Vehicle damping module

Abstract

The invention discloses a vehicle damping module, and relates to the technical field of vehicle damping, the vehicle damping module comprises a road condition sensing unit, the output end of the road condition sensing unit is in communication connection with a prediction control unit, the output end of the prediction control unit is electrically connected with an actuator assembly, and the prediction control unit is internally provided with a control algorithm. The control algorithm is based on the real-time speed of the vehicle, the characteristic parameters and a pre-stored vehicle dynamics model. According to the application, the road condition sensing unit fuses multi-source information and accurately recognizes and quantifies front road condition features, and the prediction control unit accurately calculates the time point when the wheels make contact with an obstacle based on a dynamic model and the real-time vehicle speed, so that precious pre-adjustment time is reserved for an execution mechanism; the damping coefficient of the electromagnetic shock absorber and the internal pressure intensity of the self-adaptive stiffness spring assembly can be adjusted to the optimal state before impact occurs, so that the impact load generated when the electromagnetic shock absorber passes through pits and deceleration strips is greatly smoothed, and the riding comfort is remarkably improved.

Description

Technical Field

[0001] This application relates to the technical field of vehicle shock absorption, and in particular to a vehicle shock absorption module. Background Technology

[0002] The vehicle's shock absorption function mainly relies on a combination of mechanical coil springs and hydraulic shock absorbers. This is a passive working mode, where the spring stiffness and shock absorber damping coefficient are fixed after the vehicle leaves the factory. It cannot adaptively adjust according to real-time changes in road conditions or vehicle dynamics. When the vehicle travels on uneven roads, such as potholes or speed bumps, this passive suspension system struggles to balance ride comfort with handling stability. Often, setting a softer suspension for comfort leads to excessive body roll and pitch, affecting handling, while setting a stiffer suspension to improve handling transmits too much road impact to the body, reducing ride quality. Although adjustable damping shock absorbers have emerged, their control strategies are mostly "reactive," meaning they adjust after an impact has occurred based on sensor signals such as vehicle acceleration. This results in control lag and prevents "predictive" optimization before an impact. The spring stiffness in traditional suspensions remains an unadjustable bottleneck, limiting further improvements in suspension system performance. Summary of the Invention

[0003] To address the aforementioned problems, this application provides a vehicle shock absorption module.

[0004] This application provides a vehicle shock absorption module, which adopts the following technical solution:

[0005] A vehicle shock absorption module includes a road condition sensing unit. The output of the road condition sensing unit is communicatively connected to a predictive control unit. The output of the predictive control unit is electrically connected to an actuator assembly. The predictive control unit has a built-in control algorithm. The control algorithm calculates the precise time point at which the wheels are expected to contact an obstacle based on the vehicle's real-time speed, characteristic parameters, and a pre-stored vehicle dynamics model, and generates a predictive electronic control signal corresponding to that time point.

[0006] The actuator assembly includes an electromagnetic vibration damper, on which an adaptive stiffness spring assembly is mounted. The adaptive stiffness spring assembly includes a metal helical spring, and an inflatable flexible constraint sleeve is provided on the surface of the metal helical spring. The inflatable flexible constraint sleeve is coaxially and tightly fitted outside the entire effective stroke of the metal helical spring, and the inflatable flexible constraint sleeve forms an airtight cavity. The output end of the predictive control unit is communicatively connected to an intelligent air pressure regulation system.

[0007] As a preferred technical solution of this application, the road condition perception unit is used to acquire road surface contour information within a predetermined distance in front of the vehicle in a non-contact manner and generate corresponding raw data signals. The prediction control unit is used to receive and process the raw data signals to identify the feature parameters of potholes, speed bumps and uneven areas on the road surface. The feature parameters include obstacle type, relative position, estimated size and depth.

[0008] As a preferred technical solution of this application, the road condition perception unit includes a stereo vision module, a lidar scanning module, a millimeter-wave radar detection module, and a vehicle-to-everything (V2X) communication module. The stereo vision module is used to acquire image sequences of the road surface ahead and extract three-dimensional road surface information through image processing algorithms. The lidar scanning module is used to generate high-precision point cloud data of the road surface ahead through the principle of laser ranging. The millimeter-wave radar detection module is used to assist in detecting the macroscopic unevenness of the road surface under adverse weather conditions. The V2X communication module is used to receive digital road condition information containing precise coordinates and attributes from road infrastructure, vehicles ahead, or cloud servers.

