A control method, system, medium and vehicle of an electro-hydraulic active suspension

Abstract

The application discloses a control method and system of an electro-hydraulic active suspension, a medium and a vehicle, belongs to the technical field of vehicle suspension, and aims to solve the problem of slow response and poor smoothness of the existing electro-hydraulic active suspension in the active control mode. In the active cooperative control mode, the method applies pressure to the first working chamber of the shock absorber through the pressurizing device to generate a coarse adjustment component of the active force; at the same time, the degree of throttling of the first adjustable flow element connected with the second working chamber is controlled to throttle the oil discharged from the second working chamber to generate back pressure, thereby realizing fine adjustment of the active force. The controller adjusts the output of the pressurizing device and the throttling degree of the first adjustable flow element in real time according to the control target. The application uses the cooperative control mode of the combination of coarse adjustment and fine adjustment, uses the first adjustable flow element with fast response for fine adjustment, significantly improves the response speed and control smoothness of the active force control, and improves the driving experience of the vehicle.

Description

Technical Field

[0001] This invention relates to the field of vehicle suspension technology, specifically to a control method, system, medium, and vehicle for an electro-hydraulic active suspension. Background Technology

[0002] To simultaneously satisfy the vehicle's handling stability and ride comfort during driving, active suspension technology has emerged, among which electro-hydraulic active suspension has become one of the mainstream technologies due to its ability to provide greater adjustment force.

[0003] Currently, related electro-hydraulic active suspension technologies are mainly divided into two categories. The first category is pure pump-controlled active suspension, which relies entirely on a pressurization device to control the flow of oil between the two working chambers of the shock absorber, thereby applying active force. Although this solution has a relatively simple structure, its response speed is slow due to the inertia of mechanical components such as the motor and pump. Furthermore, the pump's efficiency is low at low speeds or with small adjustments, resulting in poor control smoothness and a tendency to produce jerking sensations, thus affecting the driving experience.

[0004] The second type is the hybrid active / passive suspension system. To compensate for the shortcomings of pure pump-controlled schemes, the industry has proposed hybrid systems that combine active pump-controlled loops with passive valve-controlled loops. For example, in some existing technologies, the system includes an active control loop with a pressurization device and a passive damping loop with an adjustable flow element. However, the core design concept of this type of system is usually the isolation and switching of operating modes: in active mode, only the active loop operates, providing active force in a pure pump-controlled manner; in passive mode, the active loop is completely disconnected through a switching valve, and only the passive loop provides variable damping.

[0005] This "either / or" approach, while offering some flexibility and fault redundancy, essentially remains a traditional pure pump control method in its active control phase, failing to fundamentally solve the inherent technical challenges of slow response and poor control smoothness in pump control. Therefore, there is an urgent need in this field for a new technical solution that can fundamentally improve the response speed and control smoothness of active power control while retaining the advantages of hybrid systems. Summary of the Invention

[0006] To address the technical problems of slow response and poor control smoothness in existing electro-hydraulic active suspension systems under active control mode, this invention provides a control method, system, computer-readable storage medium, and vehicle for an electro-hydraulic active suspension system.

[0007] This invention provides a control method for an electro-hydraulic active suspension, used to control an electro-hydraulic active suspension including a shock absorber, the shock absorber having a first working chamber and a second working chamber. The method includes: in an active cooperative control mode, applying pressure to the first working chamber of the shock absorber via a pressurizing device to generate a first component force constituting the active force; in the active cooperative control mode, while the pressurizing device is operating, controlling the throttling degree of a first adjustable flow element connected to the second working chamber of the shock absorber to throttle the oil discharged from the second working chamber, generating throttling resistance, the throttling resistance being a second component force constituting the active force, the first component force being greater than the second component force; and employing a closed-loop control algorithm to adjust the output of the pressurizing device and the throttling degree of the first adjustable flow element based on the error between the feedback value and the control target, the adjustment granularity of the pressurizing device output being greater than the adjustment granularity of the throttling degree of the first adjustable flow element, the feedback value being used to describe the state of the electro-hydraulic active suspension. By combining coarse adjustment of the pressurizing device with fine adjustment of the adjustable flow element, rapid and smooth control of the active force is achieved. This control strategy has a clear division of labor, utilizing fast-responding adjustable flow elements to undertake fine-tuning tasks, which can significantly improve control accuracy and response speed.

