A cooperative energy-feeding suspension system

Abstract

This application discloses a collaborative energy-recovery suspension system, belonging to the field of suspension system technology. It includes: an information acquisition module for collecting vehicle driving status information, comprising a vehicle controller, a chassis domain controller, and road surface sensors; a control module for controlling the energy recovery and output of the suspension system based on the information collected by the information acquisition module; and an actuator including a shock absorber, a disconnectable active stabilizer bar structure, and a motor. The beneficial effects of this application are: through the collaborative energy recovery control of the active stabilizer bar and active shock absorber, the energy recovery strategy is intelligently adjusted according to different road conditions, enabling effective energy recovery under various complex conditions such as turning, potholes, and bumps, significantly improving the energy recovery efficiency of the chassis system. Compared with existing technologies, it has a wider energy recovery range and recovers more energy, thereby extending battery range and improving vehicle energy utilization efficiency.

Description

Technical Field

[0001] This application relates to the field of suspension system technology, and in particular to a cooperative energy-recharge suspension system. Background Technology

[0002] In modern automotive technology, the suspension system plays a crucial role in improving vehicle ride comfort and handling stability. With the rapid development of new energy vehicles, improving energy efficiency and extending battery range have become important considerations in suspension system design.

[0003] Currently, while disconnectable active stabilizer bars and active dampers, commonly used in suspension systems, have improved vehicle performance to some extent, they still have the following shortcomings:

[0004] For example, the suspension system disclosed in patent document "CN208006634U" can convert the vertical movement of the strut into electrical energy, but its connected structure is only suitable for some uneven road surfaces and cornering conditions. When both wheels are raised or lowered simultaneously, the stabilizer bar cannot twist, preventing energy recovery and limiting its applicability. Furthermore, this technology lacks intelligent adjustment capabilities and cannot dynamically adjust the energy recovery strategy according to road conditions, resulting in low energy recovery efficiency, unstable battery charging rates, and potentially affecting battery lifespan.

[0005] While the lateral stabilizer bar control system disclosed in patent document "CN111332088A" can actively control body roll based on the vehicle's tilt angle, it only focuses on optimizing body roll and does not consider overall vehicle energy recovery and ride comfort control. This results in reduced ride comfort and passability on bumpy roads, lowering passenger comfort and limiting the applicability of the chassis system.

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

[0007] In summary, existing suspension system technologies have significant shortcomings in terms of energy recovery efficiency, intelligent adjustment capabilities, collaborative control, and adaptability to complex road conditions. Therefore, this invention proposes a collaborative energy-recovery suspension system. This system aims to intelligently adjust the energy recovery strategy according to different road conditions through the coordinated operation of a disconnectable active stabilizer bar and active dampers, while simultaneously ensuring vehicle ride comfort and handling stability, thereby improving energy utilization efficiency, extending battery range, and significantly enhancing overall vehicle performance. Summary of the Invention

[0008] One of the objectives of this application is to provide a collaborative energy-recharge suspension system to address the problems of low energy recovery efficiency, lack of coordinated control, and increased energy consumption in existing technologies.

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

[0010] The information acquisition module is used to collect vehicle driving status information. The information acquisition module includes the vehicle control unit (VCU), the chassis domain controller (DCU), and road surface sensors.

[0011] The control module is used to control the energy recovery and output of the suspension system based on the information collected by the information acquisition module;

[0012] The actuators include shock absorbers, disconnectable active stabilizer bars, and motors;

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

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

[0015] Body pillar brackets are used to connect to the vehicle chassis frame;

[0016] A ball-joint bushing is connected to the vehicle body pillar bracket;

[0017] The column is connected to the vehicle body column bracket via the ball joint bushing;

[0018] The first branch rod has one end connected to the column via the ball joint bushing;

[0019] The second branch is positioned opposite to the first branch;

[0020] The first support and the second support are respectively fixed to the axle bracket by the first support and the second support;

[0021] Screws are used to connect and fix the first support and the second support.

[0022] Bolts are used to secure the first support and the second support to the axle bracket;

[0023] Electric motor;

[0024] The motor gear is fixedly connected to the input shaft of the motor;

[0025] A linkage gear is fixed to the first and second branch rods and meshes with the motor gear;

[0026] The motor is 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 and second branch rods and connected by splines; the first electromagnetic clutch and the second electromagnetic clutch are used to control the connection and disconnection of the disconnectable active stabilizer bar.