[0009] As a preferred technical solution of this application, the inflatable flexible restraint sleeve is made of polymer composite material. The inflatable flexible restraint sleeve includes an inner airtight lining layer, an intermediate reinforcing skeleton layer and an outer wear-resistant layer. The inner diameter of the inflatable flexible restraint sleeve is slightly smaller than or equal to the outer diameter of the metal helical spring in the free state. An interference fit is achieved between the inflatable flexible restraint sleeve and the metal helical spring.

[0010] As a preferred technical solution of this application, the intelligent air pressure regulation system includes an air pump, a precision proportional control valve, a high-speed exhaust valve, a high-dynamic pressure sensor, and an air storage tank. The air storage tank is used to provide compressed gas. The input end of the precision proportional control valve is connected to the air storage tank, and the output end of the precision proportional control valve is connected to the inflatable flexible restraint sleeve through a fluid pipeline. The precision proportional control valve precisely adjusts the gas flow rate and pressure entering the inflatable flexible restraint sleeve according to a predictive electronic control signal. The high-speed exhaust valve is connected to the cavity of the inflatable flexible restraint sleeve and is used to quickly release internal gas when it is necessary to reduce the pressure. The high-dynamic pressure sensor is used to monitor the actual pressure value inside the inflatable flexible restraint sleeve in real time and form a closed-loop feedback signal to be transmitted to the predictive control unit. The air pump is used to store gas in the air storage tank.

[0011] As a preferred technical solution of this application, the adaptive stiffness spring assembly adopts an axial segmented pressure control structure. The inflatable flexible constraint sleeve is provided with an annular partition inside. The inflatable flexible constraint sleeve is divided into two mutually airtight independent air chambers along the axial direction of the metal helical spring by the built-in annular partition. The independent air chamber includes an upper air chamber and a lower air chamber. The upper air chamber and the lower air chamber are provided with independent air inlets and exhaust outlets. The predictive control unit applies different target pressures to the upper air chamber and the lower air chamber according to the dynamic conditions of vehicle acceleration, braking, turning and other conditions. The predictive control unit changes the stiffness distribution of the spring along the axial direction by applying different target pressures.

[0012] As a preferred technical solution of this application, the actuator assembly is used to respond to the predictive electronic control signal and perform actions, and the fluid damping coefficient of the electromagnetic damper can be steplessly and actively adjusted by receiving the current signal in the predictive electronic control signal.

[0013] As a preferred technical solution of this application, the intelligent air pressure regulating system is used to regulate the gas pressure inside the inflatable flexible constraint sleeve.

[0014] In summary, this application includes at least one of the following beneficial technical effects of vehicle shock absorption modules:

[0015] This application, through a highly integrated predictive control system, achieves proactive and precise response to road obstacles. The road condition perception unit integrates multi-source information to accurately identify and quantify the characteristics of the road conditions ahead. The predictive control unit, based on the dynamic model and real-time vehicle speed, accurately calculates the time point when the wheels contact the obstacle, reserving valuable pre-adjustment time for the actuators. This allows the damping coefficient of the electromagnetic damper and the internal pressure of the adaptive stiffness spring assembly to be adjusted to the optimal state before the impact occurs, thereby greatly smoothing the impact load when passing over potholes and speed bumps, significantly improving ride comfort, effectively suppressing vehicle pitch and vibration, and enhancing handling stability. Through the inflatable flexible constraint sleeve and segmented pressure control design, the limitations of traditional fixed spring stiffness are broken, realizing real-time and wide-range adjustable spring characteristics. This allows the damping system to achieve a dynamic balance between comfort and sportiness, while the rapid closed-loop response of the intelligent air pressure regulation system ensures the accuracy and speed of stiffness adjustment. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the adaptive stiffness spring assembly of this application;

[0017] Figure 2 This is a partial schematic diagram of the adaptive stiffness spring assembly of this application;

[0018] Figure 3 This is the overall architecture diagram of the shock absorption module in this application.

[0019] Explanation of reference numerals in the attached drawings: 1. Electromagnetic vibration damper; 2. Adaptive stiffness spring assembly; 201. Metal helical spring; 202. Inflatable flexible restraint sleeve; 203. Lower air chamber; 204. Upper air chamber. Detailed Implementation

[0020] The following is in conjunction with the appendix Figure 1-3 This application will be described in further detail.