[0008] Optionally, the pressurizing device is a bidirectional power pump, and applying pressure to the first working chamber of the shock absorber via the pressurizing device includes: starting the bidirectional power pump to pump oil into the first working chamber; and / or, the first adjustable flow element is a variable damping control valve, and controlling the throttling degree of the first adjustable flow element connected to the second working chamber of the shock absorber includes: controlling the opening degree of the variable damping control valve. Employing specific hardware implementation methods makes the solution more feasible.

[0009] In one embodiment, the control target is at least one of a desired target force, a desired target position, or a desired vehicle body posture. This enables the invention to be applied to various vehicle dynamic control scenarios, such as roll suppression, pitch control, and vehicle height adjustment.

[0010] Furthermore, the first working chamber is connected to the second adjustable flow element, the first adjustable flow element is connected between the second working chamber and the energy storage device, and the second adjustable flow element is connected between the first working chamber and the energy storage device.

[0011] Optionally, the method further includes, in passive damping control mode, where the pressurizing device is not in operation, adjusting the compression damping and rebound damping of the shock absorber by independently adjusting the throttling degree of the first adjustable flow element and the throttling degree of the second adjustable flow element. This mode gives the system the ability to operate with low energy consumption when no active power is required and can serve as a fault redundancy mode, improving the practicality and reliability of the system.

[0012] The present invention also provides an electro-hydraulic active suspension system, comprising: a shock absorber having a first working chamber and a second working chamber; a pressurizing device configured to apply pressure to the first working chamber to generate a first portion of an active force; a first adjustable flow element communicating with the second working chamber and configured to throttle oil discharged from the second working chamber to generate a throttling resistance for finely adjusting the active force, the throttling resistance being a second portion of the active force, the first portion being greater than the second portion; and a controller configured to adjust the output of the pressurizing device and the degree of throttling of the first adjustable flow element according to a control objective.

[0013] In one embodiment, the system further includes a second adjustable flow element, which is in communication with the first working chamber; the first adjustable flow element is connected between the second working chamber and the energy storage device, and the second adjustable flow element is connected between the first working chamber and the energy storage device.

[0014] Furthermore, the controller is also configured to provide a passive damping control mode in which the pressurizing device is not in operation, and the controller adjusts the compression damping and rebound damping of the shock absorber by independently adjusting the throttling degree of the first adjustable flow element and the throttling degree of the second adjustable flow element.

[0015] The present invention also provides a computer-readable storage medium having a computer program stored thereon, wherein the computer program, when executed by a processor, implements the method described in any of the preceding claims.

[0016] The present invention also provides a vehicle including the electro-hydraulic active suspension system described in any of the preceding claims.

[0017] Compared with the prior art, the technical solution provided by the present invention has one or more of the following beneficial effects:

[0018] 1. High control smoothness: This invention entrusts the fine adjustment of the main force to an adjustable flow element with an extremely fast response speed. By using the back pressure (i.e. throttling resistance) generated by the throttling of the oil on the discharge side, it achieves smooth control of the main force output, which can effectively eliminate the jerking sensation that may be generated by traditional pump control schemes, thereby significantly improving the driving comfort of the vehicle.

[0019] 2. Extremely fast system response speed: Since the response time (millisecond level) of adjustable flow elements (such as solenoid valves) is much faster than the response time (tens to hundreds of milliseconds) of pressurization devices (such as motor pumps), the cooperative control method of the present invention greatly improves the response speed and closed-loop control bandwidth of the entire active suspension system, enabling it to respond promptly and effectively to higher frequency road surface irregularities and changes in vehicle body posture.

