Intelligent self-adaptive damping system based on multistage electromagnetic damping

Abstract

The invention discloses an intelligent self-adaptive shock absorption system based on multistage electromagnetic damping, and relates to the technical field of shock absorbers. The electromagnetic damping device is composed of a spring electromagnetic damping integrated module, a sensing and control module and an energy management module, multiple sections of permanent magnets and multiple groups of coils can form more than three stages of discrete gears through an electronic switch, and wide-range continuous damping is realized under PWM (Pulse Width Modulation) fine tuning. A sensor collects dynamic states of a vehicle body and wheels in real time, and a microcontroller rapidly switches damping levels according to a rule threshold value and a Skyhook strategy and performs self-correction through closed-loop feedback. The electromagnetic actuator serves as a linear generator while damping, and vibration energy is stored in a local super capacitor through a bidirectional DC-DC to provide energy for subsequent active control and a vehicle-mounted power grid.

Description

Technical Field

[0001] The present invention relates to the technical field of shock absorbers, and in particular to an intelligent adaptive shock absorption system based on multi-stage electromagnetic damping. Background Art

[0002] Currently, automotive suspensions commonly utilize hydraulic cartridge shock absorbers, magnetorheological (MR) shock absorbers, or a limited number of high-end active electromagnetic suspensions. Hydraulic cartridge shock absorbers rely on valve orifice throttling to generate viscous damping. While simple in structure, they can only be set within a fixed or very narrow range of variable thresholds, hindering both ride comfort and handling. All vibration energy is dissipated as oil heat, leading to thermal attenuation and leakage risks. MR shock absorbers, by changing the viscosity of the rheological fluid under the influence of an electromagnetic field, enable rapid damping changes, but they still primarily consume energy, are subject to aging, are temperature-sensitive, and are expensive. Existing electromagnetic active suspensions directly control vehicle motion through high-power linear motors, offering excellent comfort but requiring a continuous external power supply of several hundred watts, significantly increasing overall size, cost, and system safety complexity. These three solutions commonly suffer from limited damping adjustment bandwidth, wasted energy, high energy consumption and maintenance burdens, and a lack of resilience to extreme operating conditions. These solutions struggle to meet the high efficiency, low maintenance, and comprehensive performance requirements of the new energy and intelligent era. Summary of the Invention

[0003] In order to overcome the defects of the above-mentioned prior art, the present invention provides the following technical solutions: an intelligent adaptive shock absorption system based on multi-level electromagnetic damping, comprising a spring electromagnetic shock absorption integrated module, a sensing and control module, and an energy management and power supply module; wherein the spring electromagnetic shock absorption integrated module is provided with a multi-segment permanent magnet array arranged in sequence along the shock absorber stroke direction and a plurality of corresponding coil windings, and each coil winding can be connected to the circuit independently or in combination through a power drive circuit; the sensing and control module switches between the plurality of coil windings and adjusts the coil current according to a preset rule algorithm based on the vehicle body and wheel vibration information to obtain at least three levels of different damping force; the energy management and power supply module rectifies the electric energy generated by the coil cutting the magnetic field and stores it in an independent energy storage unit, and at the same time provides excitation current to the plurality of coil windings when needed.

[0004] Preferably, the magnetic poles of adjacent permanent magnets in the multi-segment permanent magnet array are in the same direction; the number of turns of each coil winding decreases step by step from the middle to the two ends according to the stroke direction of the shock absorber; the power drive circuit includes a bidirectional DC-DC converter and a semiconductor switch array, and the semiconductor switch array is used to realize the series, parallel, short-circuit or open-circuit combination of the coil windings; the bidirectional DC-DC converter is used to both reduce the voltage of the coil generated energy and charge it into the energy storage unit, and also to increase the voltage of the energy storage unit to supply the coil windings.

[0005] Preferably, the sensing and control module has a built-in Skyhook control rule, which reduces damping when the vehicle body and wheel speeds are in the same direction, and increases damping when the vehicle body and wheel speeds are in opposite directions; the control rule uses the vehicle body vertical acceleration threshold, large displacement impact threshold and lateral acceleration threshold as multi-stage damping gear switching conditions.

