Automobile suspension system, automobile and rigidity adjusting method

Abstract

The invention discloses an automobile suspension system, an automobile and a rigidity adjusting method, a stabilizer bar assembly of the automobile suspension system comprises a first bar body, a second bar body and an excitation part, the second bar body is arranged on the first bar body in a penetrating mode, the first bar body is provided with a containing cavity used for storing magnetorheological fluid, and the excitation part is arranged on the second bar body; the detection unit is used for detecting driving parameters of the automobile; the second rod body is driven by external force to move relative to the first rod body, and the control unit is used for obtaining driving parameters of the detection unit and adjusting a current signal output by the power supply unit to the excitation part based on the driving parameters. Therefore, the control unit can adjust the fluid characteristics of the magneto-rheological fluid in real time according to the running state of the automobile, so that the rigidity and the damping force are adjusted and controlled through the magneto-rheological fluid in the stabilizer bar assembly, the adjusting method is simple, the overall complexity and energy consumption of an automobile suspension system are reduced, and the automobile suspension system is suitable for popularization and application. And the manufacturing and using cost of the automobile suspension system is further reduced.

Description

Technical Field

[0001] The present application relates to the field of automobile technology, and in particular to an automobile suspension system, an automobile, and a stiffness adjustment method. Background Art

[0002] Traditional passive suspension systems are widely used in the automotive industry for shock absorption. These systems typically provide fixed damping force and stiffness, failing to effectively reduce vibration. Active suspension systems can theoretically achieve an ideal shock absorption curve. However, existing automotive suspension systems employing active shock absorption suffer from complex structures, high energy consumption, and complex damping adjustment and control methods, resulting in high manufacturing and operating costs.

[0003] Therefore, there is an urgent need for an automobile suspension system that can take into account stiffness adjustment, has a simple adjustment method, and is low in cost. Summary of the Invention

[0004] To solve the above technical problems, the present application provides an automobile suspension system, an automobile and a stiffness adjustment method.

[0005] To solve the above problems, the present application provides a first technical solution: providing an automobile suspension system, the above automobile suspension system includes a stabilizer bar assembly, a power supply unit, a detection unit and a control unit; the above stabilizer bar assembly includes a first rod body, a second rod body and an excitation component, the above second rod body is passed through the above first rod body, the above first rod body is provided with a receiving cavity for storing magnetorheological fluid, and the above excitation component is arranged on the above second rod body; the above power supply unit is connected to the above excitation component; the above detection unit is used to detect the driving parameters of the above automobile; the above control unit is respectively connected to the above power supply unit and the above detection unit; wherein, the above second rod body is used to move relative to the above first rod body under the drive of external force, and the above control unit is used to obtain the driving parameters of the above detection unit, and adjust the current signal output by the above power supply unit to the above excitation component based on the above driving parameters.

[0006] In some embodiments, the second rod body includes a guide rod, a screw rod and a piston, the guide rod is connected to the screw rod through the piston, the excitation component is arranged on the piston, and the piston is provided with at least one piston hole; the screw rod is used to move relative to the first rod body under the drive of external force so that the piston moves along the extension direction of the first rod body, the magnetorheological fluid flows through the piston hole, and the control unit is used to adjust the current signal output by the power supply unit to the excitation component to change the flow resistance of the magnetorheological fluid flowing through the piston hole.

[0007] In some embodiments, the power supply unit includes a power supply element and a wire, the guide rod is provided with a through hole, one end of the wire passes through the through hole and is connected to the excitation component, and the other end of the wire is connected to the power supply element, and the power supply element is used to output the current signal to the excitation component.

[0008] In some embodiments, the detection unit is used to detect the current first driving parameter of the vehicle and to detect the second driving parameter of the vehicle after a preset time interval; the control unit is used to control the power supply unit to output a first current to the excitation component when the difference between the second driving parameter and the first driving parameter is greater than a first preset threshold; the control unit is also used to control the power supply unit to output a second current to the excitation component when the difference between the second driving parameter and the first driving parameter is less than or equal to the first preset threshold, and the first current is greater than the second current.

[0009] In some embodiments, the detection unit is used to detect the current third driving parameter of the vehicle; the control unit is used to control the power supply unit to output a third current to the excitation component when the third driving parameter is greater than a second preset threshold; the control unit is also used to control the power supply unit to output a fourth current to the excitation component when the third driving parameter is less than or equal to the second preset threshold, and the third current is greater than the fourth current.

[0010] In some embodiments, the detection unit includes at least one of a displacement sensor, an acceleration sensor, a steering angle sensor, and a wheel speed sensor, and / or the driving parameters include at least one of a displacement parameter, an acceleration parameter, a steering angle velocity parameter, and a wheel speed parameter.

[0011] In some embodiments, the stabilizer rod assembly further includes a screw end cover and a connecting cover, the screw end cover is disposed at one end of the first rod body and is rotatably connected to the screw, the connecting cover is disposed at the other end of the first rod body and is connected to an end of the guide rod away from the screw, and the accommodating cavity between the screw end cover and the connecting cover is used to store the magnetorheological fluid.

[0012] In some embodiments, the above-mentioned automobile suspension system also includes a first connecting rod assembly and a second connecting rod assembly, the above-mentioned first connecting rod assembly is connected to the above-mentioned screw rod end cover, and the above-mentioned second connecting rod assembly is connected to one end of the above-mentioned guide rod close to the above-mentioned connecting cover, or the above-mentioned second connecting rod assembly is connected to the above-mentioned connecting cover; the above-mentioned first connecting rod assembly is configured to move in a vertical direction, and the above-mentioned first connecting rod assembly drives the above-mentioned screw rod to move along the extension direction of the above-mentioned first rod body through the above-mentioned screw rod end cover, and the above-mentioned magnetorheological fluid is used to flow through the above-mentioned piston hole and generate damping force during the process of the above-mentioned piston moving along the above-mentioned extension direction.