[0020] 3. Structural reuse and cost-effectiveness: In the active cooperative control mode, this invention cleverly reuses the adjustable flow element in the passive damping control mode, eliminating the need for additional dedicated proportional control valves or pressure relief valves to achieve fine adjustment, thus simplifying the system structure and maintaining high cost-effectiveness while significantly improving performance.

[0021] 4. High Functional Integration and Reliability: This invention seamlessly integrates high-performance active cooperative control mode and passive damping control mode. The system can switch to low-energy passive mode when active power is not required, while also providing complete fault redundancy capability for the active system, thus improving the practicality and reliability of the entire system. Attached Figure Description

[0022] Figure 1 This is a schematic diagram of the electro-hydraulic active suspension system provided in an embodiment of the present invention.

[0023] Figure 2 A flowchart of the active collaborative control method provided in an embodiment of the present invention.

[0024] Figure 3 This is a block diagram of the software functional modules of the controller provided in an embodiment of the present invention.

[0025] In the figure: vibration damper 10, first working chamber 11, second working chamber 12, piston 13, pressurization device 20, bidirectional power pump 21, first adjustable flow element 30, second adjustable flow element 31, accumulator 40, controller 50, data acquisition module 51, mode decision module 52, active control algorithm module 53, passive control algorithm module 54, drive output module 55, solenoid valve group 60. Detailed Implementation

[0026] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be described in detail below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this invention. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort are within the scope of protection of this invention.

[0027] In the description of this invention, it should be understood that the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance. Furthermore, in the description of this invention, unless otherwise stated, "a plurality of" means two or more.

[0028] like Figure 1 As shown, this embodiment of the invention provides an electro-hydraulic active suspension system. This system aims to overcome the shortcomings of slow response and poor ride comfort in existing active suspension systems through a cooperative control strategy. The system mainly includes a shock absorber 10, a pressurizing device 20, at least one adjustable flow element, and a controller 50. This structured design lays the hardware foundation for achieving high-performance active and passive control modes.

[0029] Specifically, the shock absorber 10 is the core actuator of the system, and its internal structure includes a cylinder, a piston 13 that reciprocates within the cylinder, and a piston rod connected to the piston 13. The piston 13 divides the internal space of the shock absorber 10 into a first working chamber 11 and a second working chamber 12. In this embodiment, the chamber below the piston rod can be defined as the first working chamber 11, and the chamber above the piston rod can be defined as the second working chamber 12. When the piston 13 moves upward (compression stroke), the volume of the first working chamber 11 decreases, and the volume of the second working chamber 12 increases; and vice versa.

[0030] The pressurizing device 20 is used to provide the first part of the active force to the system in the active cooperative control mode. In one specific embodiment, the core component of the pressurizing device 20 can be a bidirectional power pump 21. This bidirectional power pump 21 has two oil ports and can be selectively configured to pump high-pressure oil into the first working chamber 11 or the second working chamber 12, while simultaneously drawing oil from the other working chamber, through the switching of a set of solenoid valves 60. By controlling the rotational speed and direction of the bidirectional power pump 21, a base pressure (i.e., the first part of the force) can be quickly established, thereby generating a coarse adjustment component of the active force. This design enables the system to generate a large-value active force to meet the needs of suppressing drastic attitude changes such as body roll and pitch.

[0031] A key feature of this invention lies in the arrangement and application of adjustable flow elements. For example... Figure 1 As shown, the system has a first adjustable flow element 30 on the second working chamber 12 of the vibration damper 10. The second working chamber 12 is connected to the first adjustable flow element 30.