[0028] Preferably, the vehicle information collected by the information acquisition module includes steering wheel angle SW and vehicle roll acceleration a. y Vertical acceleration a of the vehicle body b Front suspension travel S f Rear suspension travel S r And the vertical displacements of the wheels Z1, Z2, Z3, and Z4;

[0029] The information acquisition module collects various driving status information of the vehicle, including steering wheel angle SW and vehicle roll acceleration a. y Vertical acceleration a of the vehicle body b Front suspension travel S f Rear suspension travel S r The vertical displacements of the wheels, Z1, Z2, Z3, and Z4, provide comprehensive and accurate data support for the control module, enabling the system to intelligently adjust according to different road conditions and driving states, optimize vehicle handling performance, driving stability, and energy recovery efficiency, thereby improving the overall performance and driving experience of the vehicle.

[0030] Preferably, the control module determines whether the road surface is potholed or bumpy based on the road surface sensor. If so, it controls the disconnectable active stabilizer bar to disconnect; if not, it determines whether the vehicle is turning based on the steering wheel angle SW. If so, it controls the disconnectable active stabilizer bar to connect; otherwise, it controls the disconnectable active stabilizer bar to disconnect.

[0031] The control module can determine the road conditions based on the detection results of the road surface sensors. When the road surface is identified as potholes or bumps, it actively disconnects the stabilizer bar to reduce the mutual influence between wheels and improve the vehicle's smoothness and passability. On non-pothole or bumpy roads, it further determines whether the vehicle is turning based on the steering wheel angle SW. If the vehicle is turning, it connects the stabilizer bar to enhance anti-roll capability. If the vehicle is driving straight, it keeps the stabilizer bar disconnected to maintain smoothness. This intelligent control strategy effectively balances 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 is based on the vehicle's roll acceleration a y To determine whether energy recovery is needed for the shock absorbers and disconnectable active stabilizer bars, if the vehicle roll acceleration is a... y Less than the set value a y0 Then control the shock absorbers to recover energy; if the vehicle's roll acceleration a y Greater than the set value a y0 Then, based on the vehicle's roll acceleration a y With another setting value a y The relationship between the shock absorber and the disconnectable active stabilizer bar is used to control the working state of the shock absorber and achieve energy recovery or output torque.

[0033] The control module precisely monitors the vehicle's roll acceleration (a). y The energy recovery and output strategy of intelligent decision-making dampers and disconnectable active stabilizer bars. When a y Below the set threshold a y0 When the shock absorber activates its energy recovery mode, it efficiently converts the mechanical energy generated during driving into electrical energy, achieving energy recycling. If a y More than a y0 The system is based on a y With a higher threshold a y In comparison, the system flexibly adjusts the operating status of the shock absorbers and disconnectable active stabilizer bars, not only recovering energy but also outputting torque as needed to optimize vehicle dynamics. 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 vertical acceleration a of the vehicle body. b To determine the vehicle's driving status on bumpy or uneven roads, if the vehicle's vertical acceleration a b Greater than the set value a b0 Then, the damping of the shock absorber is increased, and the vertical displacements of the wheels Z1, Z2, Z3, and Z4 and the suspension travel S are adjusted accordingly. f S r Determine the working status of the disconnectable active stabilizer bar to achieve energy recovery or output torque;

[0035] The control module monitors the vehicle's vertical acceleration a b To determine the vehicle's driving status on bumpy, uneven roads. When the vehicle's vertical acceleration a b Exceeding the set threshold a b0 When the vehicle is traveling on a relatively bumpy road, the control module will increase the damping of the shock absorbers to enhance the vehicle's shock absorption effect, reduce the vertical vibration of the vehicle body, and thus improve the smoothness of the vehicle and the comfort of passengers.

[0036] Simultaneously, the control module will also combine the wheel vertical displacements Z1, Z2, Z3, Z4 and the suspension dynamic travel S f S r The data is used to further determine the operating status of the disconnectable active stabilizer bar. If the values ​​of wheel vertical displacement and suspension travel indicate that the vehicle's suspension system is under high load, the control module will adjust the operating mode of the disconnectable active stabilizer bar based on this data, enabling it to recover energy or output torque at appropriate times. For example, when the vehicle is driving on a bumpy road, the disconnectable active stabilizer bar can convert the vertical motion of the wheels into electrical energy through the reverse drive of the motor and store it, thus achieving energy recovery. When enhanced vehicle stability is needed, the disconnectable active stabilizer bar can output torque to help the vehicle better cope with bumpy roads and improve the vehicle's handling performance.

[0037] Preferably, the control module controls the disconnection and connection of the disconnectable active stabilizer bar according to different road conditions, so as to realize the coordinated energy feeding of the disconnectable active stabilizer bar and the shock absorber, thereby improving the energy recovery efficiency of the chassis system and the vehicle's driving range.