[0006] Preferably, the independent energy storage unit is a supercapacitor module with a working voltage of 48V; when the voltage of the energy storage unit exceeds a set upper limit, the energy management and power supply module outputs surplus energy to the vehicle power grid through the communication interface.

[0007] Preferably, the cylinder of the spring electromagnetic shock absorption integrated module is made of aluminum alloy, and the piston rod is made of non-magnetic stainless steel; the multiple sets of coil windings use enameled copper rectangular wires and are vacuum impregnated and cured.

[0008] Preferably, the sensing and control module updates the damping gear in real time at a sampling frequency of more than 1 kHz and performs PWM fine-tuning.

[0009] Preferably, the combined switching time of the multiple sets of coil windings does not exceed 5 ms.

[0010] Preferably, the system communicates with the vehicle controller via CAN or Ethernet to achieve real-time reporting and coordinated control of the suspension damping gear, energy storage capacity and energy flow status.

[0011] Preferably, the system can still provide a minimum damping force by relying on the basic electromagnetic damping generated by the permanent magnets and the coil windings when the vehicle is powered off.

[0012] Compared with the existing technology, the present invention has the following advantages: (1) The present invention uses the combination of segmented coils and pulse width modulation fine control to achieve continuous fine-tuning of multiple discrete damping levels of soft, medium and hard, and can complete gear switching in a very short time; combined with closed-loop feedback based on the direction relationship between the vehicle body and wheel speed, the damping coefficient can smoothly transition over a wide range. Compared with traditional solutions that rely on mechanical valve plates or changes in fluid viscosity, the system can provide instant support in intense working conditions such as lane changes, pothole impacts or emergency braking, while automatically restoring a soft response on smooth roads, significantly improving posture stability and ride comfort; (2) The electromagnetic actuator of the present invention can act as a linear generator during each compression and rebound process, converting vibration kinetic energy that should be dissipated in the form of heat into electrical energy and storing it in a supercapacitor immediately. This energy can not only directly maintain control and drive, but also be fed back to the on-board low-voltage network through a bidirectional conversion circuit, effectively reducing the engine's power generation load or delaying the discharge of the power battery; (3) The present invention maintains a passive or semi-active state on smooth roads, and only discharges the drive coil briefly to apply active force when it recognizes a severe impact, continuous fluctuations or specific control requirements. In other stages, it relies on vibration power generation to meet its own energy supply. If there is excess energy storage, it can be consumed by increasing the damping or powering the vehicle's accessories, avoiding the risk of energy accumulation causing temperature rise, and the overall energy management is more efficient and safe; (4) After the present invention eliminates the working fluid, the system body is only composed of permanent magnets, windings and power electronics. There is no oil leakage, valve wear or rheological fluid aging, and maintenance requirements are greatly reduced. Even if the electronic part fails, basic electromagnetic damping can still be formed between the permanent magnet and the coil, and the parallel viscous or friction backup mechanism can provide minimum attenuation to ensure that the suspension will not hit the body due to power failure, thereby providing multiple redundancies for the driving safety of the entire vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] Figure 1 This is a control logic diagram of the present invention. DETAILED DESCRIPTION

[0014] The technical solution of the present invention will be further described below with reference to the accompanying drawings and through specific implementation methods.

[0015] The present invention provides an intelligent adaptive shock absorption system based on multi-stage electromagnetic damping, comprising: Spring electromagnetic shock absorber integrated module: Multi-stage electromagnetic shock absorber: Multiple sections of permanent magnet arrays are set in the cylinder along the stroke direction, opposite to the corresponding multiple sets of coil windings; each winding forms a variety of series / parallel, short circuit / open circuit combinations through electronic switches to achieve more than three levels of discrete damping gears; coil spring: connected in parallel with the electromagnetic shock absorber to bear static loads; guide and sealing assembly: ensure that the piston rod reciprocates linearly and maintains a uniform air gap in the cylinder.

