment of "ay < ay*" is "yes", the shock absorbers start to work, and the tensile damping of the inner shock absorbers increases and the compression damping of the outer shock absorbers increases. It is then determined whether the vehicle vertical acceleration ab is less than ab0. If the judgment is "no", the front and rear active stabilizer bars both need to output torques to improve the problem of deterioration of the vehicle ride comfort during turning on potholed and bumpy roads. Specifically, assuming that the left and right wheels move upward simultaneously, the left motor 308 and the right motor 308 drive the motor gears 307 and the motor gears 307 to rotate counterclockwise respectively, and drive the rod system gears 316 to rotate clockwise respectively, thereby causing the second sub-rod 313 and the first sub-rod 306 to twist clockwise downward. Assuming that the left and right wheels move downward simultaneously, the rotation directions of each component are reversed. Assuming that the left wheel moves upward and the right wheel moves downward, the left motor 308 drives the motor gear 307 to rotate counterclockwise and drives the rod system gear 316 to rotate clockwise, thereby causing the second sub-rod 313 to twist clockwise downward. The right motor 308 drives the motor gear 307 to rotate clockwise and drives the rod system gear 316 to rotate counterclockwise, thereby causing the first sub-rod 306 to twist counterclockwise upward. Assuming that the left wheel moves downward and the right wheel moves upward, the rotation directions of each component are reversed. In this working condition, the front and rear active stabilizer bars both need to work to maintain the ride comfort of the vehicle.

[0062] If the judgment of "ab < ab0" is "Yes", then it is judged whether the dynamic stroke Sf of the front suspension is less than Sf0 and whether the rear suspension Sr is less than Sr0. If the judgment is "No", at this time, if "Sf < Sf0, Sr > Sr0", energy recovery can be carried out at the front active stabilizer bar, and the rear stabilizer bar outputs a torque to resist the tire bounce. At this time, assuming that the left and right wheels move upward simultaneously, the second sub-bar 313 and the first sub-bar 306 of the front active stabilizer bar both twist counterclockwise upward, driving the linkage gear 316 to rotate counterclockwise, thereby driving the motor gear 307 and the motor gear 307 to rotate clockwise, and driving the left motor 308 and the right motor 308 to rotate, realizing energy recovery at the front active stabilizer bar. Assuming that the left and right wheels move downward simultaneously, the rotation directions of each component are opposite. Assuming that the left wheel moves upward and the right wheel moves downward, the second sub-bar 313 of the front active stabilizer bar twists counterclockwise upward, driving the linkage gear 316 to rotate counterclockwise, thereby driving the motor gear 307 to rotate clockwise, and driving the left motor 308 to rotate, realizing energy recovery at the left end of the front active stabilizer bar. The first sub-bar 306 twists clockwise downward, driving the linkage gear 316 to rotate clockwise, thereby driving the motor gear 307 to rotate counterclockwise, and driving the right motor 308 to rotate, realizing energy recovery at the right end of the front active stabilizer bar. Assuming that the left wheel moves downward and the right wheel moves upward, the rotation directions of each component are opposite. The rear active stabilizer bar works in the same way as the condition of "ay0 < ay < ay*, ab > ab0". If "Sf > Sf0, Sr < Sr0", the front stabilizer bar works and the rear stabilizer bar recovers energy.

[0063] If the judgment of "Sf < Sf0 & Sr < Sr0" is "Yes", then it is further judged whether the vertical displacements z1, z2, z3, and z4 of the wheels are all less than z0. If the judgment is "No", at this time, if "z1 > z0 & z2 < z0 & z3 < z0 & z4 < z0", the left end of the front active stabilizer bar works, and energy recovery is carried out at both the right end of the front active stabilizer bar and both ends of the rear stabilizer bar. At this time, assuming that the left front wheel moves upward, the left motor 308 drives the motor gear 307 to rotate counterclockwise, and drives the linkage gear 316 to rotate clockwise, thereby causing the second sub-bar 313 of the front active stabilizer bar to twist clockwise downward. Assuming that the left front wheel moves downward, the rotation directions of each component are opposite. Assuming that the right front wheel moves upward, the first sub-bar 306 twists counterclockwise upward, driving the linkage gear 316 to rotate counterclockwise, thereby driving the motor gear 307 to rotate clockwise, and driving the right motor 308 to rotate, realizing energy recovery at the right end of the front active stabilizer bar. Assuming that the right front wheel moves downward, the rotation directions of each component are opposite. Energy recovery can be achieved at both ends of the rear active stabilizer bar in the same way as the right end of the front active stabilizer bar, and the movement mode of the stabilizer bar is also the same as that of the right end of the front active stabilizer bar.

