Electromechanical active actuator and control method and system thereof
By controlling the transmission connection between the reduction mechanism and the shock absorber through the clutch and switching the engagement area, the problem of local wear of the reduction mechanism in the electromechanical active suspension system is solved, the service life is extended and the transmission efficiency is improved.
Patent Information
- Application Number
- CN202510830861.0
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-06-20
- Publication Date
- 2025-09-12
AI Technical Summary
In electromechanical active suspension systems, partial engagement of the reduction mechanism leads to severe wear, shortened service life, and reduced transmission efficiency.
The transmission connection between the reduction mechanism and the shock absorber is controlled by the clutch, the meshing area is switched, and the reduction mechanism is driven by the motor to avoid long-term local meshing. The electromagnetic encoder is used to obtain the meshing position information and divide the area to control the motor to switch the meshing state.
It prolongs the service life of the reduction mechanism, reduces noise, improves transmission efficiency, and reduces manual inspection and maintenance costs.
Smart Images
Figure CN120620948A_ABST
Abstract
Description
Technical Field
[0001] The present invention relates to the technical field of suspension active actuators, in particular to an electromechanical active actuator and a control method and system thereof. Background Art
[0002] As a key component of the chassis system, the suspension transmits forces and torques between the vehicle body and wheels, ensuring a smooth ride and stable handling. Suspension systems are primarily categorized into three types: passive, semi-active, and active. Active suspension, in particular, utilizes actuators to dynamically output energy based on road conditions and vehicle status, suppressing changes in vehicle posture, attenuating road impacts, and improving ride comfort. This has become a development trend and research hotspot for suspension systems.
[0003] Currently, active suspension systems are primarily categorized by actuator type: hydraulic and electromechanical. In electromechanical active suspension systems, the active actuator is a key component that outputs the primary force to adjust vehicle posture and damp vibrations. It consists of a motor and a reduction gear. During operation, the drive motor generates torque, which is amplified by the reduction gear and then output as driving torque. This driving torque is mechanically converted into the primary force acting on the shock absorber support fork or steering knuckle. This primary force acts between the vehicle body and wheels, improving vehicle posture stability, damping body and tire vibrations, and enhancing vehicle handling stability and ride smoothness.
[0004] Since most suspension operating conditions are small-amplitude, high-frequency road vibrations, the system is affected by the suspension lever ratio and the reduction ratio of the reduction mechanism. Some of the gear teeth of the reduction mechanism are in long-term local engagement, which can easily cause local wear. Long-term local engagement can easily lead to fatigue fracture of the tooth surface and shorten its service life. Summary of the Invention
[0005] The object of the present invention is to provide an electromechanical active actuator and a control method and system thereof to solve one or more technical problems existing in the prior art and at least provide a beneficial option or create conditions.
[0006] In order to solve the above-mentioned technical problems, the technical solution adopted in the first aspect of the present invention provides an electromechanical active actuator for providing active power for the shock absorber, and the electromechanical active actuator includes: a motor; a reduction mechanism, the input end of which is connected to the output end of the motor, the output end of the reduction mechanism is transmission-connected to the shock absorber, the reduction mechanism is provided with an engageable area, and some of the gear teeth in the engageable area are in an engaged state; a clutch, which is used to disconnect the transmission connection between the reduction mechanism and the shock absorber, so that when the motor drives the reduction mechanism to operate, the gear teeth in the engageable area can be switched.
[0007] This technical solution has at least the following beneficial effects: the transmission connection between the reduction mechanism and the shock absorber can be disconnected by controlling the clutch, and then after the reduction mechanism is driven by the driving motor to run for a certain period of time, the clutch is controlled to reconnect the reduction mechanism and the shock absorber, thereby changing the gear teeth in the meshing state in the meshing area, that is, switching other gear teeth for meshing transmission, solving the problem of long-term local meshing caused by adapting to the suspension working conditions and causing serious local wear, thereby improving the service life.
[0008] A second aspect of the present invention provides a control method for an electromechanical active actuator, which is applied to the above-mentioned electromechanical active actuator, and the control method includes: obtaining the engagement position information of the reduction mechanism; dividing the engageable area of the reduction mechanism into several sub-areas; determining the engagement state of the several sub-areas based on the engagement position information, and calculating the engagement time of the sub-areas in the engagement state; when the engagement time is greater than a first preset time, controlling the clutch to disconnect the transmission connection between the reduction mechanism and the shock absorber; when the transmission connection between the reduction mechanism and the shock absorber is disconnected, controlling the motor to drive the reduction mechanism to switch the sub-area in the engagement state; when the switching of the sub-areas is completed, controlling the clutch to transmission-connect the reduction mechanism and the shock absorber.