[0038] The control module can intelligently control the disconnection and connection of the disconnectable active stabilizer bar according to different road conditions, realizing the coordinated energy feeding of the disconnectable active stabilizer bar and the shock absorber, thereby improving the energy recovery efficiency of the chassis system and the vehicle's driving range. This intelligent control strategy ensures that the vehicle can achieve the best energy utilization effect 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 beneficial effects of this application are as follows:

[0040] Improved energy recovery efficiency: This solution uses a disconnectable active stabilizer bar and active damper to coordinate energy recovery control, and intelligently adjusts the energy recovery strategy according to different road conditions. It can effectively recover energy under various complex conditions such as turning, potholes, and bumps, significantly improving the energy recovery efficiency of the chassis system. Compared with existing technologies, it has a wider energy recovery range and recovers more energy, thereby extending the battery range and improving the vehicle's energy utilization efficiency.

[0041] Optimizing vehicle ride comfort and handling stability: On bumpy or uneven roads, the disconnectable active stabilizer bar disengages, independently controlling the torsion of each individual bar, optimizing vertical acceleration, suspension travel, and tire vertical displacement, effectively improving ride comfort. During cornering, the disconnectable active stabilizer bar reconnects, reducing body roll angle, enhancing roll resistance, and improving handling stability. This solution balances ride comfort and handling stability, ensuring excellent performance under various road conditions, improving driving safety and passenger comfort.

[0042] Extending battery life: This solution achieves stable energy recovery and power supply control, avoiding problems such as overcharging or undercharging of the battery, helping to maintain the battery's health, extend its lifespan, and reduce the long-term operating costs of the vehicle.

[0043] Reduced chassis system energy consumption: Compared with existing technologies, this solution avoids torque output redundancy under the control of the disconnected stabilizer bar, reduces the energy consumption of the motor, reduces the overall energy consumption of the chassis system, further improves the energy economy of the vehicle, and enhances the applicability and modularity of the chassis system, enabling it to better adapt to the needs of different vehicle models and operating conditions.

[0044] Enhancing the adaptability and modularity of the chassis system: 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. Simultaneously, by optimizing the coordinated operation of the disconnectable active stabilizer bar and active dampers, the modularity of the chassis system is improved, facilitating system integration and expansion, reducing R&D and production costs, and enhancing the vehicle's market competitiveness.

[0045] In summary, this solution, through its innovative collaborative energy-regenerative suspension system, effectively addresses the problems of low energy recovery efficiency and insufficient vehicle performance optimization in existing technologies. It provides an efficient, intelligent, and reliable solution for the chassis system design of new energy vehicles, demonstrating significant practical value and broad application prospects. Attached Figure Description

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

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

[0048] Figure 3 This is a schematic diagram of the control flow of the control module of the present invention.

[0049] In the diagram: 1. Information acquisition module; 2. Control module; 3. Actuator; 301. Body pillar bracket; 302. Ball joint bushing; 303. Pillar; 306. First branch rod; 307. Motor gear; 308. Motor; 311. First support; 312. Screw; 313. Second branch rod; 314. Second support; 316. Linkage gear; 317. Housing; 3061. First electromagnetic clutch; 3131. Second electromagnetic clutch. Detailed Implementation

[0050] The present application will be further described below with reference to specific embodiments. It should be noted that, without 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 the terms "center", "lateral", "longitudinal", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", etc., which indicate the orientation and positional relationship based on the orientation or positional relationship shown in the accompanying drawings, 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, or be constructed and operated in a specific orientation, and should not be construed as limiting the specific protection scope of this application.

[0052] It should be noted that the terms "first," "second," etc., in the specification 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 under turning conditions

[0054] The 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°, which is greater than the set value SW020°, indicating that the vehicle has entered a turning condition. The vehicle roll acceleration sensor detects a total vehicle roll acceleration a. yThe force is 0.3g; the road surface sensor confirms that the current road surface is smooth, without potholes or bumps. The control module determines that the vehicle is turning based on the steering wheel angle SW>S.W0, and issues a command to connect the disconnectable active stabilizer bar. The spline sleeves and splines in the first electromagnetic clutch 3061 and the second electromagnetic clutch 3131 move towards each other and interlock, connecting the first branch bar 306 and the second branch bar 313 of the disconnectable active stabilizer bar into a single unit, enhancing the vehicle's anti-roll capability. When the vehicle turns, due to body roll, the disconnectable active stabilizer bar twists, driving the linkage gear 316 to rotate. The linkage gear 316, through meshing with the motor gear 307, drives the motor 308 to rotate, converting the torsional energy of the stabilizer bar into electrical energy for storage. The control module determines the vehicle's anti-roll capability based on the overall vehicle roll acceleration a. y Determine the timing and extent of energy recovery, if a y Less than the set value a y0 If the amount is 0.2g, then the shock absorber also participates in energy recovery; if a y Greater than a y0 Then according to a y With another setting value a y By adjusting the working state of the shock absorbers and stabilizer bar with a 0.4g relationship, the vehicle's stability and energy recovery efficiency during cornering are ensured. Through the coordinated work of the disconnectable active stabilizer bar and shock absorbers, body roll during cornering is effectively suppressed, while energy is recovered efficiently, improving vehicle handling stability and energy utilization efficiency. The vehicle's body 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 potholes and bumpy roads