[0013] In order to solve the above problems, the present application provides a second technical solution: providing an automobile, comprising the above automobile suspension system.

[0014] To solve the above problems, the present application provides a third technical solution: providing a stiffness adjustment method, applied to the above-mentioned automobile suspension system, including: detecting the driving parameters of the above-mentioned automobile when the automobile is in driving mode; adjusting the current signal output by the power supply unit to the stabilizer bar assembly based on the above-mentioned driving parameters; controlling the above-mentioned power supply unit to supply power to the excitation component of the above-mentioned stabilizer bar assembly according to the above-mentioned current signal, so that the above-mentioned excitation component generates a corresponding magnetic field and changes the flow resistance of the magnetorheological fluid of the above-mentioned stabilizer bar assembly, thereby realizing the stiffness adjustment of the above-mentioned stabilizer bar assembly.

[0015] The present application provides an automobile suspension system, an automobile, and a stiffness adjustment method. The automobile suspension system includes a stabilizer bar assembly, a power supply unit, a detection unit, and a control unit. The stabilizer bar assembly includes a first rod, a second rod, and an excitation element. The second rod extends through the first rod, the first rod includes a chamber for storing magnetorheological fluid, and the excitation element is disposed on the second rod. The power supply unit is connected to the excitation element. The detection unit is configured to detect driving parameters of the automobile. The control unit is respectively connected to the power supply unit and the detection unit. The second rod is configured to move relative to the first rod under an external force. The control unit is configured to obtain the driving parameters from the detection unit and adjust the current signal output by the power supply unit to the excitation element based on the driving parameters. Therefore, the stabilizer bar assembly can dynamically adjust the current signal of the excitation element based on the driving parameters, thereby adjusting the fluid properties of the magnetorheological fluid in real time according to the driving state of the automobile. Thus, the magnetorheological fluid within the stabilizer bar assembly can adjust the stiffness and damping force. The adjustment method is simple, reduces the overall complexity and energy consumption of the automobile suspension system, and further reduces the manufacturing and use costs of the automobile suspension system. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for describing the embodiments. Obviously, the drawings described below are only some embodiments of the present application. For those skilled in the art, other drawings can be obtained based on these drawings without inventive efforts. Among them:

[0017] Figure 1 1 is a schematic structural diagram of a first embodiment of the automobile suspension system provided by the present application;

[0018] Figure 2 1 is a schematic structural diagram of a second embodiment of the automobile suspension system provided by the present application;

[0019] Figure 31 is a schematic structural diagram of a third embodiment of the automobile suspension system provided by the present application;

[0020] Figure 4 is a schematic diagram of a torsional stiffness curve of a stabilizer bar assembly provided in the present application;

[0021] Figure 5 It is a structural schematic diagram of an embodiment of the stiffness adjustment method provided in this application.

[0022] Among them, 10. Stabilizer bar assembly; 11. First rod body; 111. Accommodating chamber; 12. Second rod body; 121. Guide rod; 122. Screw rod; 123. Piston; 1231. Piston hole; 13. Excitation component; 14. Screw rod end cover; 15. Connecting cover; 16. Sealing seat; 17. Sealing component; 20. Power supply unit; 21. Wire; 22. Connector; 30. Detection unit; 40. Control unit; 51. First connecting rod assembly; 511. Cylinder; 512. Connecting rod; 52. First shock absorber; 53. First wheel; 54. Second connecting rod assembly; 55. Second shock absorber; 56. Second wheel. DETAILED DESCRIPTION

[0023] The following will be combined with the drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Obviously, the embodiments described are only part of the embodiments of this application, not all of the embodiments. Based on the embodiments of this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0024] It should be noted that if the embodiments of the present application involve directional indications (such as up, down, left, right, front, back, etc.), the directional indications are only used to explain the relative position relationship, movement status, etc. between the various components under a certain specific posture (as shown in the accompanying drawings). If the specific posture changes, the directional indications will also change accordingly.

[0025] In addition, if there are descriptions involving "first", "second", etc. in the embodiments of the present application, the descriptions of "first", "second", etc. are only for descriptive purposes and cannot be understood as indicating or implying their relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of such features. In addition, the technical solutions between the various embodiments can be combined with each other, but they must be based on the fact that they can be implemented by ordinary technicians in this field. When the combination of technical solutions is contradictory or cannot be implemented, it should be deemed that such a combination of technical solutions does not exist and is not within the scope of protection required by this application.

[0026] The present application embodiment first provides a vehicle suspension system. Figure 1 and Figure 2 , Figure 1 is a structural diagram of the first embodiment of the automobile suspension system provided by this application, Figure 2 FIG is a structural diagram of the second embodiment of the automobile suspension system provided by this application. Figure 1 and Figure 2 As shown, the automobile suspension system includes a stabilizer bar assembly 10 , a power supply unit 20 , a detection unit 30 and a control unit 40 .

[0027] The stabilizer bar assembly 10 includes a first rod body 11, a second rod body 12 and an excitation member 13. The second rod body 12 is inserted into the first rod body 11. The first rod body 11 is provided with a accommodating cavity 111 for storing magnetorheological fluid. The excitation member 13 is arranged on the second rod body 12. The power supply unit 20 is connected to the excitation member 13. The detection unit 30 is used to detect the driving parameters of the vehicle. The control unit 40 is respectively connected to the power supply unit 20 and the detection unit 30. The second rod body 12 is used to move relative to the first rod body 11 under the drive of an external force. The control unit 40 is used to obtain the driving parameters of the detection unit 30 and adjust the current signal output by the power supply unit 20 to the excitation member 13 based on the driving parameters.