[0009] This technical solution has at least the following beneficial effects: when the meshing time of the gear teeth in the meshing state is greater than the first preset time, it is considered that the gear teeth in the meshing state have been meshed and transmitted for a long time. After the transmission connection between the reduction mechanism and the shock absorber is disconnected by the clutch, the output end of the reduction mechanism can be in a free rotation state, and the reduction mechanism is driven to operate by controlling the motor, thereby switching different sub-regions to the meshing state. The sub-region originally in the meshing state will be converted to a non-meshing state, and then the transmission connection between the reduction mechanism and the shock absorber is returned to the reduction mechanism by controlling the clutch. When the motor provides the main force to the shock absorber through the reduction mechanism, the position of the meshing state in the meshing area of the reduction mechanism has changed, thereby avoiding the problem of local meshing and improving the service life.
[0010] Optionally, the electromechanical active actuator is applied to a vehicle, and when the engagement time is greater than a first preset time, the clutch is controlled to disconnect the transmission connection between the deceleration mechanism and the shock absorber, including: when the engagement time is greater than the first preset time, obtaining the operating condition information of the vehicle; when the operating condition information indicates that the vehicle is in a low speed or stationary state, controlling the clutch to disconnect the transmission connection between the deceleration mechanism and the shock absorber.
[0011] Optionally, when controlling the motor to drive the speed reduction mechanism to switch the sub-areas, the rotation speed of the motor is increased to shorten the completion time of switching the sub-areas.
[0012] Optionally, dividing the engageable area of the reduction mechanism into several sub-areas includes: determining the size of an actual engaging area in the engageable area that is in an engaged state according to the engaging position information; and dividing the engageable area into several sub-areas according to the actual engaging area size.
[0013] Optionally, the reduction mechanism is integrated with an electromagnetic encoder, and obtaining the meshing position information of the reduction mechanism includes: obtaining the meshing position information of the reduction mechanism through the electromagnetic encoder.
[0014] Optionally, obtaining the meshing position information of the reduction mechanism includes: obtaining historical rotation angle information of the motor, and calculating the meshing position information of the reduction mechanism according to the historical rotation angle information.
[0015] The third aspect of the present invention provides a control system for an electromechanical active actuator, comprising: an acquisition module for obtaining the engagement position information of a reduction mechanism; a control module for dividing the engageable area of the reduction mechanism into a plurality of sub-areas; determining the engagement states of the plurality of sub-areas based on the engagement position information, and calculating the engagement time of the sub-areas in the engagement state; when the engagement time is greater than a first preset time, controlling the clutch to disconnect the transmission connection between the reduction mechanism and the shock absorber; when the transmission connection between the reduction mechanism and the shock absorber is disconnected, controlling the motor to drive the reduction mechanism to switch the sub-area in the engagement state; and when the switching of the sub-areas is completed, controlling the clutch to transmission-connect the reduction mechanism and the shock absorber.
[0016] A fourth aspect of the present invention provides a vehicle, comprising a memory and a processor, wherein the memory stores a computer program, and the processor is configured to run the computer program to execute any one of the above-mentioned control methods for an electromechanical active actuator.
[0017] A fifth aspect of the present invention provides a computer-readable storage medium, wherein the storage medium stores a computer program, wherein the computer program is configured to execute any of the above-mentioned control methods for an electromechanical active actuator when running on a computer or a processor. BRIEF DESCRIPTION OF THE DRAWINGS
[0018] Figure 1 Schematic diagram of the structure of the electromechanical active actuator in an embodiment of the present invention; Figure 2 is a flow chart of a control method of an electromechanical active actuator according to an embodiment of the present invention; Figure 3 A schematic diagram of a specific flow chart of a control method for an electromechanical active actuator according to an embodiment of the present invention; Figure 41 is a flow chart of a control method for an electromechanical active actuator according to an embodiment of the present invention; Figure 5 A schematic diagram of the partitioning of a harmonic reducer in an electromechanical active actuator according to an embodiment of the present invention; Figure 6 FIG. 4 is a structural block diagram of a control system of an electromechanical active actuator according to an embodiment of the present invention. DETAILED DESCRIPTION
[0019] In order to enable those skilled in the art to better understand the solutions of the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of the present invention.