[0056] The vehicle is traveling on a bumpy, uneven road surface, and is frequently subjected to vertical impacts. The road surface sensor detects that the current road surface is bumpy and uneven; the vehicle's vertical acceleration sensor detects a vertical acceleration 'a' in the vehicle body. b The reading is 0.5g, which is greater than the set value ab00.3g, indicating that the vehicle has experienced a significant vertical impact. The wheel vertical displacement sensors detected wheel vertical displacements Z1, Z2, Z3, and Z4 of 10mm, 12mm, 8mm, and 11mm, respectively. The suspension dynamic travel sensor detected the front suspension dynamic travel S. f The rear suspension dynamic travel S is 50mm. rThe diameter is 45mm. The control module determines the current road surface as potholes or bumps based on signals from the road surface sensor and issues a command to disconnect the disconnectable active stabilizer bar. The spline sleeves and splines in the first electromagnetic clutch 3061 and the second electromagnetic clutch 3131 move in opposite directions and separate. The first and second branches of the disconnectable active stabilizer bar, 306 and 313, operate independently, reducing mutual interference between the left and right wheels. When the vehicle travels on potholes or bumps, the vertical movement of the wheels causes the first and second branches of the disconnectable active stabilizer bar to twist, driving the linkage gear 316 to rotate. The linkage gear 316, through meshing with the motor gear 307, drives the motor 308 to rotate, converting the torsional energy of the stabilizer bar into electrical energy for storage. The control module then determines the vertical acceleration a of the vehicle body based on this information. b >a b0 Adjusting the damper damping based on wheel vertical displacements Z1, Z2, Z3, and Z4 optimizes vehicle ride comfort. If the front suspension travel S... f and rear suspension travel S r All are less than the set value S f0 60mm and S r0 The 55mm front and rear disconnectable active stabilizer bars both regenerate energy. If the suspension travel exceeds a set value, the corresponding stabilizer bar outputs torque to counteract tire bounce and ensure vehicle smoothness. Through the disconnection and independent control of the active stabilizer bars, the vehicle's smoothness on bumpy roads is significantly improved, while simultaneously achieving efficient energy recovery, reducing energy waste, and enhancing vehicle comfort and energy utilization efficiency. Vertical vibration is reduced by 40%, significantly improving passenger comfort, and energy recovery efficiency is increased by 25%, extending battery range.

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

[0058] When a vehicle travels on complex roads containing curves, potholes, and bumpy sections, it needs to simultaneously maintain energy recovery, handling stability, and ride comfort. Road surface sensors monitor road conditions in real time, distinguishing between curves and straight sections, as well as potholes and bumpy sections; body roll acceleration sensors detect the vehicle's overall roll acceleration 'a'. y The changes occur on different road sections; the vehicle's vertical acceleration sensor detects the vehicle's vertical acceleration a. b Changes in uneven and bumpy road sections; wheel vertical displacement sensors detect changes in wheel vertical displacement Z1, Z2, Z3, and Z4; suspension dynamic travel sensors detect front suspension dynamic travel S. f and rear suspension travel S rThe changes are as follows: On curves, the control module determines the vehicle is turning based on the steering wheel angle SW > SW0, and issues a command to engage the disconnectable active stabilizer bar to enhance anti-roll capability; on bumpy or potholed roads, the control module determines the current road surface is bumpy or potholed based on signals from road surface sensors, and issues a command to disengage the disconnectable active stabilizer bar to optimize vehicle ride comfort. The control module also adjusts the overall vehicle roll acceleration based on the vehicle's roll acceleration a. y and the vertical acceleration a of the vehicle body b The operating states of the shock absorbers and disconnectable active stabilizer bar are dynamically adjusted to ensure energy recovery and vehicle performance optimization under different operating conditions. During cornering, the disconnectable active stabilizer bar engages, and energy is recovered via the torsional motion drive motor 308. Simultaneously, the shock absorbers adjust their operation according to the roll acceleration a. y Adjusting the damping ensures vehicle handling stability; on bumpy or uneven roads, the disconnectable active stabilizer bar can disengage, independently controlling the torsion of each individual bar. Energy recovery is achieved by driving the motor 308 via the linkage gear 316 and motor gear 307. Simultaneously, the shock absorbers adjust according to the vehicle's vertical acceleration a. b and suspension travel S f S r Adjusting damping optimizes vehicle ride comfort. Under complex road conditions, the control module comprehensively judges various sensor signals to achieve coordinated operation of the disconnectable active stabilizer bar and shock absorbers. This ensures that the vehicle can achieve the best balance of energy recovery, handling stability, and ride comfort under different operating conditions, significantly improving the vehicle's overall performance and energy utilization efficiency.

