Automobile semi-active suspension control system

Abstract

The invention relates to an automobile semi-active suspension control system which comprises an air suspension arranged between an automobile body and a chassis, the air suspension comprises an end cover, an air bag and a damper, the end cover is fixedly connected to the automobile body, the damper comprises a cylinder body and a piston rod, the cylinder body is fixedly connected to the chassis, and the piston rod is fixedly connected to the air bag. The free end of the piston rod is fixedly connected with the end cover, one end of the air bag is connected to the end cover in a sealed mode, the other end of the air bag is connected to the cylinder body in a sealed mode, an air bag cavity used for containing air is defined by the end cover, the air bag and the cylinder body, and an air inlet hole is formed in the end cover. The air inlet hole is used for inflating or deflating the air bag cavity; and the locking mechanism is used for locking the axial movement of the piston rod relative to the cylinder body when the vehicle body reaches a preset height. Therefore, the problem of bag skin aging caused by long-time parking can be solved, and meanwhile, the loss of a suspension control system and the energy consumption of the whole vehicle are not increased.

Description

Technical Field

[0001] This disclosure relates to the field of suspension system control technology, and more specifically, to a semi-active suspension control system for automobiles. Background Technology

[0002] As a core component connecting the vehicle body and wheels, the performance of the automotive suspension directly affects the vehicle's ride comfort, handling stability, and component lifespan. With the automotive industry's increasing demands for comfort and durability, air suspension, with its advantages of flexible vehicle height adjustment and optimized driving posture, has been widely used in passenger and commercial vehicles. Air suspension uses airbags as elastic elements; by inflating and deflating these airbags, it dynamically adjusts the vehicle's height and suspension stiffness, significantly improving the vehicle's adaptability to different road conditions.

[0003] When a vehicle is parked for an extended period, the air suspension airbags remain in a fixed compressed state due to the vehicle's weight. This causes localized areas of the airbag skin to be under constant bending and tensile stress, leading to material fatigue, localized aging, cracking, and a shortened lifespan. To mitigate this issue, existing technologies typically employ a periodic activation of the control system, using an air pump to inflate and adjust the airbag height, preventing sustained stress on a single location. However, this approach has significant limitations in practice. First, during prolonged parking, maintaining airbag height and pressure requires frequent activation of the control system, necessitating repeated starts and stops of the air pump for inflation and pressure maintenance. This results in continuous energy loss from the vehicle's battery, potentially leading to battery depletion. Second, the airbag remains under constant pressure, accelerating the aging process of the airbag skin material. Furthermore, frequent pump starts and stops increase mechanical wear, shortening the pump's lifespan and increasing system maintenance costs. Additionally, continuous inflation and pressure maintenance can exacerbate wear on the airbag seals, increasing the risk of leaks. Summary of the Invention

[0004] The purpose of this disclosure is to provide a semi-active suspension control system for automobiles, which at least partially solves the problems existing in the related art.

[0005] To achieve the above objectives, this disclosure provides a semi-active suspension control system for automobiles, comprising:

[0006] An air suspension system, installed between the vehicle body and chassis, includes an end cap, an airbag, and a damper. The end cap is fixedly connected to the vehicle body. The damper includes a cylinder and a piston rod. The cylinder is fixedly connected to the chassis, and the free end of the piston rod is fixedly connected to the end cap. One end of the airbag is sealed to the end cap, and the other end is sealed to the cylinder. The end cap, the airbag, and the cylinder form an airbag cavity for containing air. An air inlet is provided on the end cap for inflating or deflating the airbag cavity. A locking mechanism is used to lock the piston rod relative to the cylinder body axially when the vehicle body reaches a preset height.

[0007] In some possible implementations, a boss is connected to the top of the cylinder, the piston rod passes through the boss, and the locking mechanism is installed at the position where the boss and the piston rod mate. The boss provides a supporting carrier for the locking mechanism, and the piston rod passes through the boss, which guides the axial movement of the piston rod, reduces piston rod wobbling, improves the locking fit, and further enhances the reliability of maintaining a high level of energy consumption.