[0032] In another possible implementation, each of the two working chambers is equipped with an independent adjustable flow element. Specifically, the first adjustable flow element 30 is connected to the second working chamber 12, and the second adjustable flow element 31 is connected to the first working chamber 11. The other ends of both adjustable flow elements are connected to a common accumulator 40. This parallel structure not only provides a basis for the passive damping control mode, but more importantly, it provides a means of fine adjustment for the active coordinated control mode. The active coordinated control mode in this embodiment of the invention does not refer to the pump and valve working independently and then simply superimposed, but rather there is a physical coupling relationship: when the pressurizing device pressurizes the first working chamber, it inevitably causes the piston to move, thereby forcing the oil in the second working chamber to be discharged. The discharged oil must pass through the first adjustable flow element; therefore, the throttling degree of the first adjustable flow element directly determines the oil discharge resistance (i.e., back pressure). This back pressure and the pressure generated by the pressurizing device are superimposed in the same direction, together constituting the active force. This physical coupling makes the fine adjustment of the valve embedded in the pump's main power generation process, rather than being superimposed afterward.

[0033] In a preferred embodiment, both the first adjustable flow element 30 and the second adjustable flow element 31 are variable damping control valves. Such solenoid valves can continuously and precisely change the throttling degree, or opening degree, of their internal valve orifices by controlling the magnitude of the current applied to them. Compared to motors and pumps, whose response times are typically tens or even hundreds of milliseconds, the response time of a variable damping control valve can reach the millisecond level (e.g., 5-10 milliseconds), providing a physical guarantee for achieving high-speed response and high-smoothness control of the system.

[0034] The controller 50 is the "brain" of the entire electro-hydraulic active suspension system. It is an electronic control unit electrically connected to the pressurization device 20 (e.g., the motor driving the bidirectional power pump 21), the first adjustable flow element 30, and the second adjustable flow element 31. Simultaneously, the controller 50 is also connected to various sensors on the vehicle, such as vehicle body acceleration sensors, suspension displacement sensors, wheel acceleration sensors, and force sensors, to acquire real-time information about the vehicle's dynamic state and the suspension's operating state. Based on this input information and its internal control algorithm, the controller 50 generates and outputs control signals to drive the actuators to work collaboratively.

[0035] Based on the above system structure, this invention provides a control method for an electro-hydraulic active suspension, which can operate in different modes to adapt to different vehicle operating conditions. The passive damping control mode will be described first below.

[0036] Under conditions such as smooth vehicle operation, high energy consumption requirements, or the system entering a fail-safe state, the controller 50 will select to enter the passive damping control mode. In this mode, the pressurizing device 20 is not operational; for example, its internal solenoid valve group 60 disconnects the pressurizing device 20 from the working chamber of the shock absorber 10, and the bidirectional power pump 21 remains closed. At this time, the entire system is equivalent to a high-performance continuously damped adjustable shock absorber. By stopping the pressurizing device 20 from operating, the system's energy consumption is significantly reduced, meeting the vehicle's economic requirements under non-essential operating conditions, and providing a reliable fail-safe redundancy mode.

[0037] In this mode, when the wheel bounces due to uneven road surfaces, causing the piston 13 to move within the cylinder, oil flows between the first working chamber 11 and the second working chamber 12, as well as between them and the accumulator 40. Based on signals from the vehicle acceleration sensor and other feedback, the controller 50 employs classic semi-active suspension control strategies such as "skyline" or "floor" to independently and in real-time adjust the throttling degree of the first adjustable flow element 30 and the second adjustable flow element 31. For example, when the wheel encounters a bump and the shock absorber 10 begins its compression stroke, the piston 13 moves upward. At this time, the first working chamber 11 is compressed, and oil flows to the accumulator 40 via the second adjustable flow element 31. To ensure ride comfort, the controller 50 increases the opening of the second adjustable flow element 31 (reducing the throttling degree) to provide less compression damping. Subsequently, during the rebound stroke, the controller 50 precisely controls the opening of the first adjustable flow element 30 to provide appropriate rebound damping, ensuring the wheel quickly returns to contact with the ground. By independently and dynamically adjusting the compression and rebound damping, this mode can ensure both comfort and vehicle handling stability.

[0038] Active cooperative control mode can solve the problems of slow response and poor smoothness in existing active control technologies. For example... Figure 2 As shown, the method flow demonstrates the core steps of the active collaborative control mode.