[0021] See Figure 1-3 A vehicle damping module includes a road condition sensing unit. The output of the road condition sensing unit is communicatively connected to a predictive control unit, and the output of the predictive control unit is electrically connected to an actuator assembly. The predictive control unit has a built-in control algorithm that calculates the precise time point at which the wheels are expected to contact an obstacle based on the vehicle's real-time speed, characteristic parameters, and a pre-stored vehicle dynamics model, and generates a predictive electronic control signal corresponding to that time point. The actuator assembly includes an electromagnetic damper 1, on which an adaptive stiffness spring assembly 2 is mounted. The adaptive stiffness spring assembly 2 includes a metal coil spring 201, and an inflatable flexible constraint sleeve 202 is provided on the surface of the metal coil spring 201. The inflatable flexible constraint sleeve 202 is coaxially and tightly fitted onto the entire metal coil spring 201. Outside the effective travel, the inflatable flexible restraint sleeve 202 forms an airtight cavity, and the output of the predictive control unit is communicatively connected to an intelligent air pressure regulation system; the road condition sensing unit is used to non-contactly acquire road surface contour information within a predetermined distance in front of the vehicle and generate corresponding raw data signals; the predictive control unit is used to receive and process the raw data signals to identify the characteristic parameters of potholes, speed bumps, and uneven areas on the road surface, including obstacle type, relative position, estimated size, and depth; the actuator assembly is used to respond to the predictive electronic control signal and perform actions; the fluid damping coefficient of the electromagnetic damper 1 can be steplessly and actively adjusted by receiving the current signal in the predictive electronic control signal; the intelligent air pressure regulation system is used to regulate the gas pressure inside the inflatable flexible restraint sleeve 202;

[0022] In this application, the road condition perception unit first enters the working state. Its stereo vision module continuously acquires a sequence of road surface images in front of the vehicle, calculates the road surface height changes in real time through a stereo matching algorithm, and generates preliminary three-dimensional road surface contour data. The lidar scanning module emits a laser beam and generates high-precision point cloud data with a density of thousands of points per square meter by measuring the reflection time, accurately identifying the geometric features of road obstacles. The millimeter-wave radar detection module serves as an auxiliary sensor, actively operating, especially in rainy and foggy weather, detecting macroscopic undulations of the road surface through echo analysis. The vehicle-to-everything (V2X) communication module receives digital road condition packets from intelligent road beacons or broadcasts from vehicles ahead via V2X technology, which contain obstacle information with centimeter-level coordinates. All perception data is integrated and processed in the predictive control unit through a data fusion algorithm to generate obstacle information. Standardized road condition information, including obstacle type, relative distance, and estimated height / depth, is used by the predictive control unit to retrieve pre-stored vehicle multibody dynamics models. Combined with real-time vehicle speed and sprung mass, the unit calculates the precise time of wheel contact with the obstacle by solving differential equations. 50 milliseconds before this time, the control algorithm generates predictive electronic control signals containing target damping values ​​and air pressure settings. These signals output a specific current value to the electromagnetic damper to preset the damping coefficient, and simultaneously send a target pressure command to the intelligent air pressure regulation system. The actuator assembly has already preset its parameters before wheel contact with the obstacle. When the wheel actually passes the obstacle, the electromagnetic damper absorbs the impact according to its preset damping characteristics. Simultaneously, the inflatable flexible restraint sleeve, through real-time adjusted internal pressure, works in conjunction with the metal coil spring to smoothly dissipate the impact energy. This entire process forms a closed-loop predictive control system from perception and decision-making to execution, ensuring vehicle stability when passing obstacles.

[0023] The road condition perception unit includes a stereo vision module, a lidar scanning module, a millimeter-wave radar detection module, and a vehicle-to-everything (V2X) communication module. The stereo vision module is used to acquire image sequences of the road surface ahead and extract three-dimensional road surface information through image processing algorithms. The lidar scanning module is used to generate high-precision point cloud data of the road surface ahead through the principle of laser ranging. The millimeter-wave radar detection module is used to assist in detecting the macroscopic unevenness of the road surface under adverse weather conditions. The V2X communication module is used to receive digital road condition information containing precise coordinates and attributes from road infrastructure, vehicles ahead, or cloud servers.