[0008] In some possible implementations, the locking mechanism includes a first groove formed on the side wall of the boss, a second groove formed on the side wall of the piston rod, a locking member movably mounted in the first groove, and a driving member for moving the locking member, wherein when the vehicle body reaches a preset height, the first groove and the second groove are aligned and form a communicating channel. The locking member has an unlocked position and a locked position. In the unlocked position, the locking member is fully placed in the first groove. In the locked position, the first groove and the second groove are aligned, with one end of the locking member placed in the first groove and the other end placed in the second groove.

[0009] The locking mechanism, through its groove-fitting design, simplifies the structure and reduces energy consumption while improving locking precision and reliability, ensuring the air suspension maintains its height with zero energy consumption and delaying the aging of the air spring skin.

[0010] In some possible implementations, the semi-active vehicle suspension control system further includes: A vehicle height sensor is used to detect the vehicle's height; and A control device is electrically connected to the locking mechanism and the vehicle height sensor, respectively. The control device is configured to control the locking mechanism to lock the piston rod when the vehicle height sensor detects that the vehicle body has reached a preset height.

[0011] When the vehicle height sensor detects that the vehicle has reached the preset height, it quickly sends a signal to the control device. The control device immediately responds, stopping the vehicle height adjustment and driving the locking mechanism to lock the piston rod. The entire process is responsive and precise, enhancing the user experience. When the position sensor detects that the locking element has reached the locking position, the control device lowers the vehicle height until the vehicle's weight achieves a rigid vertical limit. At this point, the control device can enter a power-off or sleep mode.

[0012] When the vehicle is started again, the control device inflates the airbag, slightly raising the vehicle height to release the locking device from its vertical jamming state. The locking component naturally resets and fully retracts into the first groove, unlocking the locking device and allowing the airbag to enter a state where its height can be freely adjusted.

[0013] In some possible implementations, the driving component includes an electromagnetic telescoping device electrically connected to the control device. The electromagnetic drive method eliminates the gaps and jamming issues of traditional mechanical transmissions. When energized, it can quickly push the locking component to the right to complete engagement; when de-energized, the moving end naturally resets, causing the locking component to be fully retracted into the first groove. The action response is rapid, and the stroke is precise and controllable.

[0014] In some possible implementations, a position sensor electrically connected to the control device is provided in the first groove. The position sensor is used to detect the movement position of the locking member. This can effectively avoid problems such as incomplete engagement, misalignment, or jamming of the locking member, ensuring the reliability of piston rod locking and avoiding risks such as vehicle height deviation or abnormal pressure on the bladder due to locking failure.

[0015] In some possible implementations, the semi-active suspension control system further includes a guide sleeve fixedly fitted around the outside of the airbag. The guide sleeve guides the expansion and contraction of the airbag and limits its radial deformation. A fixed seat is fitted onto the lower part of the cylinder block, and the guide sleeve is connected to the fixed seat via a telescopic protective bushing. The guide sleeve precisely guides the axial expansion and contraction of the airbag, limiting its radial expansion deformation and improving the reliability of the suspension's support for the vehicle body. The telescopic protective bushing has good flexible sealing performance, preventing mechanical damage or premature aging caused by direct exposure of the airbag skin to the outside environment.

[0016] In some possible implementations, the guide sleeve snaps onto the outer wall of the airbag. This snap-fit ​​structure facilitates disassembly and installation, simplifies assembly, significantly reduces production assembly time, and lowers labor and material costs. When the airbag needs repair or replacement, or when the guide sleeve shows wear, the two can be quickly separated without damaging the outer wall of the airbag or the guide sleeve, reducing maintenance time and costs.

[0017] In some possible implementations, a heating resistance wire is installed on the inner wall of the air inlet. Under low-temperature conditions, the gas entering the airbag is rapidly heated to achieve uniform heating of the airbag skin. The heating can be controlled by adjusting the current passing through the air inlet using a control device. The heating resistance wire heats the gas entering the airbag through the air inlet, and the heated gas is then forced into the airbag, naturally completing the heating and internal convection. When the airbag is kept in a gas-free state and no air is entering, the control device can adjust the current and heat the air inlet, using heat conduction to keep the inside of the airbag warm.