[0020] It should be noted that the terms "first", "second", etc. in the description and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that the terms used in this way are interchangeable where appropriate so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices. It should be noted that the method provided by the embodiment of the present invention is that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system containing at least one set of computer-executable instructions, and although a logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in an order different from that shown here. The method embodiment can also be executed in an electronic system / device including a memory and a processor, a similar control system, or the cloud. Taking an electronic system / device as an example, the electronic system / device may include one or more processors and a memory for storing data. Optionally, the above-mentioned electronic system / device may also include a communication device and a display device for communication functions. It will be understood by those skilled in the art that the above-mentioned structural description is only illustrative and does not limit the structure of the above-mentioned electronic system / device. For example, the electronic system / device may also include more or fewer components than the above-mentioned structural description, or have a configuration different from the above-mentioned structural description. like Figure 1As shown, an electromechanical active actuator is used to provide active force for a shock absorber. The electromechanical active actuator includes a motor 900, a reduction mechanism 910, and a clutch 920. The input end of the motor 900 and the reduction mechanism 910 are connected via the motor 900 drive shaft. The output end of the reduction mechanism 910 is connected to the robotic arm via the clutch 920. The other end of the robotic arm is a ball joint, which is fixedly connected to the conventional shock absorber connecting fork.
[0021] When an electromechanical active actuator is applied to a vehicle's suspension, during vehicle travel, motor 900 is controlled to generate motor torque T0. After being decelerated by reduction mechanism 910, this torque is amplified into drive torque T1. Drive torque T1 then acts on the transmission damper to generate active force F1. This active force F1 can be used to stabilize vehicle posture, control wheel lift, and enhance vehicle ride smoothness and handling stability.
[0022] The motor 900 can be a permanent magnet synchronous motor, outputting motor torque T0 and rotational speed. The reduction mechanism 910 can be a harmonic reducer, an RV reducer (rotating vector reducer), a planetary reducer, or a cycloid reducer. After passing through the reduction mechanism 910, the actuator drive torque T1 = T0 * i * η, where i is the transmission ratio and η is the transmission efficiency. The clutch 920 is an electromagnetic clutch, positioned between the reduction mechanism 910 and the robotic arm, providing a transmission connection between the reduction mechanism 910 and the robotic arm. The electromagnetic clutch is normally closed. That is, when the clutch 920 is de-energized, the reduction mechanism 910 is connected to the robotic arm, locked by the clutch 920, and the robotic arm and reduction mechanism 910 move synchronously. When the clutch 920 is energized, its internal coil engages, disconnecting the reduction mechanism 910 from the robotic arm. This allows the motor 900 to drive the reduction mechanism 910 to rotate freely, further adjusting the engagement position of the reduction mechanism 910.
[0023] One end of the robotic arm is connected to the reduction mechanism 910 via an electromagnetic clutch, and the other end is connected to a conventional shock absorber support fork or steering knuckle via a ball joint. The robotic arm utilizes the principle of leverage to convert driving torque T1 into active force F1 acting on the support fork or steering knuckle. Furthermore, the motor 900 has a built-in Hall effect sensor that identifies the motor's rotational position and speed. The actuator also has a mechanical housing. The motor 900, reduction mechanism 910, shaft, and mechanical housing are integrated as a single unit, fixedly connected to the vehicle's front and rear subframes (body).
[0024] It can be understood that the reduction mechanism 910 has meshing gear teeth, and the entire circumferential meshing area of the meshing gear teeth is set as the meshing area, and some gear teeth in the meshing area are in a meshing state, and some gear teeth are in a non-meshing state.
[0025] By controlling the clutch 920 to disconnect the transmission connection between the reduction mechanism 910 and the shock absorber, and then driving the reduction mechanism 910 to run for a certain period of time through the drive motor 900, the clutch 920 is controlled to reconnect the reduction mechanism 910 and the shock absorber, thereby changing the gear teeth in the meshing state in the meshing area, that is, switching other gear teeth for meshing transmission, solving the problem of long-term local meshing caused by adapting to the suspension working conditions and causing serious local wear, thereby improving the service life.
[0026] like Figure 2-5 As shown, a control method for an electromechanical active actuator is applied to the above-mentioned electromechanical active actuator, comprising the following steps: Step S100: obtaining the meshing position information of the speed reduction mechanism.