[0024] In this application, the stereo vision module uses binocular cameras to simultaneously acquire road surface images. A disparity map is calculated using an FPGA-accelerated SGM algorithm to reconstruct a 3D elevation map of the road surface ahead and mark the boundaries of continuous uneven areas. The lidar scanning module uses a wavelength laser for line scanning. The generated point cloud data is fitted to a road surface reference plane using the RANSAC algorithm to identify raised obstacles above the plane or recessed areas below the plane. Specifically, trapezoidal cross-sectional parameters are extracted for speed bumps. The millimeter-wave radar detection module utilizes the penetrating power of the beam to provide redundancy verification when the point cloud data is affected by weather interference. The relative motion state of the road surface is analyzed using Doppler frequency shift. The vehicle-to-everything (V2X) communication module receives ASN.1 encoded data from the roadside unit via the LTE-V2X protocol. The system analyzes road condition reports to identify officially marked construction areas or fixed obstacles. After all sensor data is transmitted to the predictive control unit, Kalman filtering is used for time series alignment. A classifier trained by deep learning is used to identify obstacle types. Periodic edge features are extracted for speed bumps, irregular contours are identified for potholes, and spatial frequencies are calculated for wavy road surfaces. The feature parameter generation module comprehensively calculates the relative distance between the obstacle and the vehicle, the estimated length or diameter, depth / height values, and the slope of the obstacle's edge. These parameters, along with timestamps, are packaged into feature parameter data frames to provide standardized input for subsequent predictive control. The entire perception process adopts a multi-sensor redundancy design. When one sensor fails, the data from other sensors is automatically weighted to ensure the robustness of road condition recognition.

[0025] The inflatable flexible restraint sleeve 202 is made of high polymer composite material. The inflatable flexible restraint sleeve 202 includes an inner airtight lining layer, an intermediate reinforcing skeleton layer and an outer wear-resistant layer. The inner diameter of the inflatable flexible restraint sleeve 202 is slightly smaller than or equal to the outer diameter of the metal helical spring 201 in the free state. The inflatable flexible restraint sleeve 202 and the metal helical spring 201 are interference fit.

[0026] By mounting the metal helical spring 201 on an assembly fixture, an inflatable flexible restraint sleeve is pre-stretched and fitted onto the outside of the metal helical spring 201. After fitting, the sleeve relies on the elastic deformation of the polymer material to generate continuous radial pressure, achieving an interference fit. The restraint sleeve is formed using a three-layer co-extrusion process. The inner airtight lining layer is made of hydrogenated nitrile rubber, the middle reinforcing skeleton layer is made of aramid fiber weaving to withstand the radial expansion force during spring compression, and the outer wear-resistant layer is made of polyurethane elastomer with a corrugated surface to enhance resistance to gravel impact. When the intelligent air pressure regulation system inflates the sleeve, the restraint sleeve gradually tightens around the spring coil as the internal pressure increases. The spring features linear stiffness adjustment. At low pressure, the bushing only slightly constrains the lateral deformation of the spring, maintaining its flexibility. At high pressure, the bushing and spring coil form a composite structure, significantly increasing the overall stiffness. During operation, a high-dynamic pressure sensor monitors the actual pressure. When the predictive control unit sets the target pressure based on road conditions, a precision proportional control valve adjusts the intake flow to stabilize the actual pressure within the target range. When passing through continuous obstacles, the system dynamically adjusts the pressure according to the wheel movement phase. For example, it maintains a low pressure at the beginning of the spring compression stroke to ensure comfort, and rapidly increases the pressure at the end of the compression stroke to suppress impact. This design makes the spring stiffness adjustable in real time.

[0027] The intelligent air pressure regulation system includes an air pump, a precision proportional control valve, a high-speed exhaust valve, a high-dynamic pressure sensor, and an air storage tank. The air storage tank is used to provide compressed gas. The input end of the precision proportional control valve is connected to the air storage tank, and the output end of the precision proportional control valve is connected to the inflatable flexible restraint sleeve 202 through a fluid pipeline. The precision proportional control valve accurately adjusts the gas flow rate and pressure entering the inflatable flexible restraint sleeve 202 according to the predictive electronic control signal. The high-speed exhaust valve is connected to the cavity of the inflatable flexible restraint sleeve 202 and is used to quickly release the internal gas when it is necessary to reduce the pressure. The high-dynamic pressure sensor is used to monitor the actual pressure value inside the inflatable flexible restraint sleeve 202 in real time and form a closed-loop feedback signal to be transmitted to the predictive control unit. The air pump is used to store gas in the air storage tank.