[0018] In some possible implementations, a temperature sensor is installed inside the airbag. The control device uses the temperature sensor to control the heating temperature at the air inlet and the internal temperature of the airbag, preventing temperature runaway and uneven heating of different airbags.

[0019] The above technical solution achieves energy-free airbag height maintenance through a locking mechanism, making it particularly suitable for automatic locking parking modes. After parking, the airbag is first inflated or deflated through the air intake to reach the preset locking condition, i.e., the vehicle body reaches the preset height. The locking mechanism then locks the piston rod and cylinder axial movement. Subsequently, depressurization continues, and the vehicle body height is stably maintained by the rigid limitation of the locking mechanism, eliminating the need for continuous inflation to maintain air pressure. During normal driving, the airbag cavity is inflated or deflated to flexibly adjust the air pressure to adapt to different road conditions such as bumpy roads and highways, effectively reducing vibration. This solution enables the airbag to maintain its height without continuous energy consumption when parked, significantly reducing overall vehicle energy consumption. At the same time, the airbag depressurization after parking prevents the airbag skin from being under high pressure and aging due to stress, effectively extending the airbag's service life.

[0020] Other features and advantages of this disclosure will be described in detail in the following detailed description section. Attached Figure Description

[0021] The accompanying drawings are provided to further illustrate the present disclosure and form part of the specification. They are used together with the following detailed description to explain the present disclosure, but do not constitute a limitation thereof. In the drawings: Figure 1 This is a cross-sectional view of a semi-active suspension control system for automobiles provided in an exemplary embodiment of this disclosure.

[0022] Explanation of reference numerals in the attached figures 1-End cap; 11-Air inlet; 2-Airbag; 20-Airbag cavity; 3-Damper; 31-Cylinder body; 32-Piston rod; 41-First groove; 42-Second groove; 43-Locking part; 5-Boss; 6-Guide sleeve; 7-Fixing seat; 8-Telescopic protective bushing. Detailed Implementation

[0023] The specific embodiments of this disclosure will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustration and explanation only and are not intended to limit this disclosure.

[0024] In this disclosure, unless otherwise stated, the directional terms "upper," "lower," "top," and "bottom" are defined based on the actual direction in which the relevant components are used. "Inner" and "outer" refer to the contours of the corresponding parts themselves. The terms "first," "second," etc., are used to distinguish different components and do not indicate sequence or importance. In this disclosure, when the following description refers to the accompanying drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements.

[0025] Reference Figure 1 This disclosure provides a semi-active suspension control system for automobiles. The semi-active suspension control system may include an air suspension and a locking mechanism. The air suspension is disposed between the vehicle body and the chassis. The air suspension may include an end cover 1, an airbag 2, and a damper 3. The end cover 1 is fixedly connected to the vehicle body. The damper 3 includes a cylinder 31 and a piston rod 32. The bottom end of the cylinder 31 is fixedly connected to the chassis fork arm. The free end of the piston rod 32 is fixedly connected to the end cover 1. The piston rod 32 can reciprocate linearly along the axial direction and rise and fall with the inflation and deflation of the airbag 2. One end of the airbag 2 is sealed to the end cover 1, and the other end is sealed to the cylinder 31. The end cover 1, the airbag 2, and the cylinder 31 together form an airbag cavity 20 for containing air. An air inlet 11 is provided on the end cover 1 for inflating or deflating the airbag cavity 20. The locking mechanism is used to lock the axial movement of the piston rod 32 relative to the cylinder 31 when the vehicle body reaches a preset height. An air nozzle for sealing the airbag cavity 20 is installed at the air intake 11. It should be noted that the attached figure is only a schematic representation of one embodiment. The number and specific distribution of the locking mechanism can be adjusted according to actual needs. There can be multiple preset heights, that is, the control device can control the vehicle body at different heights as needed to avoid the airbag skin bending in a fixed position when parked for a long time.