[0028] Specifically, the main body of the stabilizer bar assembly 10 is composed of a first rod 11 and a second rod 12. The first rod 11 is provided with a housing 111 for storing magnetorheological fluid. The second rod 12 is inserted into the housing 111 and can slide relative to the first rod 11. The relative movement between the second rod 12 and the first rod 11 generates a vibration response to cause the magnetorheological fluid to flow within the housing 111. The excitation component 13 is used to receive the current output by the power supply unit 20 and excite the magnetic field through the current to achieve the conversion of electrical energy into magnetic energy. The excitation component 13 includes but is not limited to an electromagnetic coil, an excitation coil, an electromagnet, a winding, etc.

[0029] When the excitation element 13 is energized, the magnetorheological fluid changes its fluid dynamics based on the magnetic field of the excitation element 13. For example, this can change the viscosity of the magnetorheological fluid or the damping force during the flow of the magnetorheological fluid, thereby adjusting the damping force or stiffness of the suspension system through the stabilizer bar assembly 10. The power supply unit 20 provides the necessary current to the excitation element 13 to dynamically adjust the fluid properties of the magnetorheological fluid through the magnitude of the current signal. For example, when the power supply unit 20 is configured to provide a high current, the magnetorheological fluid is used to provide a high damping force; when the power supply unit 20 is configured to provide a low current, the magnetorheological fluid is used to provide a low damping force.

[0030] The detection unit 30 can be a combination of one or more sensors, such as an acceleration sensor, a pressure sensor, an angular velocity sensor, a torque sensor, and a displacement sensor, for real-time monitoring of the vehicle's driving parameters. The control unit 40 is used to analyze the driving parameters. The control unit 40 may pre-store a mapping relationship between the driving parameters and the current signal. After obtaining the driving parameters, the control unit 40 is configured to map the driving parameters to the corresponding current signal. This allows the power supply unit 20 to be controlled based on the current signal, thereby adjusting the damping force and stiffness of the vehicle's suspension system according to the current level of the power supply unit 20.

[0031] In a possible embodiment, the control unit 40 may pre-store a plurality of mapping relationships between driving parameters and current signals, each mapping relationship corresponding to a different driving mode of the vehicle. For example, the control unit 40 may include a first mapping relationship and a second mapping relationship. When the vehicle is in high-speed driving mode, off-road mode, frequent vibration, or high-speed driving, the control unit 40 is configured to select a corresponding first current signal from the first mapping relationship based on the driving parameters; when the vehicle is in low-speed driving mode or in an urban setting, the control unit 40 is configured to select a corresponding second current signal from the second mapping relationship based on the driving parameters. When the driving parameters are the same, the current intensity of the first current signal is greater than the current intensity of the second current signal, so that the stabilizer bar assembly 10 can provide greater anti-roll stiffness in high-speed driving mode or off-road mode to improve vehicle stability, and the stabilizer bar assembly 10 can provide a small anti-roll stiffness in low-speed driving mode to improve vehicle comfort.

[0032] In an embodiment of the present application, the automobile suspension system includes a stabilizer bar assembly 10, a power supply unit 20, a detection unit 30 and a control unit 40; the stabilizer bar assembly 10 includes a first rod body 11, a second rod body 12 and an excitation component 13, the second rod body 12 is passed through the first rod body 11, the first rod body 11 is provided with a accommodating cavity 111 for storing magnetorheological fluid, and the excitation component 13 is arranged on the second rod body 12; the power supply unit 20 is connected to the excitation component 13; the detection unit 30 is used to detect the driving parameters of the automobile; the control unit 40 is respectively connected to the power supply unit 20 and the detection unit 30; wherein, the second rod body 12 is used to move relative to the first rod body 11 under the drive of external force, and the control unit 40 is used to obtain the driving parameters of the detection unit 30, and adjust the current signal output by the power supply unit 20 to the excitation component 13 based on the driving parameters. Therefore, the stabilizer bar assembly 10 can dynamically adjust the current signal of the excitation component 13 based on the driving parameters to adjust the fluid properties of the magnetorheological fluid in real time according to the driving state of the vehicle, thereby realizing the adjustment and control of the stiffness and damping force through the magnetorheological fluid in the stabilizer bar assembly 10. The adjustment method is simple, which reduces the overall complexity and energy consumption of the automobile suspension system, and further reduces the manufacturing and use costs of the automobile suspension system.

[0033] In some embodiments, the second rod body 12 includes a guide rod 121 , a screw rod 122 and a piston 123 . The guide rod 121 is connected to the screw rod 122 through the piston 123 . The excitation component 13 is disposed on the piston 123 . The piston 123 has at least one piston hole 1231 .

[0034] The screw rod 122 is used to move relative to the first rod body 11 under the drive of an external force, so that the piston 123 moves along the extension direction of the first rod body 11, and the magnetorheological fluid flows through the piston hole 1231. The control unit 40 is used to adjust the current signal output by the power supply unit 20 to the excitation component 13 to change the flow resistance of the magnetorheological fluid flowing through the piston hole 1231.

[0035] Specifically, the screw rod 122 is connected to one end of the piston 123, and the guide rod 121 is connected to the other end of the piston 123. The piston 123 is located within the accommodating chamber 111 and contacts the inner wall of the first rod body 11. The piston 123 divides the two sides of the accommodating chamber 111 into a first cavity and a second cavity. The screw rod 122 is located in the first cavity, and the guide rod 121 is located in the second cavity. The piston 123 can slide relative to each other along the extension direction of the first rod body 11, thereby changing the volume of the first cavity and the second cavity. The magnetorheological fluid in the first cavity flows through the piston hole 1231 into the second cavity, or the magnetorheological fluid in the second cavity flows through the piston hole 1231 into the first cavity. When the magnetorheological fluid flows through the piston hole 1231, a corresponding damping force is generated. The control unit 40 is used to adjust the current signal output by the power supply unit 20 to the excitation element 13 to change the viscosity of the magnetorheological fluid, thereby changing the flow resistance of the magnetorheological fluid through the piston hole 1231.