[0027] Specifically, an electromagnetic encoder can be integrated into the reduction mechanism to measure and record its rotational motion, providing accurate and real-time position, velocity, and acceleration information. This encoder provides real-time feedback on the reduction mechanism's meshing position, allowing the encoder to capture this information. For example, by calibrating the reduction mechanism's initial meshing position, the current meshing angle can be determined using the reduction mechanism's speed information.
[0028] In another embodiment, the reduction mechanism's meshing position information can be calculated by obtaining historical motor rotation angle information. For example, a Hall effect sensor installed on the motor can provide feedback on the motor's rotor position signal and motor speed. The Hall effect sensor can be used to calculate the motor's speed, rotor position, and rotation direction. The reduction ratio of the reduction mechanism can be used to further derive the reduction mechanism's speed and rotation direction, and thus the current gear meshing area position of the reduction mechanism, i.e., the meshing position information, can be derived.
[0029] Step S200: dividing the meshable area of the reduction mechanism into a plurality of sub-areas.
[0030] Specifically, taking the harmonic reducer as an example, the flexible wheel can be divided into areas numbered 1 to 3, with area 1 being the meshing area and areas 2 and 3 being the non-meshing areas. Other types of reduction mechanisms can be physically divided according to their characteristics, for example, according to the ratio of the number of meshing teeth to the total number of teeth, etc. The several sub-areas formed after the division can be distributed adjacently or partially overlapped, and the sizes of the several sub-areas can be equal or unequal. The division can be carried out based on the results obtained after experiments on the reduction mechanism that are most conducive to extending the service life of the reduction mechanism. Since the meshing position is divided into areas, the calculation does not need to be too detailed or accurate. To simplify development, calibration can be performed based on the actual reduction mechanism and the motor to obtain the corresponding relationship between the meshing area and the motor rotor position and speed. It should be noted that when determining the meshing area division, step S200 can be performed first, and then step S100 can be performed.
[0031] Step S300: determining the meshing states of a plurality of sub-regions according to the meshing position information, and calculating the meshing time of the sub-regions in the meshing state.
[0032] Specifically, the position of the reduction mechanism in the meshing state can be determined based on the meshing position information, so as to judge which of several sub-areas are in the meshing state and which are in the non-meshing state, and calculate how long the sub-area in the meshing state has been meshing, that is, the meshing time, so as to judge the working condition of the sub-area in the meshing state.
[0033] Step S400: When the engagement time is greater than a first preset time, the clutch is controlled to disconnect the transmission connection between the speed reduction mechanism and the shock absorber.
[0034] Specifically, when the engagement time of a sub-region exceeds a first preset time, it is considered that the sub-region has been in engagement for an extended period. Continued engagement could result in tooth surface fatigue fractures. Therefore, at this point, the clutch is controlled to disconnect the transmission connection between the reduction mechanism and the shock absorber to facilitate engagement between the different sub-regions and protect the gear teeth in the previously engaged sub-region. The first preset time is defined based on the durability of the reduction mechanism and can be determined through a reduction mechanism durability test. For example, the first preset time can be set to 25 minutes, 30 minutes, 35 minutes, etc.
[0035] Step S500: When the transmission connection between the reduction mechanism and the shock absorber is disconnected, the motor is controlled to drive the reduction mechanism to switch to a sub-region in an engaged state.
[0036] Specifically, when the electromagnetic clutch is disengaged, the motor immediately starts and drives the reduction mechanism to rotate, thereby causing the sub-region of the reduction mechanism that was originally in the meshing state to exit the meshing state, and the next adjacent sub-region to enter the meshing state and start calculating the meshing time of the sub-region.
[0037] Based on the number n of sub-regions within the reduction mechanism's meshing area, the reduction ratio i, and the motor position signal, the motor can be driven i / n times, thereby driving the reduction mechanism to the next sub-region for meshing. If i / n is not an integer, calibration can be used to determine the number of motor revolutions during the switching process. To ensure rapid switching, when the control motor drives the reduction mechanism to switch sub-regions, the motor speed can be increased at a higher acceleration rate. The motor speed is then accelerated appropriately. When approaching i / n revolutions, the motor is rapidly decelerated at a higher deceleration rate to shorten the time required to complete the sub-region switch.
[0038] Step S600: When the switching of the sub-areas in the working area is completed, the clutch is controlled to transmit and connect the speed reduction mechanism and the shock absorber.
[0039] Specifically, when the motor rotates to a preset number of circles and stops, the electromagnetic clutch drive signal is turned off, and the clutch is reclosed to lock the deceleration mechanism and the robotic arm. The motor output torque can be transmitted to the robotic arm, thereby continuing to output the main force to attenuate vibration.