[0016] Sensing and control module: The posture sensing unit includes a triaxial vehicle body accelerometer, a shock absorber travel / speed sensor, and vehicle speed and lateral and longitudinal acceleration sensors. The system also performs data filtering and feature extraction on the raw signals: low-pass / band-pass filtering is performed on the signals to extract features such as RMS, peak value, and dominant frequency. The microcontroller stores the rule algorithm and multi-level damping mapping table, performs millisecond-level sampling, and controls the power drive unit to switch coil combinations and adjust the excitation current. The power drive unit consists of a bidirectional DC-DC converter and a semiconductor switch array, enabling coil excitation, energy recovery, and overcurrent protection. The rule algorithm refers to a set of judgment rules based on vehicle posture, relative suspension motion, and driver operation signals. This set uses the directional relationship, amplitude level, and change trend of multi-source sensor quantities as judgment criteria, and outputs a joint decision on the damping gear and current duty cycle according to a gradual relationship from smooth to severe, from slow to sudden. The so-called multi-level damping mapping table refers to mapping different road conditions and vehicle posture modes into a number of damping gear and coil combinations with clear physical meanings, and presetting energy flow, compression and rebound differentiation strategies, and safety protection priorities for each gear. Each item in the mapping table includes: coil participation range, connection method, excitation or recovery preference, relative strength of compression and rebound, allowable fine-tuning amplitude and response speed, and specifies entry and exit conditions to ensure stable switching without frequent back and forth. The core idea of ​​this framework is to use clear discrete gears to carry control targets, and then refine the gear internally with small fine-tuning, so as to avoid uncertain continuous optimization calculations on the implementation path and ensure feasibility and stability.

[0017] The coils are divided into several groups based on their spatial location. Depending on the gear position, the controller selectively connects a small or large number of coils while maintaining a continuous magnetic circuit. When stronger suppression is required, parallel connection is prioritized to increase flow capacity. When recovery is the primary focus, paths that facilitate absorption are prioritized. To achieve intra-stage fine-tuning, the coil circuit's post-stage has multiple optional energy paths preset: recovery-oriented, dissipation-oriented, and excitation-oriented. The controller distributes weights among these paths, continuously adjusting the damping response. When the criteria call for a rapid increase in support, it can quickly switch to a stronger path, returning to the more economical path after the impact decays, avoiding unnecessary energy consumption. To avoid heating and noise caused by high-frequency switching, the system sets a minimum hold period after each switch and configures consistent hysteresis between entry and exit to ensure stability.

[0018] For ease of implementation, the system's operating modes are divided into several intuitively meaningful gears: Basic for smooth driving, emphasizing comfort; Balanced for general road conditions, balancing comfort and support; Sport for controlling stance during fast cornering and sudden changes; Guard for ditches and bumps and long travel, prioritizing bottoming out and secondary bouncing; and Park Hold, providing minimal passive damping to ensure vehicle stability when parked or powered off. Each gear position is assigned a fixed coil engagement range and connection pattern: Basic limits coil engagement and maintains energy recovery dominance; Balanced expands engagement and moderately increases regeneration rate; Sport employs a more aggressive connection pattern for stronger reaction; Guard provides stronger support during compression and higher damping during rebound to suppress rebound; and Park Hold maintains passive electromagnetic damping without excitation, with parallel viscous or friction components providing backup.

[0019] Adaptive Control: Rule Threshold Determination: The current road condition type is determined based on acceleration amplitude, frequency characteristics, wheel / body speed difference, and driver input signals. Rule threshold determination consists of three mutually reinforcing sub-criteria: vibration intensity and frequency band characteristics, relative motion direction relationship, and coupling with driver input intention. Vibration intensity and frequency band characteristics primarily focus on the amplitude levels of the body vertical, wheel tracking, and suspension travel, supplemented by a comparison of short and longer time windows to characterize transient shocks and sustained fluctuations, respectively. When a significant sudden increase occurs within a short time window, the protection mode is prioritized; when frequent moderate fluctuations occur within a longer time window, the balance mode or sport mode is maintained. Relative motion direction relationship: When the body and wheel speeds align, indicating that the vehicle may be moving with the road, damping is reduced to prevent direct energy transfer to the vehicle. When the two directions are opposite, damping is increased to stabilize the vehicle. This criterion directly determines the general direction of drag increase or reduction. Driving operation intention coupling: When steering input and lateral acceleration are significant in the same direction, the outer suspension prioritizes increased resistance to suppress roll; when brake pedal depth and longitudinal deceleration jointly indicate emergency deceleration, the front suspension prioritizes increased resistance to maintain front posture; when the drive pedal is rapidly deepened and a pitching trend occurs, the rear suspension moderately increases resistance to suppress sinking. Three sets of criteria are integrated based on the principle of safety first and comfort second: once a safety-related trigger is met, the protection or sport gear is prioritized; if safety priority is not triggered, the basic gear or balanced gear is selected based on the frequency band characteristics and direction relationship. To avoid frequent switching, the entry conditions are strict, the exit conditions are relatively loose, and a short holding period is set; during the holding period, only tightening adjustments in the same direction are allowed to avoid back-and-forth oscillation.