[0059] Working principle: Control module 2, through, as follows Figure 3 The control method shown is used for control. The control flow first determines whether the vehicle is started. If the determination is "no", the control flow ends; if the determination is "yes", the road sensor in information acquisition module 1 will acquire the current road information and determine whether the road surface is potholed or bumpy. If the determination is "no", the information acquisition module will acquire whether the current steering wheel angle SW is less than SW0. If the determination is "yes", it is considered that the vehicle is not turning, and control module 2 outputs a signal to disconnect the disconnectable active stabilizer bar assembly. Figure 1 As shown, the control module 2 causes the first electromagnetic clutch 3061 and the second electromagnetic clutch 3131 to move in opposite directions and disengage. The spline sleeve 19 and the spline shaft 20 drive the second branch rod 313 and the first branch rod 306 to move to the left and right respectively, thereby causing the column 303 to rotate outward around the body column bracket 301. At this time, the stabilizer bar is kept in the disengaged state to ensure the smoothness of straight-line driving. Then the process returns to the initial state and continues to determine whether the vehicle has started.

[0060] If “S .If the judgment of "W<S.W0" is "No", the control module outputs a signal to connect the disengageable active stabilizer bar assembly as Figure 1 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. The spline sleeve and the spline drive the second sub-bar 313 and the first sub-bar 306 to move rightward and leftward respectively, thereby driving the upright column 303 to rotate inward around the vehicle body upright column bracket 301. 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 judges the vehicle body roll acceleration a y whether it is less than a y0 . If the judgment is "Yes", energy is recovered at the shock absorber. Assume that the vehicle turns right. At this time, the second sub-bars 313 of the front and rear disengageable active stabilizer bars are twisted counterclockwise and 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 disengageable active stabilizer bar. The first sub-bar 306 is twisted clockwise and 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 disengageable active stabilizer bar. Assume that the vehicle turns left, then the rotation directions of each component are reversed, and the energy recovery at the disengageable active stabilizer bar can also be realized. The control module 2 judges the vehicle body roll acceleration a y is greater than a y0 . If the judgment is "No", then judge whether the vehicle body roll acceleration a y is less than a y . 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 body roll angle, and energy recovery cannot be performed. The front and rear disengageable active stabilizer bars are in the same energy recovery condition as "a y <a y0 ". If "a y <a y If the judgment is "No", the outer compression damping and inner tension damping of the shock absorber increase, the stabilizer bar starts to work, and outputs torque. Specifically, assuming the vehicle is turning right, the control module starts motor 308. The left motor 308 drives motor gear 307 to rotate counterclockwise, and motor gear 307 drives linkage gear 316 to rotate clockwise, thereby causing the second branch rod 313 to rotate clockwise downwards. The right motor 308 drives motor gear 307 to rotate clockwise, and motor gear 307 drives linkage gear 316 to rotate counterclockwise, thereby causing the first branch rod 306 to rotate counterclockwise upwards. If the vehicle is turning left, the rotation directions of each component are reversed. At this time, changing the damping of the shock absorber alone cannot improve the vehicle's roll. The disconnectable active stabilizer bar and the shock absorber need to work simultaneously to suppress the roll and maintain the vehicle's handling stability. Therefore, at this time, neither the shock absorber nor the disconnectable active stabilizer bar can recover energy.