[0064] Similarly, if "z1 < z0 & z2 > z0 & z3 < z0 & z4 < z0", the right end of the front active stabilizer bar works, and energy recovery is performed at both ends of the left end of the front active stabilizer bar and the rear stabilizer bar. If "z1 < z0 & z2 < z0 & z3 > z0 & z4 < z0", the left end of the rear active stabilizer bar works, and energy recovery is performed at both ends of the left end of the rear active stabilizer bar and the front stabilizer bar. If "z1 < z0 & z2 < z0 & z3 < z0 & z4 > z0", the right end of the rear active stabilizer bar works, and energy recovery is performed at both ends of the left end of the rear active stabilizer bar and the front stabilizer bar.

[0065] If the judgment of "z1 < z0 & z2 < z0 & z3 < z0 & z4 < z0" is "yes", at this time, energy recovery is performed on both the front and rear active stabilizer bars. Assuming that the left and right wheels move upward simultaneously, the second sub-bar 313 and the first sub-bar 306 both rotate counterclockwise upward, driving the rod system gear 316 to rotate counterclockwise, thereby driving the motor gear 307 and the motor gear 307 to rotate clockwise, and driving the left motor 308 and the right motor 308 to rotate, realizing energy recovery at the front and rear active stabilizer bars. Assuming that the left and right wheels move downward simultaneously, the rotation directions of each component are opposite. Assuming that the left wheel moves upward and the right wheel moves downward, the second sub-bar 313 rotates counterclockwise upward, driving the rod system gear 316 to rotate counterclockwise, thereby driving the motor gear 307 to rotate clockwise, and driving the left motor 308 to rotate, realizing energy recovery at the left end of the active stabilizer bar. The first sub-bar 306 rotates clockwise downward, driving the rod system gear 316 to rotate clockwise, thereby driving the motor gear 307 to rotate counterclockwise, and driving the right motor 308 to rotate, realizing energy recovery at the right end of the active stabilizer bar. Assuming that the left wheel moves downward and the right wheel moves upward, the rotation directions of each component are opposite, and energy recovery at the front and rear active stabilizer bars can also be realized.

[0066] If the judgment of "ay < ay0" is "yes", it means that the vehicle is on a potholed and bumpy road section but not in a turning condition. Then, it is judged whether the vertical acceleration ab of the vehicle body is less than ab0. If the judgment is "no", the damping of the shock absorbers in the front and rear suspension systems both increases. The control module 2 then judges whether the vertical acceleration ab of the vehicle body is less than ab*, and if the judgment is "no", both the front and rear active stabilizer bars work, the same as the condition of "ay0 < ay < ay*, ab > ab0".

[0067] If the judgment of "ab < ab*" is "yes", the process proceeds to judge "Sf < Sf* & Sr < Sr*?", and then judges whether the dynamic stroke Sf of the front suspension is less than Sf*, and whether the rear suspension Sr is less than Sr*. If the judgment of "Sf < Sf* & Sr < Sr*" is "no", the front / rear stabilizer bar operates, and the other stabilizer bar performs energy recovery, similar to the working conditions of "ay0 < ay < ay*, ab < ab0, Sf > Sf*, Sr < Sr*" and "ay0 < ay < ay*, ab < ab0, Sf > Sf*, Sr > Sr*".

[0068] If the judgment of "Sf < Sf* & Sr < Sr*" is "yes", the process judges "z1 < z* & z2 < z* & z3 < z* & z4 < z*?", and the control module 2 continues to judge whether the vertical displacements z1, z2, z3, and z4 of the wheels are all less than z*. If the judgment of "z1 < z* & z2 < z* & z3 < z* & z4 < z*" is "no", one side of a single stabilizer bar operates, and the other stabilizer bars perform energy recovery, similar to "ay0 < ay < ay*, ab < ab0, Sf < Sf* & Sr < Sr*, z1 > z0, z2 < z0, z3 < z0, z4 < z0", "ay0 < ay < ay*, ab < ab0, Sf < Sf* & Sr < Sr*, z1 < z0, z2 > z0, z3 < z0, z4 < z0", "ay0 < ay < ay*, ab < ab0, Sf < Sf* & Sr < Sr*, z1 < z0, z2 < z0, z3 > z0, z4 < z0", and "ay0 < ay < ay*, ab < ab0, Sf < Sf* & Sr < Sr*, z1 < z0, z2 < z0, z3 < z0, z4 > z0".

[0069] If the judgment of "z1 < z* & z2 < z* & z3 < z* & z4 < z*" is "yes", both the front and rear active stabilizer bars can perform energy recovery, similar to the working condition of "ay0 < ay < ay*, ab < ab0, Sf < Sf* & Sr < Sr*, z1 < z* & z2 < z* & z3 < z* & z4 < z*".

[0070] If the judgment of "ab < ab0" is "yes", then it judges whether the dynamic stroke Sf of the front suspension is less than Sf0, and whether the rear suspension Sr is less than Sr0. If the judgment is "no", the damping of a corresponding set of shock absorbers increases, and the remaining process is the same as when the judgment of "ab < ab*" is "yes".

[0071] If the judgment of "Sf < Sf0 & Sr < Sr0" is "yes", then it continues to judge whether the vertical displacements z1, z2, z3, and z4 of the wheels are all less than z0. If the judgment is "no", the damping of a corresponding single shock absorber increases, and the remaining process is the same as when the judgment of "Sf < Sf* & Sr < Sr*" is "yes".