[0020] Skyhook's discrete damping fusion algorithm uses the directional relationship between vehicle and wheel speeds to determine damping increases and decreases, which are then mapped to pre-set multi-stage damping levels. The fusion strategy consists of three layers: target determination, gear mapping, and intra-stage fine-tuning. Target determination determines whether to increase or decrease drag based on the directional relationship between vehicle and wheel speeds, and determines the magnitude of the action based on posture safety criteria. Gear mapping maps the decision to increase or decrease drag to the adjacent stronger or weaker gear within the aforementioned range. If the current gear is at an extreme, the decision is maintained and intra-stage fine-tuning is initiated. Intra-stage fine-tuning: Within a given gear, a refined damping curve is created by varying the absorption strength of the energy recovery path and the duration of the excitation duty cycle. If insufficient damping is detected, the fine-tuning range is increased within the same gear. If excessive damping is detected, resulting in a decrease in comfort, the fine-tuning range is reduced within the same gear. The fusion strategy sets weights in the compression and rebound directions respectively to achieve differentiated characteristics of "softer compression, stronger rebound" or "stronger compression, softer rebound", ensuring the unity of tire contact with the ground and vehicle body stability.

[0021] Closed-loop feedback: Real-time monitoring of vibration damping (sensor sampling and feedback for closed-loop self-correction) allows dynamic fine-tuning of the current duty cycle within the same stage, achieving fast, smooth, and low-energy damping control. The closed-loop path comprises four steps: perception, judgment, execution, and recovery. The perception step comprises vehicle acceleration, travel or speed, wheel status, and driver input, while simultaneously collecting coil-side voltage, current, and energy storage unit status, forming a unified mechanical and electrical perception. The judgment step, executed within the microcontroller, inputs the sensed data into a set of rules to generate a combined command for gear position and energy path. The execution step is completed by the power electronics unit, whose core components are the semiconductor switch matrix, rectifier, and energy conversion components. The switch matrix enables rapid switching between open and short circuits, and between series and parallel connections between the coils. The rectifier ensures stable, unidirectional energy flow on the coil side regardless of piston motion direction. The energy conversion component switches between recuperation and supply based on commands. The recovery step reads the actual damping effect and electrical status in real time and compares them with the expected effect. If insufficient or excessive attenuation is detected, the fine-tuning amplitude is immediately adjusted within the same gear. If the deviation persists, a gear change is triggered. This closed-loop self-correction is implemented through a complete sensing-judgment-execution-recovery loop, without relying on complex high-order models. Even if some sensor signals are temporarily unavailable, the system can still operate based on the remaining signals and a conservative safety-first strategy.

[0022] Multi-stage electromagnetic shock absorber: It uses a linear motor / generator-type electromagnetic damping device, which contains multiple sets of permanent magnets and coil windings inside, providing different levels of damping force in a segmented, multi-coil structure. Mechanically, the shock absorber is configured in parallel with the spring of the traditional suspension: the spring bears the static load and basic support of the vehicle, while the electromagnetic device provides variable damping and active force. The multi-stage setting means that a multi-segment magnet array is installed on the piston rod of the shock absorber along the stroke direction, and multiple sets of coils correspond to the outer cylinder, so that the corresponding coil combination can be activated in different positions or different modes to generate damping. This layered multi-segment structure helps to obtain a sufficiently large electromagnetic coupling coefficient and damping force within a limited stroke, and also allows the damping characteristics to be quickly switched between multiple levels of soft and hard.