[0039] When the vehicle needs to actively intervene in its suspension attitude, such as suppressing body roll during high-speed cornering or suppressing body pitch during acceleration and deceleration, the controller 50 activates the active cooperative control mode. This process begins in step S100, where the controller 50 receives active control commands and corresponding control targets from the vehicle dynamics control system. The control target can be a desired target force, such as requiring the suspension to generate an upward support force of 500N; it can also be a desired target position, such as requiring the suspension compression travel to reach 20mm; or it can be a desired vehicle attitude, such as requiring the body roll angle to be maintained within 1 degree. This diverse range of control target settings allows the present invention to flexibly adapt to various advanced chassis control requirements.

[0040] Upon receiving the control command, the system enters the core collaborative control step S110. Unlike the "either / or" approach in existing technologies where only the pump operates in active mode, this invention achieves a combination of coarse and fine adjustment by having the pressurizing device and the adjustable flow element work simultaneously. Taking the need to generate an upward active support force (i.e., compressing the vibration damper 10) as an example, the controller 50 executes two parallel control actions simultaneously.

[0041] On one hand, in step S112, the controller 50 controls the output of the pressurizing device 20 to generate a coarse adjustment component of the active force. Specifically, the controller 50 instructs the solenoid valve group 60 within the pressurizing device 20 to switch, connecting the high-pressure oil port of the bidirectional power pump 21 to the first working chamber 11, and starting the bidirectional power pump 21. The pump begins to pump high-pressure oil into the first working chamber 11, quickly establishing a basic support pressure. This force generated by the pump constitutes the main part of the active force, namely the coarse adjustment component, which determines the direction and approximate magnitude of the active force.

[0042] On the other hand, while the pressurizing device 20 is operating, in step S114, the controller 50 precisely controls the throttling degree of the first adjustable flow element 30 connected to the second working chamber 12 (i.e., the oil discharge side). As the first working chamber 11 is pressurized, the piston 13 moves upward, causing the oil in the second working chamber 12 to be squeezed out. This discharged oil must flow through the first adjustable flow element 30. The controller 50 precisely throttles the discharged oil by supplying a precise control current to the first adjustable flow element 30 (e.g., a variable damping control valve), causing it to open to a specific degree, thus generating a precisely controllable back pressure, i.e., the second force component. This back pressure is superimposed on the first force component generated by the pressurizing device and is used to finely adjust the main force, thus constituting the fine-tuning component.

[0043] This coordinated control method of "pump pressurization and valve throttling" allows the adjustment of the active force to no longer rely solely on the slow-responding pressurization device 20. Instead, the task of fine force adjustment is entrusted to the adjustable flow element 30, which has an extremely fast response speed and better linearity. By precisely controlling the back pressure on the oil discharge side, high-frequency, small-amplitude compensation and correction of the active force can be performed, thereby achieving smooth force output, greatly improving ride comfort, and effectively eliminating the jerking sensation that may occur during force adjustment in traditional pure pump-controlled active suspension.

[0044] To ensure that the final output power can accurately and quickly track the control target, the system employs closed-loop feedback control. As shown in step S120, the controller 50 acquires the system's state feedback in real time through force sensors or displacement sensors. In step S130, it is determined whether the control target has been achieved. If not, the system returns to the cooperative control step. Specifically, based on the error between the feedback value and the control target, the controller 50 uses a closed-loop control algorithm to adjust the output of the pressurizing device 20 and the throttling degree of the first adjustable flow element 30 in real time and cooperatively.

[0045] In a preferred embodiment, this coordinated adjustment strategy is embodied as a coarse-fine coupled control. The algorithm inside the controller 50 uses the output of the pressurizing device 20 (such as the rotational speed of the bidirectional power pump 21) as the coarse control quantity to respond to the low-frequency, large-amplitude changes in the control target; simultaneously, it uses the throttling degree of the first adjustable flow element 30 (such as the control current of the variable damping control valve) as the fine control quantity to compensate for high-frequency, small-amplitude errors or disturbances. This control architecture fully leverages the advantages of both actuators, significantly improving the closed-loop response bandwidth of the entire active suspension system, enabling it to effectively respond to higher-frequency road inputs and vehicle attitude changes. The process ends at S140 after the control target is achieved.