[0036] When the vehicle experiences vibrations such as bumps and turns during driving, an external force acts on the second rod 12, causing it to move left and right along the extension direction of the first rod 11. The movement of the screw rod 122 drives the piston 123 to produce a corresponding displacement within the accommodating chamber 111. Simultaneously, the magnetorheological fluid flows within the accommodating chamber 111 through the piston hole 1231 on the piston 123. The control unit 40 adjusts the magnitude of the current signal output by the power supply unit 20 to the exciter 13 to change the magnetic field strength of the exciter 13, thereby adjusting the damping force generated during the flow of the magnetorheological fluid and thereby adjusting the stiffness of the vehicle suspension system.

[0037] Therefore, the automobile suspension system of the embodiment of the present application can adjust the stiffness and damping characteristics of the stabilizer bar assembly 10 according to the driving parameters of the automobile under different driving conditions or road conditions, thereby improving the vehicle's handling stability and ride comfort; by controlling the current signal to adjust the flow resistance of the magnetorheological fluid, the response speed is fast, the control accuracy is high, and the adjustment method is simple, which can simplify the structure while reducing the manufacturing and use costs of the suspension system.

[0038] In some embodiments, the power supply unit 20 includes a power supply element (not shown) and a wire 21. The guide rod 121 is provided with a through hole. One end of the wire 21 passes through the through hole and is connected to the excitation component 13. The other end of the wire 21 is connected to the power supply element. The power supply element is used to output a current signal to the excitation component 13.

[0039] Specifically, the power supply element may include a current output circuit, a current sampling circuit, a comparison circuit, and a current adjustment circuit. The current output circuit is connected to the wire 21 and the control unit 40 respectively. The current sampling circuit is used to sample the current of the current output circuit through a sampling resistor to obtain a sampling signal. The comparison circuit is used to compare the sampling signal with a reference signal to generate an error signal. The current adjustment circuit is used to drive the power device based on the error signal, thereby changing the current signal output by the current output circuit.

[0040] Among them, the through hole on the guide rod 121 is used as a lead channel to accommodate the wire 21. The excitation component 13 is arranged on the piston 123. In a possible embodiment, the piston 123 is provided with a groove, and the excitation component 13 is arranged on the groove in the form of a winding or coil. The power supply unit 20 may also include a connector 22, and the wire 21 is connected to the power supply element through the connector 22. When implementing the specific solution, the corresponding power supply element can be selected according to the application scenario. For example, when high energy output is required, a high-performance battery can be selected; when a special power supply function is required, other solutions such as special power supply chips can be used to meet the needs of different systems.

[0041] Optionally, in one embodiment, the detection unit 30 is used to detect the current first driving parameter of the vehicle and to detect the second driving parameter of the vehicle after a preset time interval; the control unit 40 is used to control the power supply unit 20 to output a first current to the excitation component 13 when the difference between the second driving parameter and the first driving parameter is greater than a first preset threshold value; the control unit 40 is also used to control the power supply unit 20 to output a second current to the excitation component 13 when the difference between the second driving parameter and the first driving parameter is less than or equal to the first preset threshold value, and the first current is greater than the second current.

[0042] Specifically, the detection unit 30 is configured to detect the vehicle's driving parameters at preset time intervals to obtain a first driving parameter and a second driving parameter, respectively. The first driving parameter is the vehicle's driving parameter at the current moment, and the second driving parameter is the vehicle's driving parameter at the next moment. The control unit 40 is configured to compare the first driving parameter at the current moment with the second driving parameter at the next moment. When the difference between the second driving parameter and the first driving parameter is greater than a first preset threshold, it indicates that a significant deviation has occurred in the vehicle's driving state between the two sampling time intervals. For example, the rate of change of at least one parameter, such as the vehicle's speed / acceleration, angular velocity, wheel displacement, or steering torque, exceeds a preset range. In this case, the processing unit is configured to control the power supply unit 20 to output a first current to the exciter 13, so that the exciter 13 generates a first magnetic field under the first current, and the magnetorheological fluid exhibits a first flow resistance under the first magnetic field. When the difference between the second driving parameter and the first driving parameter is less than or equal to the first preset threshold, it indicates that the deviation in the vehicle's driving state between the two sampling time intervals is within a preset range. For example, the rate of change of at least one parameter, such as the vehicle's speed / acceleration, angular velocity, wheel displacement, or steering torque, is within a preset range. At this time, the control unit 40 is further configured to control the power supply unit 20 to output a second current to the excitation element 13, so that the excitation element 13 excites a second magnetic field under the second current, and the magnetorheological fluid has a second flow resistance under the second magnetic field.

[0043] The first current is greater than the second current. The magnetic induction intensity of the first magnetic field is greater than the magnetic induction intensity of the second magnetic field, or the magnetic flux of the first magnetic field is greater than the magnetic flux of the second magnetic field. The first flow resistance is greater than the second flow resistance, or the viscosity of the magnetorheological fluid in the first magnetic field is greater than the viscosity of the magnetorheological fluid in the second magnetic field. For example, when a smaller second current is provided, the magnetic particles in the magnetorheological fluid are not arranged tightly in the second magnetic field, resulting in lower fluid viscosity and better fluidity. The flow resistance and damping force provided by the magnetorheological fluid are smaller, and the stiffness of the stabilizer bar assembly 10 is lower. When a larger first current is provided, the magnetic particles in the magnetorheological fluid are arranged tightly in the first magnetic field, resulting in increased fluid viscosity, increased flow resistance and damping force provided by the magnetorheological fluid, and increased stiffness of the stabilizer bar assembly 10.