[0040] The present invention considers that the gear teeth in the meshing state of the sub-region have been meshed and transmitted for a long time when the meshing time of the gear teeth in the meshing state is greater than the first preset time, and after the transmission connection between the reduction mechanism and the shock absorber is disconnected by the clutch, the output end of the reduction mechanism is put into a free rotation state, and then the reduction mechanism is driven to operate by controlling the motor, thereby switching different sub-regions to the meshing state, and the sub-regions originally in the meshing state will be converted into the non-meshing state, and then the transmission connection between the reduction mechanism and the shock absorber is returned to the reduction mechanism by controlling the clutch. Then, when the motor continues to provide the main force to the shock absorber through the reduction mechanism, the position of the meshing state in the meshing area of the reduction mechanism has changed, thereby avoiding the problem of local meshing and improving the service life.
[0041] Optionally, step S400 includes step S410 and step S420.
[0042] Step S410: When the engagement time is greater than a first preset time, the vehicle operating condition information is obtained.
[0043] Specifically, when an electromechanical active actuator is used in a vehicle and the engagement time exceeds a first preset time, the vehicle may be in a condition requiring the active actuator to operate. Directly disconnecting the active power supply could result in the suspension failing to provide adequate vibration damping, impacting the vehicle's driving experience. Therefore, by acquiring vehicle operating condition information, it is determined whether the vehicle is in a condition suitable for disconnecting the active power supply, and then the active power disconnection operation is performed. This vehicle operating condition information may include the flatness of the road surface, the vehicle's longitudinal acceleration, the vehicle speed signal, the brake pedal signal, the accelerator pedal signal, the engine start / stop signal, the door signal, and the suspension position signal.
[0044] Step S420: When the operating condition information indicates that the vehicle is in a low speed or stationary state, the clutch is controlled to disconnect the transmission connection between the deceleration mechanism and the shock absorber.
[0045] Specifically, when the vehicle is at low speed or stationary, the shock absorber itself provides good vibration damping. Therefore, in this situation, the clutch can be controlled to temporarily disconnect the transmission connection between the deceleration mechanism and the shock absorber, thereby achieving safe and seamless switching between the two zones. In other embodiments, in addition to the vehicle being at low speed or stationary, switching can also require that the longitudinal acceleration is below a preset value and the accelerator pedal is not applied.
[0046] Optionally, step S200 includes step S210 and step S220.
[0047] Step S210: determining the size of the actual meshing area in the meshing state in the meshing area according to the meshing position information.
[0048] Specifically, when the active actuator starts to provide the main force, due to the small-amplitude, high-frequency road vibration of the shock absorber, the gear rotation angle of the reduction mechanism is frequently within a certain angle range, and the size of the actual meshing area is determined by this angle range, and the actual meshing area and the range of the gear teeth that are frequently worn in the process are determined.
[0049] Step S220: Divide the meshable area into several sub-areas according to the actual meshing area size.
[0050] Specifically, the meshing area is divided into several sub-areas based on the size of the gear teeth that are frequently worn. When dividing, the adjacent position in the direction of rotation is used as the next complete sub-area, until the remaining meshing area is used as the last sub-area. After each switching is completed and the clutch is reconnected to the reduction mechanism and the shock absorber, the meshing area will be redivided until it is necessary to switch the sub-area. The division result determined at that time is used to switch to the next complete sub-area in the direction of rotation as the meshing state. In this way, after each switching of the sub-areas, the gear teeth in the meshing state will basically be in the current sub-area. Since the meshing area is redivided each time, the meshing area is continuously circulated, making the meshing condition of the meshing area more uniform.
[0051] Optionally, after the motor's angular position corresponds to the meshing area of the reduction mechanism, the gear life can be further estimated based on the motor speed, torque signal, etc., and the relevant data information can be uploaded to the cloud to remind the user to perform inspection and maintenance.
[0052] The problems that can be solved by the embodiments of the present invention are as follows: 1. Local wear and durability issues of the reduction mechanism: When it is determined that some gears of the reduction mechanism are in long-term or frequent engagement, the electromagnetic clutch is used to disconnect the reduction mechanism and the robotic arm. At this time, the motor drives the reduction mechanism to rotate freely, switching the gear engagement area. After the switch, the electromagnetic clutch is reclosed to avoid local high-frequency engagement and stress concentration of the gears. This further improves the wear problem and increases the durability.