[0046] Similarly, when a downward main force (tensioning the shock absorber) is required, the entire process is reversed. Controller 50 instructs the bidirectional power pump 21 to reverse, drawing oil outward from the first working chamber 11. At this time, the first working chamber 11 becomes the oil discharge side. Controller 50 coordinately controls the throttling degree of the second adjustable flow element 31 connected to the first working chamber 11, achieving smooth and rapid control of the downward tension force by throttling the oil discharged from the first working chamber 11. This bidirectional coordinated control capability enables the present invention to comprehensively address various complex vehicle dynamic control scenarios.

[0047] The implementation of the above control method depends on the specific hardware and software structure within the controller. The following will combine... Figure 3 The specific implementation of the controller is described below. The present invention also provides a computer-readable storage medium, such as flash memory or EEPROM inside the controller 50, on which a computer program is stored. When this computer program is executed by the processor within the controller 50, it can implement the control method of the electro-hydraulic active suspension described in any of the foregoing embodiments.

[0048] From a hardware platform perspective, the controller 50 typically includes a microprocessor, a memory, input interfaces for connecting various sensors, and output interfaces for driving actuators. This hardware platform provides the necessary computational and storage capabilities for complex control algorithms.

[0049] like Figure 3As shown, when the computer program stored on the medium is executed by the processor, it can be logically divided into multiple functional modules. These modules include: a data acquisition module 51, a mode decision module 52, an active control algorithm module 53, a passive control algorithm module 54, and a drive output module 55. The data acquisition module 51 is responsible for periodically acquiring data from vehicle attitude sensors, suspension displacement / speed sensors, wheel acceleration sensors, etc., and performing necessary processing. The mode decision module 52 determines whether the system should currently operate in active cooperative control mode or passive damping control mode according to preset logical rules.

[0050] The active control algorithm module 53 is used to execute the aforementioned active cooperative control logic. In a specific implementation, this module can adopt a feedforward plus feedback control structure. For example, it first calculates the required base pump pressure and base back pressure using an inverse model based on the control target, and sends them as feedforward signals to the pressurizing device and the adjustable flow element, respectively. Then, based on the error between the actual force fed back by the sensor and the target force, it dynamically adjusts the control current of the adjustable flow element through a fast feedback controller to quickly eliminate the error.

[0051] The passive control algorithm module 54 is responsible for implementing semi-active control algorithms such as ceiling / floor control in passive damping control mode. This module calculates the target damping force based on the vertical acceleration information of the vehicle body and wheels, and converts it into corresponding control currents for the first and second adjustable flow elements. Finally, the drive output module 55 receives control commands from the upper-level algorithm module and converts them into underlying hardware drive signals, such as the PWM duty cycle signal for driving the pump motor and the precise current signal for driving the solenoid valve, forming a complete and efficient closed-loop control system.

[0052] The present invention also provides a vehicle, which may be a sedan, SUV, commercial vehicle, or any other type of motor vehicle. The vehicle's suspension system includes the aforementioned electro-hydraulic active suspension system. In one embodiment, all four wheels of the vehicle are equipped with the electro-hydraulic active suspension system described in this invention, thereby achieving comprehensive active control over all attitudes of the vehicle, including pitch, roll, vertical movement, and torsion.

[0053] In another embodiment, to balance cost and performance, the electro-hydraulic active suspension system of the present invention can be installed only on the front or rear axle of the vehicle. Equipped with the suspension system of the present invention, the vehicle thus possesses ride comfort and handling stability far exceeding that of conventional suspension vehicles, providing occupants with a safer and more enjoyable travel experience.