[0044] In another embodiment, the detection unit 30 is used to detect the third current driving parameter of the vehicle; the control unit 40 is used to control the power supply unit 20 to output a third current to the excitation component 13 when the third driving parameter is greater than a second preset threshold value; the control unit 40 is also used to control the power supply unit 20 to output a fourth current to the excitation component 13 when the third driving parameter is less than or equal to the second preset threshold value, and the third current is greater than the fourth current.

[0045] Specifically, the detection unit 30 is configured to detect a third driving parameter of the vehicle at the current moment. If the third driving parameter is greater than a second preset threshold, it indicates that the vehicle is in a relatively aggressive driving state or has encountered significant road impact. For example, if the third driving parameter includes acceleration, the third driving parameter indicates that the vehicle's speed has changed beyond the threshold; if the third driving parameter includes steering wheel torque, the third driving parameter indicates that the vehicle's steering wheel has significantly turned; or if the third driving parameter includes wheel angular velocity, the third driving parameter indicates that the vehicle's wheels have significantly rotated. Therefore, when the third driving parameter is greater than the second preset threshold, the control unit 40 is configured to control the power supply unit 20 to output a third current to the exciter 13, so that the exciter 13 generates a third magnetic field under the third current, and the magnetorheological fluid has a third flow resistance under the third magnetic field. The control unit 40 is further configured to control the power supply unit 20 to output a fourth current to the exciter 13, so that the exciter 13 generates a fourth magnetic field under the fourth current, and the magnetorheological fluid has a fourth flow resistance under the fourth magnetic field, when the third driving parameter is less than or equal to the second preset threshold.

[0046] The third current is greater than the fourth current. The magnetic induction intensity of the third magnetic field is greater than the magnetic induction intensity of the fourth magnetic field, or the magnetic flux of the third magnetic field is greater than the magnetic flux of the fourth magnetic field. The third flow resistance is greater than the fourth flow resistance, or the viscosity of the magnetorheological fluid in the third magnetic field is greater than the viscosity of the magnetorheological fluid in the fourth magnetic field. The first preset threshold or the second preset threshold can be selected based on the type of driving parameters, vehicle application scenario, driving mode, etc., and are not specifically limited here.

[0047] In the above manner, the automobile suspension system of this embodiment can determine the driving state of the automobile based on the driving parameters. When the vehicle is in an intense driving state or encounters a large road impact, the control unit 40 can provide a larger first current or a third current to increase the flow resistance of the magnetorheological fluid when flowing in the accommodating cavity 111, so as to enhance the damping force and stiffness of the automobile suspension system, thereby improving the stability and handling performance of the vehicle and reducing the vibration of the vehicle body. Under smooth driving conditions, the magnetorheological fluid is controlled by a smaller second current or a fourth current to reduce energy consumption and ensure appropriate comfort. Therefore, the above stiffness adjustment method not only enhances the driving experience, but also helps to reduce energy consumption and improve the practicality and reliability of the automobile suspension system.

[0048] In some embodiments, the detection unit 30 includes at least one of a displacement sensor, an acceleration sensor, a steering angle sensor, and a wheel speed sensor, and / or the driving parameter includes at least one of a displacement parameter, an acceleration parameter, a steering angle velocity parameter, and a wheel speed parameter.

[0049] Specifically, the vehicle suspension system may further include a vehicle frame, with the stabilizer bar assembly 10 mounted on the vehicle frame. A displacement sensor may be mounted on the vehicle frame and used to measure the vertical displacement of the wheel relative to the vehicle, thereby monitoring frame deformation during vehicle travel and obtaining vehicle displacement parameters. Alternatively, an acceleration sensor may be mounted on the vehicle body and used to measure the vehicle's acceleration in at least one of the longitudinal, lateral, and vertical directions, thereby monitoring the vehicle's dynamic state during travel and obtaining vehicle acceleration parameters. Alternatively, a steering angle sensor may be mounted on at least one of the steering wheel, steering column, and wheel, detecting the angular change and rotational speed during steering to obtain the vehicle's steering angular velocity parameters. Alternatively, a wheel speed sensor may be mounted on the wheel, utilizing electromagnetic induction or photoelectric induction to measure the wheel's rotational speed to obtain the vehicle's wheel speed parameters. The aforementioned vehicle frame may be either an integral or split frame, without specific limitation herein.

[0050] Therefore, the automobile suspension system of this embodiment can obtain the corresponding driving parameters of the automobile by using multiple sensors, so as to reflect the dynamic state of the automobile under different working conditions through the driving parameters, and judge the handling stability of the automobile at the current moment through the driving parameters, so that the control unit 40 can optimize the stiffness adjustment method of the stabilizer bar assembly 10 according to the driving parameters, so that the suspension system can achieve more intelligent active control and significantly improve driving comfort and safety.

[0051] In some embodiments, the stabilizer bar assembly 10 further includes a screw end cover 14 and a connecting cover 15. The screw end cover 14 is disposed at one end of the first rod body 11 and is rotatably connected to the screw 122. The connecting cover 15 is disposed at the other end of the first rod body 11 and is connected to the end of the guide rod 121 away from the screw 122. The accommodating cavity 111 between the screw end cover 14 and the connecting cover 15 is used to store magnetorheological fluid.

[0052] Specifically, the first rod body 11 is provided with a accommodating cavity 111 extending therethrough. The screw end cap 14 is provided at one end of the first rod body 11 and covers the accommodating cavity 111. The connecting cap 15 is provided at the other end of the first rod body 11 and covers the accommodating cavity 111. The screw end cap 14 and the connecting cap 15 are respectively provided at both ends of the first rod body 11, so that the accommodating cavity 111 is formed between the screw end cap 14 and the connecting cap 15. A threaded hole is provided at one end of the screw end cap 14 near the first rod body 11. The outer surface of the screw 122 is provided with a threaded portion, and the threaded portion of the screw 122 engages with the threaded hole of the screw end cap 14.