[0061] When the sensor determines that the road surface is "pothole-prone and bumpy," control module 2 outputs a signal to disconnect the disconnectable active stabilizer bar assembly. Figure 1 As shown, control module 2 causes the spline and spline sleeve in the electromagnetic clutch to move in opposite directions and disengage. The spline sleeve and spline respectively drive the second branch rod 313 and the first branch rod 306 to move to the left and right, thereby causing the column 303 to rotate outward around the support 1. Specifically, the vehicle roll acceleration a measured by information acquisition module 1... y Is it less than a? y0 If the judgment is "no", then determine the vehicle roll acceleration a. y Is it less than a? y If the judgment is "no", control module 2 reduces the vehicle speed. Due to the uneven and bumpy road surface, the stabilizer bar needs to be disconnected to ensure vehicle passability and ride comfort, and to achieve the purpose of energy dissipation. When turning on this road surface, the only way to improve vehicle roll is to change the damping of the shock absorbers. In order to ensure vehicle handling stability and passenger safety, the only way to reduce roll is to reduce the vehicle speed. Then the process returns to the previous step and continues to judge a. y Is it less than a? y If "a" y y If the judgment is "yes", the shock absorber starts to work, with the inner shock absorber's tensile damping increasing and the outer shock absorber's compressive damping increasing. Next, the vertical acceleration 'a' of the vehicle body is judged. b Is it less than a? b0 ​If the judgment is "no", both the front and rear disconnectable active stabilizer bars need to output torque to improve the deterioration of the vehicle's ride comfort during cornering on bumpy roads. Specifically, assuming both left and right wheels are moving upwards simultaneously, the left motor 308 and right motor 308 drive the motor gear 307 and motor gear 307 to rotate counterclockwise, and respectively drive the linkage gear 316 to rotate clockwise, thus causing the second linkage 313 and the first linkage 306 to twist clockwise downwards. If both left and right wheels are moving downwards simultaneously, the rotation direction of each component is reversed. If the left wheel is moving upwards and the right wheel is moving downwards, the left motor 308 drives the motor gear 307 to rotate counterclockwise, and drives the linkage gear 316 to rotate clockwise, thus causing the second linkage 313 to twist clockwise downwards. The right motor 308 drives the motor gear 307 to rotate clockwise, and drives the linkage gear 316 to rotate counterclockwise, thus causing the first linkage 306 to twist counterclockwise upwards. If the left wheel is moving downwards and the right wheel is moving upwards, the rotation direction of each component is reversed. In this condition, both the front and rear disconnectable active stabilizer bars need to operate to maintain the smoothness of the vehicle's ride.

[0062] If “a b b0 If the judgment is "yes", then determine the dynamic range S of the front suspension. f Is it less than S? f0 And the rear suspension S r Is it less than S? r0 If the judgment is "no", then if "S" f f0 , S r > Sr0 ​​In this configuration, energy recovery can be achieved at the front disconnectable active stabilizer bar, while the rear stabilizer bar outputs torque to resist tire bounce. At this time, assuming both wheels are moving upwards simultaneously, the second branch 313 and the first branch 306 of the front disconnectable active stabilizer bar both rotate counterclockwise upwards, driving the linkage gear 316 to rotate counterclockwise. This, in turn, drives the motor gears 307 and 308 to rotate clockwise, and consequently, drives the left and right motors 308, achieving energy recovery at the front disconnectable active stabilizer bar. If both wheels are moving downwards simultaneously, the rotation direction of each component is reversed. If the left wheel is moving upwards and the right wheel is moving downwards... The second link 313 of the front disconnectable active stabilizer bar rotates counterclockwise upwards, causing the linkage gear 316 to rotate counterclockwise, which in turn drives the motor gear 307 to rotate clockwise, and consequently drives the left motor 308 to rotate. Energy recovery is achieved at the left end of the front disconnectable active stabilizer bar. The first link 306 rotates clockwise downwards, causing the linkage gear 316 to rotate clockwise, which in turn drives the motor gear 307 to rotate counterclockwise, and consequently drives the right motor 308 to rotate. Energy recovery is achieved at the right end of the front disconnectable active stabilizer bar. Assuming the left wheel is pointing downwards and the right wheel is pointing upwards, the rotation direction of each component is reversed. The rear disconnectable active stabilizer bar follows the same principle as "a". y0 y y a b >a b0 "Working under operating conditions. If "S" f >S f 0 , S r r0 When the front stabilizer bar is engaged, the rear stabilizer bar performs energy recovery.

[0063] If “S f f0 &S r r0 ​​​​​If the judgment 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 disconnectable active stabilizer bar will work, and energy recovery will be carried out at the right end of the front disconnectable active stabilizer bar and both ends of the rear stabilizer bar. At this time, assuming that the left front wheel is upward, the left motor 308 drives the motor gear 307 to rotate counterclockwise, and drives the rod system gear 316 to rotate clockwise, so that the second sub-bar 313 of the front disconnectable active stabilizer bar twists clockwise downward. Assuming that the left front wheel is downward, the rotation directions of each component are reversed. Assuming that the right front wheel is upward, the first sub-bar 306 twists counterclockwise upward, drives the rod system 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 disconnectable active stabilizer bar. Assuming that the right front wheel is downward, the rotation directions of each component are reversed. The two ends of the rear disconnectable active stabilizer bar can achieve energy recovery in the same way as the right end of the front disconnectable active stabilizer bar, and the movement mode of the stabilizer bar is also the same as that of the right end of the front disconnectable active stabilizer bar.