[0053] 2. Noise problem: After improving the problem of local wear of gears, the noise problem caused by gear tooth wear can also be further reduced.
[0054] 3. Transmission efficiency and active actuator performance issues: The reduction in transmission efficiency is mainly caused by wear of the reduction mechanism. Improving the wear can simultaneously ensure the transmission efficiency and performance of the actuator; 4. Manual inspection and maintenance cost issues: This algorithm can be used to quickly derive the frequency of gear meshing in different areas. Combined with big data information, it can predict the durability of the vehicle's electromechanical active suspension, thereby alerting the driver or maintenance personnel and reducing manual inspection costs.
[0055] The beneficial effects of the embodiments of the present invention are as follows: 1. Extend life: By dynamically switching the meshing area (dividing the area), the local wear rate is reduced and the durability of the system is improved; 2. Energy saving and consumption reduction: By reducing local wear, the transmission efficiency and motor energy consumption are guaranteed during the system life cycle; 3. Performance guarantee: By reducing local wear, the control effect is guaranteed during the system life cycle; 4. Intelligent maintenance: Durability control algorithm enables life prediction and reduces the frequency of manual inspections.
[0056] Through the description of the above embodiments, those skilled in the art will clearly understand that the methods according to the above embodiments can be implemented using software plus the necessary general-purpose hardware platform. Of course, hardware can also be used, but in many cases the former is the more preferred implementation method. Based on this understanding, the technical solution of the present invention, or the portion that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, or optical disk) and includes a number of instructions for enabling a terminal device (which can be a mobile phone, computer, server, or network device, etc.) to execute the methods described in various embodiments of the present invention. In this embodiment, a control system for an electromechanical active actuator is also provided. The system includes a memory, a processor, and a program stored in the memory and executable on the processor. When the program is executed by the processor, it is used to implement the above-mentioned embodiments and preferred implementation methods. The details that have been explained will not be repeated here. As used below, the term "module" refers to a combination of software and / or hardware that can implement a predetermined function. Although the systems described in the following embodiments are preferably implemented in software, implementation in hardware, or a combination of software and hardware, is also possible and contemplated.
[0057] like Figure 6 As shown, a control system of an electromechanical active actuator includes: The acquisition module 700 is used to execute step S100, i.e., to acquire the meshing position information of the speed reduction mechanism; The control module 800 is used to execute steps S200, S300, S400, S500 and S600, that is, to divide the engageable area of the reduction mechanism into a plurality of sub-areas; determine the engagement state of the plurality of sub-areas based on the engagement position information, and calculate the engagement time of the sub-areas in the engagement state; when the engagement time is greater than a first preset time, control the clutch to disconnect the transmission connection between the reduction mechanism and the shock absorber; when the transmission connection between the reduction mechanism and the shock absorber is disconnected, control the motor to drive the reduction mechanism to switch the sub-area in the engagement state; when the switching of the sub-areas is completed, control the clutch to transmission-connect the reduction mechanism and the shock absorber.
[0058] Optionally, the control module 800 is also used to execute steps S410 and S420, that is, when the engagement time is greater than the first preset time, the vehicle's operating condition information is obtained; when the operating condition information indicates that the vehicle is at a low speed or stationary state, the clutch is controlled to disconnect the transmission connection between the deceleration mechanism and the shock absorber.
[0059] Optionally, the control module 800 is further configured to execute steps S210 and S220, namely, determining the size of the actual meshing area in the meshing state in the meshing area according to the meshing position information; and dividing the meshing area into a plurality of sub-areas according to the actual meshing area size.
[0060] Alternatively, specific examples in this embodiment may refer to the examples described in the above embodiments and optional implementations, and this embodiment will not be described in detail here. The system embodiment described above is merely illustrative, and the units described as separate components may or may not be physically separate, that is, they may be located in one place or distributed across multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of this embodiment.
[0061] An embodiment of the present invention further provides a vehicle, comprising a memory and a processor, wherein the memory stores a computer program, and the processor is configured to run the computer program to execute a control method for an electromechanical active actuator as described in any of the above embodiments.
[0062] The vehicle can be a private car, such as a sedan, SUV, MPV, or pickup truck. It can also be a commercial vehicle, such as a van, bus, small truck, or large trailer. The vehicle must have an electric motor that can output power or store mechanical energy as a generator. If the vehicle is a new energy vehicle, it can be a hybrid or a pure electric vehicle.