[0053] One end of the screw end cap 14 is connected to the shock absorber of one wheel. When the vehicle rolls, the wheel tilts or rotates, driving the screw end cap 14 relative to the first rod 11 through the shock absorber. Because the screw 122 is confined within the accommodating cavity 111, the screw end cap 14 transmits the rotational force to the screw 122 through the engagement of the threaded hole and the threaded portion. Driven by the screw end cap 14, the screw 122 moves along the extension direction of the first rod 11, forcing the magnetorheological fluid to flow within the first and second cavities and generate a corresponding damping force.

[0054] Therefore, this embodiment adds a screw end cover 14 and a connecting cover 15 to the stabilizer bar assembly 10, thereby ensuring structural stability while ensuring that the screw end cover 14 can drive the screw 122 to move when the vehicle body tilts, and allows the magnetorheological fluid in the accommodating cavity 111 to flow according to the frequency and speed when the vehicle body tilts. Therefore, while actively changing the damping force of the magnetorheological fluid through the current signal, the flow rate of the magnetorheological fluid can be passively adjusted through the movement of the screw end cover 14 and the screw 122, further improving the response speed of the suspension system and enhancing the vehicle's handling and ride comfort.

[0055] In some embodiments, see Figure 3 , Figure 3 FIG. 1 is a schematic structural diagram of the third embodiment of the automobile suspension system provided by this application. Figure 3 As shown, the automobile suspension system further includes a first connecting rod assembly 51 and a second connecting rod assembly 54. The first connecting rod assembly 51 is connected to the screw end cap 14, and the second connecting rod assembly 54 is connected to an end of the guide rod 121 near the connection cap 15, or the second connecting rod assembly 54 is connected to the connection cap 15. The first connecting rod assembly 51 is configured to move in a vertical direction. The first connecting rod assembly 51 drives the screw rod 122 to move along the extension direction of the first rod body 11 through the screw end cap 14. The magnetorheological fluid is used to flow through the piston hole 1231 and generate a damping force during the movement of the piston 123 in the extension direction.

[0056] Specifically, the vehicle may include a first wheel 53 and a second wheel 56 on either side. The first wheel 53 is connected to the first connecting rod assembly 51 via a first shock absorber 52, and the second wheel 56 is connected to the second connecting rod assembly 54 via a second shock absorber 55. The screw end cap 14 is connected to the first connecting rod assembly 51, and the connecting cap 15 or the guide rod 121 is connected to the second connecting rod assembly 54. Therefore, when the vehicle body tilts to the left or right, the vibration of the shock absorber changes the position between the first connecting rod assembly 51 and the second connecting rod assembly 54, causing the first connecting rod assembly 51 to move upward or downward in the vertical direction relative to the screw end cap 14. When the first connecting rod assembly 51 is configured to move vertically, the screw end cap 14 rotates relative to the screw 122, driving the screw 122 to move leftward or rightward along the extension direction of the first rod body 11. A magnetorheological fluid is used to flow through the piston hole 1231 and generate a damping force as the piston 123 moves in the extension direction.

[0057] In a possible embodiment, the first connecting rod assembly 51 or the second connecting rod assembly 54 may include a cylinder 511 and a connecting rod 512, wherein the connecting rod 512 is disposed through the cylinder 511. One end of the connecting rod 512 is connected to the shock absorber, and the other end of the connecting rod 512 is connected to the stabilizer bar assembly 10. A dynamic response valve is provided in the middle of the connecting rod 512. The dynamic response valve is used to divide the space within the cylinder 511 into a third cavity and a fourth cavity. The cylinder 511 stores a buffer solution. The buffer solution is used to generate a damping force when it enters the fourth cavity from the third cavity through the dynamic response valve. Alternatively, the buffer solution is used to generate a damping force when it enters the third cavity from the fourth cavity through the dynamic response valve. This generates a damping force when the wheel turns and achieves passive shock absorption.

[0058] Therefore, in this embodiment, the vibration of the vehicle body during driving drives the first connecting rod assembly 51 in the vertical direction, thereby driving the movement of the screw rod 122 through the first connecting rod assembly 51 and forcing the magnetorheological fluid to flow through the piston hole 1231, thereby improving the response speed and stability of the vehicle suspension system. Therefore, when conditions such as the speed or frequency of the vehicle frame change during driving, the damping force generated by the magnetorheological fluid during the movement of the piston 123 can be adjusted through the first connecting rod assembly 51, thereby significantly improving the shock absorption effect and comfort of the suspension system.

[0059] In some embodiments, the stiffness provided by the stabilizer bar assembly 10 can be understood as the elastic restoring torque applied by the frame to the body assembly per unit body angle during vehicle body vibration or roll. The stiffness of the stabilizer bar assembly 10 is related to the engagement length between the screw end cap 14 and the screw 122. As can be appreciated, the engagement length between the screw end cap 14 and the screw 122 can affect the travel length of the screw 122. When the engagement length is large, the displacement of the screw 122 can enhance the flow resistance of the magnetorheological fluid.

[0060] Therefore, the torsional stiffness curve of the stabilizer bar assembly 10 can be established by the relationship between the stiffness provided by the stabilizer bar assembly 10 and the engagement length, so as to describe the torsional energy storage capacity of the vehicle through the torsional stiffness, and further characterize the roll stability of the vehicle. Figure 4 , Figure 4 Schematic diagram of the torsional stiffness curve of the stabilizer bar assembly provided in this application. Figure 4 As shown, the abscissa of the torsional stiffness curve is the meshing length (mm), and the ordinate of the torsional stiffness curve is the stiffness (N).