[0054] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. For those skilled in the art, various modifications, substitutions and variations can be made within the spirit and principles of the present invention, and all such modifications, substitutions and variations should be included within the protection scope of the present invention.

Claims

1. A control method for an electro-hydraulic active suspension, characterized in that, The method is used to control an electro-hydraulic active suspension including a shock absorber, the shock absorber having a first working chamber and a second working chamber, the method comprising: In active collaborative control mode, pressure is applied to the first working chamber of the damper through a pressurizing device to generate a first partial force; In the active collaborative control mode, while the pressurizing device is working, the oil discharged from the second working chamber is throttled by controlling the throttling degree of the first adjustable flow element connected to the second working chamber of the shock absorber, so as to generate throttling resistance. The throttling resistance is the second part of the force. The first part of the force and the second part of the force are superimposed in the same direction of movement of the shock absorber to jointly constitute the active force. The first part of the force is greater than the second part of the force. A closed-loop control algorithm is adopted. Based on the error between the feedback value and the control target, the output of the pressurizing device and the throttling degree of the first adjustable flow element are adjusted. The adjustment granularity of the output of the pressurizing device is greater than the adjustment granularity of the throttling degree of the first adjustable flow element. The feedback value is used to describe the state of the electro-hydraulic active suspension.

2. The method according to claim 1, characterized in that, The pressurizing device is a bidirectional power pump. Applying pressure to the first working chamber of the shock absorber through the pressurizing device includes: Start the bidirectional power pump and pump oil into the first working chamber; And / or, The first adjustable flow element is a variable damping control valve, and the throttling degree of the first adjustable flow element connected to the second working chamber of the shock absorber includes: Control the opening degree of the variable damping control valve.

3. The method according to claim 1, characterized in that, The first working chamber is connected to the second adjustable flow element, the first adjustable flow element is connected between the second working chamber and the energy storage device, and the second adjustable flow element is connected between the first working chamber and the energy storage device.

4. The method according to claim 3, characterized in that, The method further includes: In passive damping control mode, the pressurization device is not working. The compression damping and rebound damping of the shock absorber are adjusted by independently adjusting the throttling degree of the first adjustable flow element and the throttling degree of the second adjustable flow element.

5. The method according to claim 1, characterized in that, The control target includes at least one of the desired target force, desired target position, and desired vehicle body posture.

6. An electro-hydraulic active suspension system, characterized in that, include: The shock absorber has a first working chamber and a second working chamber; A pressurizing device is configured to apply pressure to the first working chamber to generate a first partial force; A first adjustable flow element, connected to the second working chamber, is configured to throttle the oil discharged from the second working chamber to generate throttling resistance. The throttling resistance is a second part of the force. The first part of the force and the second part of the force are superimposed in the same direction of movement of the shock absorber to jointly constitute the active force. The first part of the force is greater than the second part of the force. The controller is configured to: employ a closed-loop control algorithm to adjust the output of the pressurizing device and the throttling degree of the first adjustable flow element based on the error between the feedback value and the control target; the adjustment granularity of the output of the pressurizing device is greater than the adjustment granularity of the throttling degree of the first adjustable flow element; and the feedback value is used to describe the state of the electro-hydraulic active suspension.

7. The electro-hydraulic active suspension system according to claim 6, characterized in that, The system further includes a second adjustable flow element, which is connected to the first working chamber; the first adjustable flow element is connected between the second working chamber and the energy storage device, and the second adjustable flow element is connected between the first working chamber and the energy storage device.

8. The electro-hydraulic active suspension system according to claim 7, characterized in that, The controller is also configured such that, in passive damping control mode, the pressurizing device is not in operation, and the controller adjusts the compression damping and rebound damping of the shock absorber by independently adjusting the throttling degree of the first adjustable flow element and the throttling degree of the second adjustable flow element.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the method of any one of claims 1 to 5.

10. A vehicle, characterized in that, Including the electro-hydraulic active suspension system as described in any one of claims 6 to 8.

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