[0026] The above technical solution achieves energy-free airbag height maintenance through a locking mechanism, which is particularly suitable for automatic locking parking modes. After parking, the airbag is first inflated or deflated through the air intake 11 to reach the preset locking condition, i.e., the vehicle body reaches the preset height. The locking mechanism then locks the axial movement of the piston rod 32 and the cylinder 31. Subsequently, the air is depressurized and the vehicle body height is stably maintained by the rigid limit of the locking mechanism, without the need for continuous inflation to maintain air pressure. During normal driving, the locking mechanism releases the axial movement of the piston rod 32 and the cylinder 31, and the air pressure is flexibly adjusted by inflating or deflating the airbag cavity 20 to adapt to different road conditions such as bumpy roads and highways, effectively reducing vibration. This solution can achieve airbag height maintenance without continuous energy consumption when parking, significantly reducing the overall vehicle energy consumption. At the same time, the airbag 2 is depressurized after parking, avoiding the airbag skin from being under high pressure for a long time and aging, effectively extending the service life of the airbag.

[0027] In some embodiments, refer to Figure 1 A boss 5 can be connected to the top of the cylinder body 31. The piston rod 32 passes through the boss 5, and the locking mechanism is installed at the position where the boss 5 and the piston rod 32 cooperate. The boss 5 provides a supporting carrier for the locking mechanism. The piston rod 32 passes through the boss 5, and the boss 5 can guide the axial movement of the piston rod 32, reduce the shaking of the piston rod 32, improve the locking fit, and further enhance the high reliability of energy-free operation.

[0028] Among them, reference Figure 1 The locking mechanism may include a first groove 41 formed on the side wall of the boss 5, a second groove 42 formed on the side wall of the piston rod 32, a locking member 43 movably mounted on the first groove 41, and a driving member for moving the locking member 43. Specifically, the boss 5 is constructed with a through hole, the first groove 41 can be recessed in the inner wall of the through hole, and the second groove 42 can be recessed in the outer peripheral wall of the piston rod 32. When the vehicle body reaches the preset height, the first groove 41 and the second groove 42 are aligned and form a connecting channel. The locking member 43 has an unlocking position and a locking position. In the unlocking position, the locking member 43 is completely placed inside the first groove 41 and does not protrude from the inner wall of the boss 5, so it will not interfere with the axial extension and retraction of the piston rod 32, ensuring that the air suspension can normally perform driving functions such as air pressure adjustment and vehicle posture adaptation. In the locking position, the first groove 41 and the second groove 42 are aligned, with one end of the locking member 43 placed in the first groove 41 and the other end placed in the second groove 42. The locking action is rapid and does not require complex positioning calibration, so the piston rod 32 can be locked quickly. When the vehicle body reaches the preset height, the first groove 41 on the side wall of the boss 5 and the second groove 42 on the side wall of the piston rod 32 are precisely aligned to form a connecting channel. The two ends of the locking member 43 are respectively embedded in the two grooves to form a rigid limiting structure. This design effectively prevents axial relative movement between the piston rod 32 and the cylinder block 31, eliminating the risk of loosening or displacement and ensuring the stability of the vehicle's height maintenance without energy consumption. The locking mechanism, through a groove-fitting design, simplifies the structure and reduces energy consumption while improving locking precision and reliability, ensuring the air suspension maintains height without energy consumption and delaying the aging of the air spring skin.

[0029] As an exemplary embodiment of this disclosure, the automotive semi-active suspension control system may further include a vehicle height sensor and a control device, the control device including a controller. The vehicle height sensor detects the vehicle height; the control device is electrically connected to both the locking mechanism and the vehicle height sensor, and is configured to control the locking mechanism to lock the piston rod 32 when the vehicle height sensor detects that the vehicle has reached a preset height. The vehicle height sensor can collect vehicle height data in real time and accurately identify whether the vehicle has reached the preset locking height, avoiding locking mechanism failure due to height detection errors. When the vehicle height sensor detects that the vehicle has reached the preset height, it can quickly feed the signal back to the control device, which responds immediately and drives the locking mechanism to lock the piston rod 32. The entire process is responsive and precise, improving the user experience. This design achieves precise and automated locking action.