[0061] When the car is driving at low speed, the steering wheel is slightly shaken, or a small torque is caused by road vibration, due to the high frequency and small amplitude of the vibration, the first connecting rod assembly 51 drives the stabilizer bar assembly 10 to move a short distance, and the stroke of the screw end cover 14 and the screw 122 during the meshing process is small. The control unit 40 controls the current signal output by the power supply unit 20 based on the driving speed to be small. At this time, the stiffness of the stabilizer bar assembly 10 is small. Figure 4 As shown, the stiffness provided by the stabilizer bar assembly 10 is small when the engagement length is within the range of 0-30mm, so as to reduce the problem of reduced ride comfort due to torsional stiffness during the smooth driving of the car. When the car is driving at high speed, turning or making a U-turn, resulting in a large torque, the first connecting rod assembly 51 drives the stabilizer bar assembly 10 to move the side length, and the stroke of the screw end cover 14 and the screw 122 during the engagement process increases. The control unit 40 controls the current signal output by the power supply unit 20 based on the driving speed, and the stiffness provided by the stabilizer bar assembly 10 increases rapidly. Figure 4 As shown, the stiffness provided by the stabilizer bar assembly 10 is greatly improved when the engagement length is greater than 40 mm, and the stiffness improvement rate of the stabilizer bar assembly 10 is further accelerated when the engagement length is greater than 60 mm, so that the stabilizer bar assembly 10 in the rear half has a larger torsional energy storage capacity, which can meet the anti-roll effect requirements of the automobile under low-frequency and large-amplitude working conditions, and ensure the rapid response of the stabilizer bar assembly 10.

[0062] In some embodiments, the stabilizer bar assembly 10 further includes a sealing seat 16, which is connected between the screw end cover 14 and the first rod body 11. The sealing seat 16 is used to achieve a static seal between the screw end cover 14 and the first rod body 11 after the magnetorheological fluid is loaded into the accommodating cavity 111, so as to prevent the magnetorheological fluid from leaking along the connecting surface between the screw end cover 14 and the first rod body 11.

[0063] Optionally, the stabilizer bar assembly 10 further includes a seal 17, and the seal seat 16 is connected between the second rod 12 and the first rod 11. Specifically, the stabilizer bar assembly 10 further includes two seals 17, one disposed at each end of the first rod 11. One end of the screw rod 122 is connected to the piston 123, and the other end of the screw rod 122 is connected to the first rod 11 via a seal 17. One end of the guide rod 121 is connected to the piston 123, and the other end of the guide rod 121 is connected to the first rod 11 via a seal 17.

[0064] An embodiment of the present application further provides a car, which includes a car suspension system as described in any of the above embodiments.

[0065] Therefore, the vehicle of this embodiment can absorb body vibrations through the damping force provided by the stabilizer bar assembly 10 of the aforementioned vehicle suspension system, thereby reducing body roll and improving the riding experience, providing greater driving stability and comfort. Furthermore, when the vehicle's driving parameters change, the control unit 40 can control the power supply unit 20 to output a corresponding current signal to the excitation element 13 based on the driving parameters to adjust the damping force and stiffness of the stabilizer bar assembly 10. This allows the vehicle suspension system to actively adjust the damping force and stiffness of the stabilizer bar assembly 10 in scenarios such as emergency braking and steering, thereby improving the response speed and anti-roll stiffness of the stabilizer bar assembly 10.

[0066] The present application also provides a stiffness adjustment method, which is applied to the automobile suspension system of any of the above embodiments. Figure 5 , Figure 5 FIG. 1 is a structural diagram of an embodiment of the stiffness adjustment method provided by the present application. Figure 5 As shown, in this embodiment, the stiffness adjustment method includes the following steps:

[0067] Step S10: Detecting the driving parameters of the vehicle when the vehicle is in the driving mode.

[0068] Specifically, the driving mode is used to indicate that the vehicle is in a driving state. At this time, the driving parameters of the vehicle are detected by the detection unit 30. The driving parameters include but are not limited to at least one of a displacement parameter, an acceleration parameter, a steering angular velocity parameter, and a wheel speed parameter.

[0069] Step S20 : ​​adjusting the current signal outputted by the power supply unit 20 to the stabilizer bar assembly 10 based on the driving parameters.

[0070] After the driving parameters are obtained, the current signal outputted by the power supply unit 20 to the stabilizer bar assembly 10 is adjusted based on the driving parameters.

[0071] Step S30 : Controlling the power supply unit 20 to supply power to the excitation component 13 of the stabilizer bar assembly 10 according to the current signal, so that the excitation component 13 generates a corresponding magnetic field and changes the flow resistance of the magnetorheological fluid of the stabilizer bar assembly 10 , thereby achieving stiffness adjustment of the stabilizer bar assembly 10 .

[0072] The control power supply unit 20 supplies power to the excitation element 13 of the stabilizer bar assembly 10 based on the current signal, causing the excitation element 13 to generate a corresponding magnetic field and change the flow resistance of the magnetorheological fluid in the stabilizer bar assembly 10. Simultaneously, during vehicle driving, wheel turning causes the second rod 12 of the stabilizer bar assembly 10 to move relative to the first rod 11. During this movement, the magnetorheological fluid flows through the piston hole 1231 within the accommodating chamber 111, generating a corresponding damping force. This damping force can thus mitigate the relative motion between the two wheels, reducing the degree of vehicle body roll and adjusting the stiffness of the stabilizer bar assembly 10.

[0073] In an embodiment of the present application, this method can adjust the current signal in real time based on actual driving conditions. This allows the current to be increased when the vehicle is traveling at high speeds or making large turns, thereby increasing the flow resistance of the magnetorheological fluid and improving the stiffness of the stabilizer bar assembly 10 and enhancing the vehicle's anti-roll performance. Alternatively, the current can be reduced when the vehicle is traveling at low speeds or making small turns, thereby reducing the flow resistance of the magnetorheological fluid and improving the vehicle's anti-roll performance and ride comfort. This approach allows the stabilizer bar assembly 10 to quickly respond to changes in wheel steering amplitude, driving parameters, and the like, enabling timely adaptation to road surface changes and driving demands, significantly enhancing the active adjustment capabilities of the vehicle's suspension system.