[0023] Electromagnetic Coil and Magnet Assembly: The coil inside the shock absorber is wound with highly conductive enameled copper wire, with multiple winding sections to achieve multi-level output. The permanent magnets utilize rare earth magnets (such as neodymium iron boron (NdFeB)) with high remanence and high energy product, stacked in a ring-shaped configuration to create a strong magnetic field. A yoke made of high-permeability material (silicon steel sheets or soft magnetic alloy) surrounds the magnets and coils to guide magnetic flux and reduce magnetic leakage, thereby improving electromagnetic conversion efficiency. Multiple coil windings can be connected in series, parallel, or activated individually as needed to produce different damping force curves and achieve multi-level damping.

[0024] Sensor Assembly: Each shock absorber unit is equipped with multiple sensors for real-time sensing of vehicle posture and road input. These sensors include a shock absorber travel sensor (which measures suspension compression / rebound displacement or velocity), a body acceleration sensor (which detects vertical vibration of the vehicle body, such as an accelerometer), and wheel acceleration or speed sensors. The data provided by these sensors serves as the basis for control decisions, enabling the system to understand current road conditions (such as the degree of bumps) and vehicle dynamics (such as changes in posture caused by cornering and braking).

[0025] Microcontroller and Control Algorithm Module: A central ECU or distributed microcontroller acquires sensor data and executes real-time control algorithms to adjust the electromagnetic shock absorbers. The controller applies control current to the shock absorber coils through the power driver circuit or switches the coil connection status to adjust the damping level. It also manages data processing from various sensors and signal interaction with other vehicle systems (such as ABS / ESP) to achieve coordination between the shock absorber system and vehicle dynamic control.

[0026] Independent power supply and energy storage unit: To ensure independent system operation, each damping unit is equipped with a local independent power supply, such as a supercapacitor or a small lithium battery pack, to store recovered energy and power the electromagnetic actuator and electronic components. A DC-DC converter and power management circuitry are also included to control energy flow from multiple power sources. When the damper generates electricity, the AC power is rectified and boosted before being stored in the energy storage element. When active damping is required, the energy storage element generates electromagnetic force through the inverter drive coil. The entire power module ensures that the damping system can be powered autonomously for a short period of time even if the main onboard power grid is disconnected, enhancing system robustness.

[0027] Additional Mechanical Structure: The shock absorber's mounting interface is identical to that of traditional shock absorbers, facilitating integration into suspension systems such as McPherson struts and double wishbones. End stops and buffer mechanisms prevent impact at the end of travel. Basic passive damping elements are also built in for fault tolerance and safety, such as a small section of viscous or friction damping to provide minimal damping capacity in extreme situations (such as power failures).

[0028] For example, when the wheels are excited by the road surface during driving, they move relative to each other. The springs are responsible for bearing and partially filtering the vibrations, while the multi-stage electromagnetic shock absorbers generate damping force by inducing currents through the movement of coils cutting through the magnetic field. Based on the sensor signals, the microcontroller adjusts the coil current or the circuit load to adjust the damping force. To increase damping, the coil current is increased or a low-impedance energy recovery circuit is connected to increase the electromagnetic reaction force. To achieve softer damping, the excitation is reduced or some coils are disconnected to reduce damping.

[0029] The multi-stage electromagnetic damping system achieves fine-grained control of shock absorption force through a combination of discretely adjustable damping levels and continuous control. Its control logic and physical implementation include the following aspects: Damping Level Division: Based on the vehicle's driving conditions and suspension requirements, the damping force is divided into multiple levels (e.g., Comfort, Standard, and Sport, or even more detailed levels). The lowest level provides minimal damping (close to the suspension's free vibration, improving comfort), the middle level offers moderate damping for a balance between comfort and handling, and the highest level provides maximum damping or active support force for vehicle stability during aggressive maneuvers or emergency situations. This multi-level division aims to replace continuously variable damping with a graded approach, making the control strategy simpler and more reliable, and enabling switching between levels without the need for complex real-time optimization.