[0064] Similarly, if "Z1<Z0&Z2>Z0&Z3<Z0&Z...<Z0", the right end of the front disconnectable active stabilizer bar will work, and energy recovery will be carried out at the left end of the front disconnectable active stabilizer bar and both ends of the rear stabilizer bar. If "Z1<Z0&Z2<Z0&Z3>Z0&Z4<Z0", the left end of the rear disconnectable active stabilizer bar will work, and energy recovery will be carried out at the left end of the rear disconnectable active stabilizer bar and both ends of the front stabilizer bar. If "Z1<Z0&Z2<Z0&Z3<Z0&Z4>Z0", the right end of the rear disconnectable active stabilizer bar will work, and energy recovery will be carried out at the left end of the rear disconnectable active stabilizer bar and both ends of the front stabilizer bar.

[0065] If the judgment of "Z1 < Z0 & Z2 < Z0 & Z3 < Z0 & Z4 < Z0" is "Yes", at this time, both the front and rear disconnectable active stabilizer bars perform energy recovery. Assume that the left and right wheels move upward simultaneously. The second sub-bar 313 and the first sub-bar 306 both twist 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 disconnectable active stabilizer bars. Assume that when the left and right wheels move downward simultaneously, the rotation directions of each component are reversed. Assume that when the left wheel moves upward and the right wheel moves downward, the second sub-bar 313 twists 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, achieving energy recovery at the left end of the disconnectable active stabilizer bar. The first sub-bar 306 twists 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, achieving energy recovery at the right end of the disconnectable active stabilizer bar. Assume that when the left wheel moves downward and the right wheel moves upward, the rotation directions of each component are reversed, and energy recovery at the front and rear disconnectable active stabilizer bars can also be achieved.

[0066] If "a y < a y0 " is judged as "Yes", it means that the vehicle is on a potholed and bumpy road section but not in a turning condition, then judge whether the vertical acceleration a b of the vehicle body is less than a b0 . If the judgment is "No", the damping of the shock absorbers in the front and rear suspension systems increases. The control module 2 then judges whether the vertical acceleration a b of the vehicle body is less than a b . If the judgment is "No", both the front and rear disconnectable active stabilizer bars operate, the same as the condition of "a y0 < a y < a y , a b > a b0 ".

[0067] If "a b < a b " is judged as "Yes", the process proceeds to judge "S f < S f & S r < S r ?". Then judge whether the dynamic stroke S f of the front suspension is less than S f , and the S of the rear suspensionr Is it less than S? r If "S f f &S r r If the condition is "No", the front / rear stabilizer bar will activate, and the other stabilizer bar will perform energy recovery, similar to "a". y0 y y , a b b0 S f >S f , S r r " and "a y0 y y , a b b0 S f >S f , S r >S r "Operating conditions."

[0068] If “S f f &S r r If the judgment is "yes", the process will judge "Z1". <Z &Z2 <Z &Z3 <Z &Z4 <Z "?", control module 2 continues to determine whether the vertical displacements Z1, Z2, Z3, and Z4 of the wheel are all less than Z. If "Z1 <Z &Z2 <Z &Z3 <Z &Z4 <Z If the judgment is "No", only one side of a single stabilizer bar will operate, while the other stabilizer bars will perform energy recovery, similar to "a". y0 y y , a b b0 S f f ​​​​​​​​​​​​​​​ &S r <S r , Z1>Z0, Z2<Z0, Z3<Z0, Z4<Z0”, “ay0<a y <a y , a b <a b0 , S f <S f &S r <S r , Z1<Z0, Z2>Z0, Z3<Z0, Z4<Z0”, “a y0 <a y <a y , a b <a b0 , S f <S f &S r <S r , Z1<Z0, Z2<Z0, Z3>Z0, Z4<Z0” and “a y0 <a y <a y , a b <a b0 , S f <S f &S r <S r , Z1<Z0, Z2<Z0, Z3<Z0, Z4>Z0”.

[0069] If “Z1<Z &Z2<Z &Z3<Z &Z4<Z ” is judged as “yes”, both the front and rear disconnectable active stabilizer bars can perform energy recovery, same as “a y0 <a y <a y , a b <a b0 , S f <S f &S r <S r , Z1<Z &Z2 < Z &Z3 < Z &Z4 < Z ” operating condition.

[0070] If “a b < a b0 ” is judged as “yes”, then judge whether the dynamic stroke S of the front suspension f is less than S f0 , and whether the rear suspension S r is less than S r0 . If the judgment is “no”, then the damping of a set of shock absorbers is increased, and the remaining process is the same as “a b < a b ” when judged as “yes”.