[0063] Optionally, in this embodiment, the processor in the vehicle may be configured to run a computer program to execute the steps of the control method in the aforementioned embodiment: Step S100: obtaining the meshing position information of the reduction mechanism; Step S200, dividing the meshable area of the speed reduction mechanism into a plurality of sub-areas; Step S210, determining the size of the actual meshing area in the meshing state in the meshing area according to the meshing position information; Step S220, dividing the meshable area into a plurality of sub-areas according to the actual meshing area size; Step S300, determining the meshing states of the plurality of sub-regions according to the meshing position information, and calculating the meshing time of the sub-regions in the meshing state; Step S400: When the engagement time is greater than a first preset time, controlling the clutch to disconnect the transmission connection between the speed reduction mechanism and the shock absorber; Step S410: When the engagement time is greater than the first preset time, obtaining the vehicle operating condition information; Step S420: When the operating condition information indicates that the vehicle is at a low speed or stationary state, controlling the clutch to disconnect the transmission connection between the deceleration mechanism and the shock absorber; Step S500: When the transmission connection between the reduction mechanism and the shock absorber is disconnected, the motor is controlled to drive the reduction mechanism to switch to a sub-region in an engaged state; Step S600: When the switching of the sub-areas in the working area is completed, the clutch is controlled to transmit and connect the deceleration mechanism and the shock absorber.
[0064] Optionally, specific examples in this embodiment may refer to the examples described in the above embodiments and optional implementation modes, and this embodiment will not be described in detail here.
[0065] An embodiment of the present invention further provides a computer-readable storage medium storing a computer program, wherein the computer program is configured to execute a control method for an electromechanical active actuator described in any of the above embodiments when running on a computer or processor.
[0066] Optionally, in this embodiment, the computer program may be configured to store a computer program for executing the steps of the control method in the aforementioned embodiment: Step S100: obtaining the meshing position information of the reduction mechanism; Step S200, dividing the meshable area of the speed reduction mechanism into a plurality of sub-areas; Step S210, determining the size of the actual meshing area in the meshing state in the meshing area according to the meshing position information; Step S220, dividing the meshable area into a plurality of sub-areas according to the actual meshing area size; Step S300, determining the meshing states of the plurality of sub-regions according to the meshing position information, and calculating the meshing time of the sub-regions in the meshing state; Step S400: When the engagement time is greater than a first preset time, controlling the clutch to disconnect the transmission connection between the speed reduction mechanism and the shock absorber; Step S410: When the engagement time is greater than the first preset time, obtaining the vehicle operating condition information; Step S420: When the operating condition information indicates that the vehicle is at a low speed or stationary state, controlling the clutch to disconnect the transmission connection between the deceleration mechanism and the shock absorber; Step S500: When the transmission connection between the reduction mechanism and the shock absorber is disconnected, the motor is controlled to drive the reduction mechanism to switch to a sub-region in an engaged state; Step S600: When the switching of the sub-areas in the working area is completed, the clutch is controlled to transmit and connect the deceleration mechanism and the shock absorber.
[0067] Optionally, specific examples in this embodiment may refer to the examples described in the above embodiments and optional implementation modes, and this embodiment will not be described in detail here. In some embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. Among them, the system embodiments described above are only exemplary. For example, the division of the modules can be a logical function division. In actual implementation, there may be other division methods, such as multiple modules or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, modules or indirect coupling or communication connection of modules, which can be electrical or other forms.
[0068] Those skilled in the art will appreciate that all or some of the steps and systems disclosed above can be implemented as software, firmware, hardware, or any combination thereof. Some or all of the physical components may be implemented as software executed by a microprocessor, such as a central processing unit (CPU), a digital signal processor (DSP), or a microprocessor, or as hardware, or as an integrated circuit, such as an application-specific integrated circuit (ASIC). Such software may be distributed on computer-readable media, which may include computer storage media (or non-transitory media) and communication media (or transient media). As is well known to those skilled in the art, the term computer storage media encompasses volatile and non-volatile, removable, and non-removable media implemented in any method or technology for storing information, such as computer-readable instructions, data structures, program modules, or other data. Computer storage media includes, but is not limited to, RAM, ROM, EEPROM, flash memory or other memory technologies, CD-ROM, digital versatile disks (DVDs) or other optical disk storage, magnetic cassettes, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other medium that can be used to store the desired information and can be accessed by a computer. Furthermore, as is well known to those skilled in the art, communication media typically includes computer-readable instructions, data structures, program modules, or other data in a modulated data signal such as a carrier wave or other transport mechanism, and may include any information delivery media.