[0030] The driving component may include an electromagnetic telescoping device, which is electrically connected to the control device. The locking component 43 may include a pin. The electromagnetic telescoping device is fixedly connected to the end face of the pin, and the pin can be moved controllably along the axial direction by switching on and off the power. The electromagnetic drive method eliminates the gap and jamming problems of traditional mechanical transmission. When energized, it can quickly push the pin to the right to complete the engagement. When de-energized, the moving end naturally resets, causing the pin to be completely housed in the first groove 41. The action response is rapid and the stroke is precise and controllable. After the pin is engaged, the airbag 2 begins to depressurize. The weight of the vehicle body applies pressure to the piston rod 32 to eliminate vertical gaps, so that the piston rod 32 is firmly locked by the pin. Then the electromagnetic telescoping device is de-energized. There is no need for continuous power supply or to maintain the air pressure of the airbag 2. The height of the vehicle body and the airbag 2 can be stably maintained by the mechanical engagement of the pin and the double chamber, achieving zero-energy height maintenance. At the same time, after the airbag 2 is depressurized, the airbag skin is prevented from being under high pressure for a long time and aging, effectively extending the service life of the airbag 2.

[0031] In the embodiments of this disclosure, a position sensor electrically connected to the control device may be provided in the first groove 41. The position sensor is used to detect the movement position of the locking member 43. The position sensor can accurately detect the movement position and positioning status of the locking member 43, and can confirm in real time whether the locking member 43 is fully extended and embedded in the second groove 42, and whether it is in the unlocked state. This effectively avoids problems such as incomplete engagement, misalignment, and jamming of the locking member 43, ensuring the reliability of the piston rod 32 locking, and avoiding risks such as vehicle height deviation and abnormal pressure on the bladder due to locking failure.

[0032] According to some embodiments, refer to Figure 1The semi-active suspension control system may also include a guide sleeve 6 fixedly fitted on the outside of the airbag 2. The guide sleeve 6 guides the expansion and contraction of the airbag 2 and limits its radial deformation. A fixed seat 7 is fitted on the lower part of the cylinder block 31. The guide sleeve 6 and the fixed seat 7 are connected by a telescopic protective bushing 8. The guide sleeve 6 can move axially relative to the fixed seat 7. The guide sleeve 6 is fixedly fitted on the outside of the airbag, which can accurately guide the expansion and contraction of the airbag 2 along the axial direction, effectively preventing the airbag 2 from shifting or twisting under the action of inflation and deflation cycles and road vibration, and ensuring the accuracy of air suspension attitude adjustment. At the same time, the guide sleeve 6 can limit the radial expansion deformation of the airbag 2 and improve the reliability of the suspension support for the vehicle body. The telescopic protective bushing 8 has good flexible sealing performance, avoiding mechanical damage or premature aging caused by direct exposure of the airbag skin to the outside. At the same time, the telescopic protective bushing 8 can reduce friction loss and collision noise when the guide sleeve 6 and the fixed seat 7 move relative to each other.

[0033] Furthermore, referring to Figure 1 The guide sleeve 6 can be snapped onto the outer wall of the airbag 2. This snap-fit ​​structure facilitates disassembly and installation, simplifying assembly and significantly reducing production assembly time, labor, and material costs. When the airbag 2 needs maintenance or replacement, or when the guide sleeve 6 shows wear, the two can be quickly separated without damaging the outer wall of the airbag 2 or the guide sleeve 6, reducing maintenance time and costs. In other embodiments, the guide sleeve 6 can also be connected to the airbag 2 in other ways, such as welding or fastener connection.

[0034] In some embodiments, a heating resistance wire can be installed on the inner wall of the air inlet 11. The air inlet 11 of the airbag is heated by installing a heating resistance wire at the air inlet 11 of the airbag 2. Under low temperature conditions, the gas entering the airbag 2 is heated quickly to achieve uniform heating of the airbag skin. The heating can be controlled by controlling the current passing through it by the control device. The heating resistance wire heats the gas entering the airbag 2 through the air inlet 11. After the flowing gas is heated, it is pressed into the airbag 2, which naturally completes the heating and internal convection. When there is no inflation, the heating resistance wire can also be heated by adjusting the current to heat the gas inside the airbag 2 through the air inlet 11 to achieve heat preservation under low temperature conditions.