[0030] Coil combination switching: Utilizing the segmented configuration of multiple coil groups within the shock absorber, different coil windings are connected to the circuit as needed by controlling relays or semiconductor switches. If less damping force is required, the controller activates only a small number of central coils or leaves them open to reduce electromagnetic damping. When greater damping is needed, the number of active coils is gradually increased, or the coil connection method is changed (for example, from series to parallel to increase current) to increase electromagnetic force. By activating different coil combinations, the equivalent magnetic damping coefficient can be changed, achieving multi-step damping adjustment. This hierarchical control logic avoids analog signal drift and achieves stable damping output through clear on / off or gear-type control.

[0031] Current and Load Control: Within each damping level, the coil current can be finely adjusted through PWM modulation or constant current control, achieving intra-level fine-tuning. For example, in the high-damping motion stage, the microcontroller can adjust the coil current based on the real-time vibration velocity, linearly changing the slope of the damping force curve. Furthermore, by adjusting the resistance of the energy recovery circuit or the DC-DC energy absorption rate, the induced current can be varied, effectively changing the damping. Damping control is the conversion of mechanical motion into current; controlling the current controls the damping: a short-circuited coil (low impedance) produces maximum damping, while an open-circuited coil produces virtually no damping. By configuring multiple controllable impedance channels between the open and fully short-circuited positions, damping can be continuously adjustable and discretely graded. For example, by using an electronic switch to switch between several resistor networks of varying resistance values ​​in the coil circuit, multiple fixed damping force levels can be achieved. Alternatively, a DC-DC boost can be used to vary the generator operating point for smoother damping force control.

[0032] Bidirectional damping and physical implementation: Electromagnetic shock absorbers can generate damping force in both the compression and rebound directions of the suspension (through the relative movement of the coil in the magnetic field, current is induced and energy is consumed / recovered regardless of the direction). The control logic needs to ensure that there is appropriate damping in both the compression and rebound stages. In order to avoid the occurrence of an undamped area when the electromagnetic device moves in the opposite direction, a full-bridge rectifier or other circuit can be used to allow the current to flow in one direction, so that the coil always provides damping regardless of the direction of movement of the magnet. Multi-stage electromagnetic damping can be configured asymmetrically: for example, a certain set of coils is more activated during the compression stroke, and another set is activated during rebound to achieve differentiated damping. With the help of software algorithms, the compression stroke can be set to be softer and the rebound harder, etc., to improve comfort while ensuring the vehicle's ground contact.

[0033] Control Algorithm Logic: The control algorithm selects the multi-stage damping level based on sensor data. Logically, this can be controlled using rules based on thresholds and conditions. For example, when sensors detect rapid wheel throw (severe road bumps) and vehicle acceleration exceeds a set threshold, the controller immediately switches to a high damping level, providing strong damping to prevent the suspension from bottoming out. When the road becomes flatter and vibrations are less pronounced, the controller drops to a low damping level, allowing the suspension to move more gently for improved comfort. Similarly, during high-speed cornering, lateral acceleration sensor information can be used to increase outboard suspension damping to suppress roll. Throughout this process, the control algorithm utilizes pre-set Skyhook control or fuzzy control strategies to approximate the ideal damping force through simple calculations. For example, the Skyhook algorithm adjusts damping based on vehicle and wheel speed signals, simulating a virtual suspension hook to maximize vehicle stability. Multi-stage electromagnetic dampers achieve dynamic damping adjustments in a fraction of a second through coil current switching at the physical execution level and rule-based control at the logical decision-making level, achieving on-demand damping results.

[0034] Energy management and power supply module: Independent energy storage unit: supercapacitor or high-rate lithium battery pack, used to store the electricity generated by vibration reduction and power the system; energy flow control circuit: realizes the rectification, step-down charging and step-up discharge of the generated energy, and can be optionally connected to the vehicle's 12V / 48V bus; overflow protection and energy replenishment logic: automatically switches the energy flow when the energy storage is saturated or low, ensuring safe and continuous operation of the system. The recovered energy is used for the vehicle itself or the entire vehicle through an independent power supply architecture. Its energy recovery and integration solutions include: Electromagnetic induction energy recovery principle: When the suspension moves, the multi-stage electromagnetic shock absorber essentially acts as a linear generator. The relative motion of the magnet and coil generates an electromotive force according to Faraday's law of electromagnetic induction, driving current through the coil circuit. While traditional shock absorbers dissipate kinetic energy as heat, this system converts kinetic energy into electrical energy for storage. For example, when the vehicle passes over a bump, the kinetic energy generated by the suspension compression is largely converted into electrical energy in high damping mode and charged into the energy storage device through the rectifier circuit.