[0074] Optionally, in one embodiment, the driving parameter includes a first driving parameter of the vehicle at a current moment and a second driving parameter at a next moment. Step S20 further includes: when the difference between the second driving parameter and the first driving parameter is greater than a first preset threshold, controlling the power supply unit 20 to output a first current to the excitation element 13; and when the difference between the second driving parameter and the first driving parameter is less than or equal to the first preset threshold, controlling the power supply unit 20 to output a second current to the excitation element 13, wherein the first current is greater than the second current.

[0075] Optionally, in another embodiment, the driving parameter includes a third driving parameter of the vehicle at the current moment. Step S20 further includes: when the third driving parameter is greater than a second preset threshold, controlling the power supply unit 20 to output a third current to the excitation element 13; when the third driving parameter is less than or equal to the second preset threshold, controlling the power supply unit 20 to output a fourth current to the excitation element 13, wherein the third current is greater than the fourth current.

[0076] The above description is only an implementation method of the present application and does not limit the patent scope of the present application. Any equivalent structure or equivalent process transformation made using the contents of the description and drawings of this application, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present application.

Claims

1. An automobile suspension system, characterized in that: The automobile suspension system comprises: A stabilizer bar assembly includes a first bar body, a second bar body, and an excitation component, wherein the second bar body is inserted through the first bar body, the first bar body is provided with a receiving cavity for storing magnetorheological fluid, and the excitation component is provided on the second bar body; a power supply unit connected to the excitation component; A detection unit, configured to detect driving parameters of the vehicle; a control unit, connected to the power supply unit and the detection unit respectively; The second rod is used to move relative to the first rod under the drive of an external force, and the control unit is used to obtain the driving parameters of the detection unit and adjust the current signal output by the power supply unit to the excitation component based on the driving parameters.

2. The automobile suspension system according to claim 1, characterized in that: The second rod body includes a guide rod, a screw rod and a piston, the guide rod is connected to the screw rod through the piston, the excitation component is arranged on the piston, and the piston is provided with at least one piston hole; The screw rod is used to move relative to the first rod body under the drive of an external force, so that the piston moves along the extension direction of the first rod body, and the magneto-rheological fluid flows through the piston hole. The control unit is used to adjust the current signal output by the power supply unit to the excitation component to change the flow resistance of the magneto-rheological fluid flowing through the piston hole.

3. The automobile suspension system according to claim 2, characterized in that: The power supply unit includes a power supply element and a wire. The guide rod is provided with a through hole. One end of the wire passes through the through hole and is connected to the excitation component. The other end of the wire is connected to the power supply element. The power supply element is used to output the current signal to the excitation component.

4. The automobile suspension system according to claim 2, characterized in that: The detection unit is used to detect the current first driving parameter of the vehicle and detect the second driving parameter of the vehicle after a preset time interval; The control unit is used to control the power supply unit to output a first current to the excitation component when the difference between the second driving parameter and the first driving parameter is greater than a first preset threshold value; the control unit is also used to control the power supply unit to output a second current to the excitation component when the difference between the second driving parameter and the first driving parameter is less than or equal to the first preset threshold value, and the first current is greater than the second current.

5. The automobile suspension system according to claim 2, characterized in that: The detection unit is used to detect the third current driving parameter of the vehicle; The control unit is used to control the power supply unit to output a third current to the excitation component when the third driving parameter is greater than a second preset threshold value; the control unit is also used to control the power supply unit to output a fourth current to the excitation component when the third driving parameter is less than or equal to the second preset threshold value, and the third current is greater than the fourth current.

6. The automobile suspension system according to claim 1 or 2, characterized in that: The detection unit includes at least one of a displacement sensor, an acceleration sensor, a steering angle sensor, and a wheel speed sensor, and / or the driving parameter includes at least one of a displacement parameter, an acceleration parameter, a steering angle velocity parameter, and a wheel speed parameter.

7. The automobile suspension system according to claim 2, characterized in that: The stabilizer rod assembly also includes a screw end cover and a connecting cover. The screw end cover is arranged at one end of the first rod body and is rotatably connected to the screw. The connecting cover is arranged at the other end of the first rod body and is connected to the end of the guide rod away from the screw. The accommodating cavity between the screw end cover and the connecting cover is used to store the magnetorheological fluid.

8. The automobile suspension system according to claim 7, characterized in that: The automobile suspension system further includes a first connecting rod assembly and a second connecting rod assembly, wherein the first connecting rod assembly is connected to the screw rod end cover, and the second connecting rod assembly is connected to an end of the guide rod close to the connecting cover, or the second connecting rod assembly is connected to the connecting cover; The first connecting rod assembly is configured to move in a vertical direction. The first connecting rod assembly drives the screw to move along the extension direction of the first rod body through the screw end cover. The magnetorheological fluid is used to flow through the piston hole and generate a damping force during the movement of the piston along the extension direction.

9. An automobile, characterized in that: The vehicle suspension system comprises the vehicle suspension system according to any one of claims 1 to 8.

10. A stiffness adjustment method, characterized in that: The vehicle suspension system according to any one of claims 1 to 8 comprises: detecting driving parameters of the vehicle when the vehicle is in a driving mode; adjusting a current signal output by the power supply unit to the stabilizer bar assembly based on the driving parameter; The power supply unit is controlled to supply power to the excitation component of the stabilizer bar assembly according to the current signal, so that the excitation component generates a corresponding magnetic field and changes the flow resistance of the magnetorheological fluid of the stabilizer bar assembly, thereby achieving stiffness adjustment of the stabilizer bar assembly.

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