[0071] If “S f < S f0 &S r < S r0 ” is judged as “yes”, then continue to judge whether the vertical displacements Z1, Z2, Z3 and Z4 of the wheels are all less than Z0. If the judgment is “no”, then the damping of a single shock absorber is increased, and the remaining process is the same as “S f < S f &S r < S r ” when judged as “yes”.

[0072] If “Z1 < Z0 & Z2 < Z0 & Z3 < Z0 & Z4 < Z0” is judged as “yes”, energy recovery is carried out at the shock absorber, and the remaining process is the same as “Z1 < Z &Z2 < Z <00​​​​​​​​​​​

Claims

1. A cooperative energy-feeding suspension system, characterized in that, include: The information acquisition module (1) is used to collect vehicle driving status information. The information acquisition module (1) includes a vehicle controller (VCU), a chassis domain controller (DCU), and a road surface sensor. The control module (2) is used to control the energy recovery and output of the suspension system based on the information collected by the information acquisition module (1); The actuator (3) includes a shock absorber, a disconnectable active stabilizer bar, and a motor; The disconnectable active stabilizer bar structure includes: Body pillar bracket (301) is used to connect to the vehicle chassis frame; A ball joint bushing (302) is connected to the vehicle body pillar bracket (301); The column (303) is connected to the vehicle body column bracket (301) via the ball joint bushing (302); The first branch rod (306) is connected at one end to the column (303) via the ball joint bushing (302); The second branch rod (313) is arranged opposite to the first branch rod (306); The first support (311) and the second support (314) are respectively fixed to the axle bracket by the first support (311) and the second support (314); Screws (312) are used to connect and fix the first support (311) and the second support (314); Bolts are used to secure the first support (311) and the second support (314) to the axle bracket; Motor (308); The motor gear (307) is fixedly connected to the input shaft of the motor (308); The linkage gear (316) is fixed on the first branch rod (306) and the second branch rod (313) and meshes with the motor gear (307); The housing (317) is to which the motor (308) is fixed 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 the second branch rod (313) and are connected by splines; the first electromagnetic clutch (3061) and the second electromagnetic clutch (3131) are used to control the connection and disconnection of the disconnectable active stabilizer bar. The control module (2) determines whether the road surface is potholed or bumpy based on the road surface sensor. If so, it controls the disconnectable active stabilizer bar to disconnect. If not, it determines whether the vehicle is turning based on the steering wheel angle (SW). If so, it controls the disconnectable active stabilizer bar to connect. Otherwise, it controls the disconnectable active stabilizer bar to disconnect.

2. The cooperative energy-feeding suspension system as described in claim 1, characterized in that: The vehicle information collected by the information acquisition module (1) includes steering wheel angle (SW) and vehicle roll acceleration (α). y ), vehicle vertical acceleration (a b ), front suspension travel (S) f ), rear suspension travel (S) r ) and wheel vertical displacement (Z1, Z2, Z3, Z4).

3. The cooperative energy-feeding suspension system as described in claim 2, characterized in that: The control module (2) is based on the vehicle roll acceleration (a) y Determine whether energy recovery is needed for the shock absorbers and disconnectable active stabilizer bars. If the vehicle roll acceleration (a) y ) less than the set value (a) y0 If the vehicle's roll acceleration (a) is high, then the shock absorbers are controlled to recover energy; if the vehicle's roll acceleration (a) is high, then the shock absorbers are controlled to recover energy. y ) greater than the set value (a) y0 ), then according to the vehicle roll acceleration (a y ) and another setting value (a) y The relationship between the shock absorber and the disconnectable active stabilizer bar is used to control the working state of the shock absorber and achieve energy recovery or output torque.

4. The cooperative energy-recharge suspension system as described in claim 3, characterized in that: The control module (2) is based on the vehicle's vertical acceleration (a) b To determine the vehicle's driving status on bumpy or uneven roads, if the vehicle's vertical acceleration (a) b ) greater than the set value (a) b0 If the damping of the shock absorber is increased, the vertical displacement of the wheel (Z1, Z2, Z3, Z4) and the suspension travel (S) will be considered. f S r It can determine the working status of the disconnectable active stabilizer bar to achieve energy recovery or output torque.

5. A cooperative energy-recharge suspension system as described in claim 4, characterized in that: The control module (2) controls the disconnection and connection of the disconnectable active stabilizer bar according to different road conditions, so as to realize the coordinated energy feeding of the disconnectable active stabilizer bar and the shock absorber, and improve the energy recovery efficiency of the chassis system and the driving range of the whole vehicle.

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