[0028] After the system is powered on, the air pump first pressurizes the air tank for standby. A high-dynamic pressure sensor continuously monitors the initial pressure of the inflatable flexible restraint sleeve. When the predictive control unit calculates the target pressure value based on road conditions, it first compares the current pressure with the target value. If pressurization is needed, the predictive control unit sends a PWM signal to the precision proportional control valve, adjusting the valve opening to allow compressed gas from the air tank to enter the restraint sleeve through the fluid pipeline. The proportional valve precisely controls the intake rate based on the pressure difference and flow characteristic curves to avoid pressure overshoot. If depressurization is needed, a pulse signal is sent to the high-speed exhaust valve, whose piezoelectric actuator opens the valve port, allowing gas to escape rapidly. The entire pressure regulation process employs... The system employs PID closed-loop control, using the actual pressure value collected by a high-dynamic pressure sensor as a feedback signal. This signal is compared with the target value to generate an error signal. The predictive control unit dynamically adjusts the proportional valve opening or the exhaust valve opening duration based on the magnitude of the error. Especially when traversing continuously undulating road surfaces, the system executes multi-segment pressure planning, starting linear pressure increase before the wheels approach an obstacle, reaching peak pressure at the moment of contact, and rapidly depressurizing after passing through. The air tank supports 10 complete inflation and deflation cycles without activating the air pump, ensuring a fast response. When the system detects that the tank pressure is lower than the standard pressure after multiple adjustments, the air pump automatically starts to replenish air, maintaining constant pressure reserve and achieving real-time adaptive spring stiffness.

[0029] The adaptive stiffness spring assembly 2 adopts an axial segmented pressure control structure. The inflatable flexible constraint sleeve 202 is equipped with an annular partition. The inflatable flexible constraint sleeve 202 is divided into two airtight independent air chambers along the axial direction of the metal helical spring 201 by the built-in annular partition. The independent air chambers include an upper air chamber 204 and a lower air chamber 203. Both the upper air chamber 204 and the lower air chamber 203 are equipped with independent air inlets and exhaust outlets. The predictive control unit applies different target pressures to the upper air chamber 204 and the lower air chamber 203 according to the dynamic conditions of vehicle acceleration, braking, turning and so on. The predictive control unit changes the stiffness distribution of the spring along the axial direction by applying different target pressures.

[0030] This application divides the inflatable flexible constraint sleeve 202 axially into two independent chambers, an upper chamber 203 and a lower chamber 204, using an annular partition. The partition uses a fluororubber sealing ring integrally vulcanized with the sleeve body to ensure airtightness even at the maximum spring compression. Each chamber has an independent intake / exhaust pipe connected to an intelligent air pressure regulation system, allowing asymmetric pressure control of the upper and lower chambers. The predictive control unit calculates the optimal stiffness distribution based on vehicle dynamic conditions. When the vehicle brakes, the algorithm increases the pressure in the lower chamber while decreasing the pressure in the upper chamber, increasing the stiffness of the lower part of the spring to suppress nose-diving. During acceleration, a higher upper chamber and lower lower chamber pressure configuration is used to reduce nose-diving effect. In the middle, the system pressurizes the upper air chamber of the outer wheel spring and the lower air chamber of the inner wheel spring based on the steering wheel angle signal, forming an anti-roll stiffness gradient. For special road conditions, such as when going over a trapezoidal speed bump, the system pressurizes the upper air chamber in advance at the wheel contact front, while keeping the lower air chamber at a constant pressure. This allows the upper part of the spring to harden first to quickly support the vehicle body, while the lower part remains flexible to absorb the initial impact. When the spring is compressed to the middle, it automatically switches to a balanced pressure distribution. During the rebound phase, it adopts a comfort setting with equal pressure in both the upper and lower air chambers. This segmented pressure control makes a single spring exhibit variable stiffness characteristics in different sections, which is equivalent to spatial modulation of the spring characteristics, ensuring that both handling stability and ride comfort are taken into account under various operating conditions.

[0031] The above are all preferred embodiments of this application, and are not intended to limit the scope of protection of this application. Therefore, all equivalent changes made in accordance with the structure, shape and principle of this application should be covered within the scope of protection of this application.