[0035] Independent Energy Storage Unit: Each shock absorber module integrates an independent energy storage device (such as a supercapacitor with a capacity of several thousand farads or a small high-rate lithium battery). The energy generated by suspension vibration is instantly charged into the local energy storage via power electronics. The supercapacitor's high power density allows it to quickly absorb the instantaneous high power generated by a single suspension impact (the system's peak regenerative power can reach hundreds of watts). A linear generator directly charges this energy into the adjacent supercapacitor, eliminating transmission losses and response delays over long cables. The energy storage unit's voltage rises as the regenerated energy increases, and the accompanying DC-DC step-up / step-down circuitry regulates it to a safe and usable range.

[0036] Energy management and bidirectional power supply: The energy recovery unit must be capable of both energy collection and energy supply. A bidirectional DC-DC converter connects the energy storage unit to the shock absorber coil drive circuit. When the shock absorber is generating electricity, the converter operates in step-down mode, converting the high-voltage inductive current to a voltage suitable for energy storage and storing it. When active damping or driving force is required (for example, actively lifting the vehicle body to prepare for obstacle clearance), the converter switches to step-up mode, boosting the energy from the energy storage unit to the required voltage for the coil, driving the coil to generate electromagnetic force. This entire process is automatically managed by a microcontroller, ensuring stable and efficient energy flow. For example, if the energy storage unit voltage reaches its upper limit after a significant vibration, the controller can instruct the converter to instantly dissipate the excess energy by increasing damping or feeding it back to the vehicle's power grid to prevent overcharging.

[0037] Active Energy Utilization: Recovered energy is not only used to power the system itself but also supports active suspension functions. When the energy storage unit is sufficiently charged, the system can implement appropriate active control measures. For example, when approaching a bump, the system pre-energizes the corresponding suspension coils to generate reverse thrust, lifting the wheels to reduce impact; or it actively pulls the vehicle body to prevent it from sliding when negotiating a pothole. These active actions consume energy, but because the system reserves energy collected from previous road vibrations, they can be completed quickly without external power. If active operation causes the stored energy to decrease, the system can replenish it with subsequent vibrations. It should be noted that active energy utilization is not a continuous action, but rather a short-term intervention when sufficient energy is stored and the safety and comfort benefits are significant. Typical scenarios include: pre-lifting the wheels before navigating a bump, preventing vehicle body roll before entering a pothole, pre-adjusting the vehicle's posture during continuous undulations, and providing stronger support for the outer suspension during high-speed cornering. Prioritization is based on safety, tire contact with the road, and energy conservation. When energy storage levels are high and temperature rise is within a safe range, the active phase can intervene. When energy storage levels are low or temperature rise approaches the threshold, the active phase gives way to regeneration and passive control. All active actions are primarily short-term, and posture and energy status are immediately assessed after the action, quickly reverting to economic mode if necessary.

[0038] To ensure electrical safety and efficiency, energy overflow protection is implemented. When the road is exceptionally smooth and the suspension is regenerating with little vibration, the energy storage module's charge may drop. In this case, the main grid or the onboard backup power supply provides reverse energy replenishment, maintaining basic system operation (e.g., sensors and controllers operating at low power). Conversely, when the energy storage unit approaches saturation due to continuous regeneration after prolonged driving on extremely bumpy roads, a bypass unloading circuit is activated. For example, excess energy is dissipated through a power resistor or a dedicated brake energy recovery unit, or intelligent coordination is implemented with onboard electrical devices (e.g., allowing the air conditioning compressor to operate for a short period of time to consume excess power). This prevents overcharging of the energy storage module and allows excess energy to be used for beneficial purposes. Once the energy storage returns to a normal range, the system resumes normal energy flow management. Energy management implements overflow protection using a state-based approach, including undervoltage, normal, full, and saturated. Undervoltage: Sensing and control are maintained with low power consumption, requesting full vehicle recharge when necessary, and adjusting the damping strategy to prioritize regeneration. Normal: Energy is distributed among regeneration, supply, and dissipation according to target weights. Filling: When stored energy approaches the upper limit, damping is appropriately increased or some energy is directed to the vehicle's electrical equipment, prioritizing the immediate vehicle load. Saturation: When continued recovery would cause an overload, the bypass dissipation path is immediately switched, while active actions are restricted and the status is reported to the vehicle. Clear transition conditions and retention requirements are set between each state to ensure repeatable transition paths even during drastic energy fluctuations, thereby preventing overcharging, over-discharging, and overheating.