[0069] The embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate, i.e., they may be located in one place or distributed across multiple network units. Some or all of the modules may be selected based on actual needs to achieve the objectives of this embodiment.
Claims
1. An electromechanical active actuator for providing active force to a shock absorber, characterized in that: The electromechanical active actuator comprises: Motor; A reduction mechanism, wherein an input end is connected to an output end of the motor, an output end of the reduction mechanism is transmission-connected to the shock absorber, and the reduction mechanism is provided with an engageable area, wherein some gear teeth in the engageable area are in an engaged state; The clutch is used to disconnect the transmission connection between the reduction mechanism and the shock absorber, so that when the motor drives the reduction mechanism to operate, the gear teeth in the meshing state in the meshing area can be switched.
2. A control method for an electromechanical active actuator, applied to the electromechanical active actuator according to claim 1, characterized in that: The control method includes: Acquiring meshing position information of the reduction mechanism; Dividing the meshable area of the reduction mechanism into a plurality of sub-areas; determining the meshing states of the plurality of sub-regions according to the meshing position information, and calculating the meshing time of the sub-regions in the meshing state; When the engagement time is greater than a first preset time, the clutch is controlled to disconnect the transmission connection between the speed reduction mechanism and the shock absorber; When the transmission connection between the reduction mechanism and the shock absorber is disconnected, controlling the motor to drive the reduction mechanism to switch to a sub-region in an engaged state; When the switching of the sub-areas is completed, the clutch is controlled to drive and connect the speed reduction mechanism and the shock absorber.
3. The control method of an electromechanical active actuator according to claim 2, characterized in that: The electromechanical active actuator is applied to a vehicle, and when the engagement time is greater than a first preset time, the clutch is controlled to disconnect the transmission connection between the deceleration mechanism and the shock absorber, comprising: When the engagement time is greater than a first preset time, obtaining operating condition information of the vehicle; When the operating condition information indicates that the vehicle is in a low speed or stationary state, the clutch is controlled to disconnect the transmission connection between the speed reduction mechanism and the shock absorber.
4. The control method of an electromechanical active actuator according to claim 2, characterized in that: When the motor is controlled to drive the speed reduction mechanism to switch the sub-areas, the rotation speed of the motor is increased to shorten the completion time of switching the sub-areas.
5. The control method of an electromechanical active actuator according to claim 2, characterized in that: The meshable area of the speed reduction mechanism is divided into a plurality of sub-areas, including: determining the size of an actual meshing area in the meshable area in a meshing state according to the meshing position information; The meshable area is divided into a plurality of sub-areas according to the size of the actual meshing area.
6. The control method of an electromechanical active actuator according to claim 2, characterized in that: The deceleration mechanism is integrated with an electromagnetic encoder, and obtaining the meshing position information of the deceleration mechanism includes: The meshing position information of the speed reduction mechanism is obtained through the electromagnetic encoder.
7. The control method of an electromechanical active actuator according to claim 2, characterized in that: The acquiring of the meshing position information of the reduction mechanism includes: The historical rotation angle information of the motor is acquired, and the meshing position information of the reduction mechanism is calculated according to the historical rotation angle information.
8. A control system for an electromechanical active actuator, characterized in that: include: An acquisition module is used to: acquire meshing position information of the reduction mechanism; a control module configured to: divide the meshing area of the speed reduction mechanism into a plurality of sub-areas; determine the meshing states of the plurality of sub-areas according to the meshing position information, and calculate the meshing time of the sub-areas in the meshing state; When the engagement time is greater than a first preset time, the clutch is controlled to disconnect the transmission connection between the deceleration mechanism and the shock absorber; when the transmission connection between the deceleration mechanism and the shock absorber is disconnected, the motor is controlled to drive the deceleration mechanism to switch to a sub-area in an engaged state; when the switching of the sub-areas is completed, the clutch is controlled to transmission-connect the deceleration mechanism and the shock absorber.
9. A vehicle comprising a memory and a processor, characterized in that: The memory stores a computer program, and the processor is configured to run the computer program to execute the control method for an electromechanical active actuator according to any one of claims 1 to 7.
10. A computer-readable storage medium, characterized in that The storage medium stores a computer program, wherein the computer program is configured to execute the control method of an electromechanical active actuator according to any one of claims 1 to 7 when running on a computer or a processor.