[0072] If the judgment of "z1 < z0 & z2 < z0 & z3 < z0 & z4 < z0" is "Yes", energy recovery is performed at the shock absorber, and the remaining process is the same as when the judgment of "z1 < z* & z2 < z* & z3 < z* & z4 < z*" is "Yes".

[0073] After the control module controls the actuator to execute the command, the process returns to the initial state and continues to judge "whether the vehicle is started" in such a cycle.

[0074] The above describes the basic principle, main features and advantages of the present application. Those skilled in the art should understand that the present application is not limited by the above embodiments. The above embodiments and the description in the specification only illustrate the principle of the present application. Without departing from the spirit and scope of the present application, the present application will have various changes and improvements, and these changes and improvements all fall within the scope of the present application claimed. The scope of protection required by the present application is defined by the appended claims and their equivalents.

Claims

1. A collaborative energy feedback suspension system, characterized in that: include: An information acquisition module (1) is used to acquire vehicle driving state information, wherein the information acquisition module (1) comprises a vehicle control unit (VCU), a chassis domain controller (DCU) and a road surface sensor; A control module (2) is used to control energy recovery and output of the suspension system based on the information collected by the information collection module (1); The actuator (3) includes a shock absorber, a disconnectable active stabilizer bar structure and a motor.

2. The cooperative energy feedback suspension system according to claim 1, characterized in that: The detachable active stabilizer bar structure includes: A vehicle body pillar bracket (301) for connecting to a vehicle chassis frame; A ball hinge bushing (302) connected to the vehicle body pillar bracket (301); A column (303) connected to the vehicle body column bracket (301) via the ball hinge bushing (302); A first branch rod (306), one end of which is connected to the column (303) through the ball hinge bushing (302); a second branch rod (313), arranged opposite to the first branch rod (306); A first support (311) and a second support (314), wherein the first branch rod (306) and the second branch rod (313) are fixed on the axle via the first support (311) and the second support (314), respectively; a screw (312) for connecting and fixing the first support (311) and the second support (314); Bolts, used for fixing the first support (311) and the second support (314) to the axle bracket; Motor (308); a motor gear (307) fixedly connected to the input shaft of the motor (308); a rod gear (316), fixed on the first branch rod (306) and the second branch rod (313), and meshing with the motor gear (307); a housing (317), wherein the motor (308) is fixed to the housing (317) by bolts; The first electromagnetic clutch (3061) and the second electromagnetic clutch (3131) are respectively installed at the ends of the first branch rod (306) and connected by splines; the first electromagnetic clutch (3061) and the second electromagnetic clutch (3131) are used to control the connection and disconnection of the active stabilizer bar.

3. The cooperative energy feedback suspension system according to claim 2, characterized in that: The vehicle information collected by the information collection module (1) includes steering wheel angle (SW), vehicle roll acceleration (ay), vehicle body vertical acceleration (ab), front suspension dynamic travel (Sf), rear suspension dynamic travel (Sr), and wheel vertical displacement (z1, z2, z3, z4).

4. The cooperative energy feedback suspension system according to claim 3, characterized in that: The control module (2) determines whether the road surface is pothole- or bumpy based on a road surface sensor, and if so, controls the active stabilizer bar to be disconnected; if not, determines whether the vehicle is turning based on a steering wheel angle (SW), and if so, controls the active stabilizer bar to be connected, and if not, controls the active stabilizer bar to be disconnected.

5. The cooperative energy feedback suspension system according to claim 4, characterized in that: The control module (2) determines whether the shock absorber and the active stabilizer bar need to perform energy recovery based on the vehicle roll acceleration (ay); if the vehicle roll acceleration (ay) is less than a set value (ay0), the shock absorber is controlled to perform energy recovery; if the vehicle roll acceleration (ay) is greater than the set value (ay0), the working state of the shock absorber and the active stabilizer bar is controlled based on the relationship between the vehicle roll acceleration (ay) and another set value (ay*) to achieve energy recovery or output torque.

6. The cooperative energy feedback suspension system according to claim 5, characterized in that: The control module (2) judges the driving state of the vehicle on a pothole-prone or bumpy road surface based on the vertical acceleration of the vehicle body (ab); if the vertical acceleration of the vehicle body (ab) is greater than a set value (ab0), the shock absorber damping is controlled to increase; and at the same time, the working state of the active stabilizer bar is judged based on the vertical displacement of the wheel (z1, z2, z3, z4) and the suspension dynamic travel (Sf, Sr), thereby realizing energy recovery or output torque.

7. The cooperative energy feedback suspension system according to claim 6, characterized in that: The control module (2) controls the disconnection and connection of the active stabilizer bar according to different road conditions, thereby achieving coordinated energy feeding between the stabilizer bar and the shock absorber, and improving the energy recovery efficiency of the chassis system and the cruising range of the entire vehicle.

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