Claims

1. An intelligent adaptive shock absorption system based on multi-stage electromagnetic damping, characterized by: It includes a spring electromagnetic shock absorption integrated module, a sensing and control module, and an energy management and power supply module; The spring electromagnetic shock absorber integrated module is provided with a multi-segment permanent magnet array and a corresponding plurality of coil windings arranged in sequence along the shock absorber travel direction. Each coil winding can be connected to the circuit independently or in combination through the power drive circuit. The sensing and control module switches among multiple sets of coil windings and adjusts coil currents based on vehicle body and wheel vibration information according to a preset rule algorithm to obtain at least three levels of different damping forces; The energy management and power supply module rectifies the electric energy generated by the coil cutting the magnetic field and stores it in an independent energy storage unit, and provides excitation current to the multiple sets of coil windings when needed.

2. The intelligent adaptive shock absorption system based on multi-stage electromagnetic damping according to claim 1, characterized in that: The magnetic poles of adjacent permanent magnets in the multi-segment permanent magnet array are in the same direction; The number of turns of each coil winding decreases step by step from the middle to both ends according to the stroke direction of the shock absorber; The power drive circuit includes a bidirectional DC-DC converter and a semiconductor switch array, wherein the semiconductor switch array is used to realize series connection, parallel connection, short circuit or open circuit combination of coil windings; The bidirectional DC-DC converter is used to both reduce the voltage of the coil generated energy and charge it into the energy storage unit, and to increase the voltage of the energy storage unit to supply it to the coil winding.

3. The intelligent adaptive shock absorption system based on multi-stage electromagnetic damping according to claim 1, characterized in that: The sensing and control module has a built-in Skyhook control rule that reduces damping when the vehicle body and wheel speeds are in the same direction, and increases damping when the vehicle body and wheel speeds are in opposite directions; The control rule uses the vehicle body vertical acceleration threshold, large displacement impact threshold and lateral acceleration threshold as multi-stage damping gear switching conditions.

4. The intelligent adaptive shock absorption system based on multi-stage electromagnetic damping according to claim 1, characterized in that: The independent energy storage unit is a supercapacitor module with a working voltage of 48V; when the voltage of the energy storage unit exceeds the set upper limit, the energy management and power supply module outputs surplus energy to the vehicle power grid through the communication interface.

5. The intelligent adaptive shock absorption system based on multi-stage electromagnetic damping according to claim 1, characterized in that: The cylinder of the spring electromagnetic shock absorption integrated module is made of aluminum alloy, and the piston rod is made of non-magnetic stainless steel; the multiple sets of coil windings use enameled copper rectangular wires and are vacuum impregnated and cured.

6. The intelligent adaptive shock absorption system based on multi-stage electromagnetic damping according to claim 1, characterized in that: The sensing and control module updates the damping gear in real time at a sampling frequency of more than 1 kHz and performs PWM fine-tuning.

7. The intelligent adaptive shock absorption system based on multi-stage electromagnetic damping according to claim 1, characterized in that: The combined switching time of the multiple sets of coil windings does not exceed 5ms.

8. The intelligent adaptive shock absorption system based on multi-stage electromagnetic damping according to claim 7, characterized in that: The system communicates with the vehicle controller via CAN or Ethernet to achieve real-time reporting and coordinated control of suspension damping gear, energy storage capacity and energy flow status.

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