[0035] Furthermore, temperature sensors can be installed inside both the airbag 2 and the air inlet 11, and these temperature sensors are electrically connected to the control device. The control device uses the temperature sensors to control the heating temperature at the air inlet 11 and the internal temperature of the airbag 2, thereby preventing temperature runaway and uneven heating of different airbags 2.

[0036] The preferred embodiments of this disclosure have been described in detail above with reference to the accompanying drawings. However, this disclosure is not limited to the specific details of the above embodiments. Within the scope of the technical concept of this disclosure, various simple modifications can be made to the technical solutions of this disclosure, and these simple modifications all fall within the protection scope of this disclosure.

[0037] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, this disclosure will not describe the various possible combinations separately.

[0038] Furthermore, various different embodiments of this disclosure can be combined in any way, as long as they do not violate the spirit of this disclosure, they should also be regarded as the content disclosed in this disclosure.

Claims

1. A semi-active suspension control system for automobiles, characterized in that, include: An air suspension system, installed between the vehicle body and chassis, includes an end cap, an airbag, and a damper. The end cap is fixedly connected to the vehicle body. The damper includes a cylinder and a piston rod. The cylinder is fixedly connected to the chassis, and the free end of the piston rod is fixedly connected to the end cap. One end of the airbag is sealed to the end cap, and the other end is sealed to the cylinder. The end cap, the airbag, and the cylinder form an airbag cavity for containing air. An air inlet is provided on the end cap for inflating or deflating the airbag cavity. A locking mechanism is used to lock the piston rod relative to the cylinder body axially when the vehicle body reaches a preset height.

2. The automotive semi-active suspension control system according to claim 1, characterized in that, The top of the cylinder is connected to a boss, the piston rod passes through the boss, and the locking mechanism is installed at the position where the boss and the piston rod cooperate.

3. The automotive semi-active suspension control system according to claim 2, characterized in that, The locking mechanism includes a first groove formed on the side wall of the boss, a second groove formed on the side wall of the piston rod, a locking member movably mounted in the first groove, and a driving member for moving the locking member. When the vehicle body reaches a preset height, the first groove and the second groove are aligned and form a connecting channel. The locking member has an unlocked position and a locked position. In the unlocked position, the locking member is fully placed in the first groove. In the locked position, the first groove and the second groove are aligned, with one end of the locking member placed in the first groove and the other end placed in the second groove.

4. The automotive semi-active suspension control system according to claim 3, characterized in that, The semi-active suspension control system for automobiles also includes: A vehicle height sensor is used to detect the vehicle's height; and A control device is electrically connected to the locking mechanism and the vehicle height sensor, respectively. The control device is configured to control the locking mechanism to lock the piston rod when the vehicle height sensor detects that the vehicle body has reached a preset height.

5. The automotive semi-active suspension control system according to claim 4, characterized in that, The driving component includes an electromagnetic expansion joint, which is electrically connected to the control device.

6. The automotive semi-active suspension control system according to claim 4, characterized in that, The first groove is provided with a position sensor that is electrically connected to the control device. The position sensor is used to detect the movement position of the locking member.

7. The automotive semi-active suspension control system according to claim 1, characterized in that, The semi-active suspension control system also includes a guide sleeve fixedly sleeved on the outside of the airbag. The guide sleeve is used to guide the airbag to extend and retract and limit its radial deformation. A fixed seat is sleeved on the lower part of the cylinder. The guide sleeve and the fixed seat are connected by a telescopic protective bushing.

8. The automotive semi-active suspension control system according to claim 7, characterized in that, The guide sleeve is snapped onto the outer wall of the airbag.

9. The automotive semi-active suspension control system according to claim 1, characterized in that, A heating resistance wire is installed on the inner wall of the air inlet.

10. The automotive semi-active suspension control system according to claim 9, characterized in that, The airbag is equipped with a temperature sensor inside.

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