Claims

1. A vehicle shock absorption module, characterized in that: It includes a road condition perception unit, the output of which is communicatively connected to a predictive control unit, the output of which is electrically connected to an actuator assembly, and the predictive control unit has a built-in control algorithm. The control algorithm calculates the precise time point at which the wheels are expected to contact the obstacle based on the vehicle's real-time speed, characteristic parameters, and a pre-stored vehicle dynamics model, and generates a predictive electronic control signal corresponding to that time point. The actuator assembly includes an electromagnetic damper (1), on which an adaptive stiffness spring assembly (2) is mounted. The adaptive stiffness spring assembly (2) includes a metal helical spring (201). The surface of the metal helical spring (201) is provided with an inflatable flexible constraint sleeve (202). The inflatable flexible constraint sleeve (202) is coaxially and tightly fitted outside the entire effective stroke of the metal helical spring (201). The inflatable flexible constraint sleeve (202) forms an airtight cavity. The output end of the predictive control unit is communicatively connected to an intelligent air pressure regulation system.

2. The vehicle shock absorption module according to claim 1, characterized in that: The road condition perception unit is used to acquire road surface contour information within a predetermined distance in front of the vehicle in a non-contact manner and generate corresponding raw data signals. The prediction control unit is used to receive and process the raw data signals to identify the feature parameters of potholes, speed bumps and uneven areas on the road surface. The feature parameters include obstacle type, relative position, estimated size and depth.

3. The vehicle shock absorption module according to claim 1, characterized in that: The road condition perception unit includes a stereo vision module, a lidar scanning module, a millimeter-wave radar detection module, and a vehicle-to-everything (V2X) communication module. The stereo vision module is used to acquire image sequences of the road surface ahead and extract three-dimensional road surface information through image processing algorithms. The lidar scanning module is used to generate high-precision point cloud data of the road surface ahead using the principle of laser ranging. The millimeter-wave radar detection module is used to assist in detecting the macroscopic unevenness of the road surface under adverse weather conditions. The V2X communication module is used to receive digital road condition information containing precise coordinates and attributes from road infrastructure, vehicles ahead, or cloud servers.

4. A vehicle shock absorption module according to claim 1, characterized in that: The inflatable flexible restraint sleeve (202) is made of polymer composite material. The inflatable flexible restraint sleeve (202) includes an inner airtight lining layer, an intermediate reinforcing skeleton layer and an outer wear-resistant layer. The inner diameter of the inflatable flexible restraint sleeve (202) is slightly smaller than or equal to the outer diameter of the metal helical spring (201) in the free state. The inflatable flexible restraint sleeve (202) and the metal helical spring (201) are interference-fitted.

5. A vehicle shock absorption module according to claim 1, characterized in that: The intelligent air pressure regulation system includes an air pump, a precision proportional control valve, a high-speed exhaust valve, a high-dynamic pressure sensor, and an air storage tank. The air storage tank is used to provide compressed gas. The input end of the precision proportional control valve is connected to the air storage tank, and the output end of the precision proportional control valve is connected to the inflatable flexible restraint sleeve (202) through a fluid pipeline. The precision proportional control valve precisely adjusts the gas flow rate and pressure entering the inflatable flexible restraint sleeve (202) according to a predictive electronic control signal. The high-speed exhaust valve is connected to the cavity of the inflatable flexible restraint sleeve (202) and is used to quickly release internal gas when pressure needs to be reduced. The high-dynamic pressure sensor is used to monitor the actual pressure value inside the inflatable flexible restraint sleeve (202) in real time and form a closed-loop feedback signal to be transmitted to the predictive control unit. The air pump is used to store gas in the air storage tank.

6. A vehicle shock absorption module according to claim 1, characterized in that: The adaptive stiffness spring assembly (2) adopts an axial segmented pressure control structure. The inflatable flexible constraint sleeve (202) is provided with an annular partition inside. The inflatable flexible constraint sleeve (202) is divided into two independent air chambers that are airtightly isolated from each other along the axial direction of the metal helical spring (201) by the built-in annular partition. The independent air chambers include an upper air chamber (204) and a lower air chamber (203). The upper air chamber (204) and the lower air chamber (203) are provided with independent air inlets and exhaust outlets. The predictive control unit applies different target pressures to the upper air chamber (204) and the lower air chamber (203) according to the dynamic working conditions such as vehicle acceleration, braking, and turning. The predictive control unit changes the stiffness distribution of the spring along the axial direction by applying different target pressures.

7. A vehicle shock absorption module according to claim 1, characterized in that: The actuator assembly is used to respond to the predictive electronic control signal and perform actions, and the fluid damping coefficient of the electromagnetic damper (1) can be steplessly and actively adjusted by receiving the current signal in the predictive electronic control signal.

8. A vehicle shock absorption module according to claim 1, characterized in that: The intelligent air pressure regulation system is used to regulate the gas pressure inside the inflatable flexible confinement sleeve (202).

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