Chassis control device for vehicle
By working in tandem with supercapacitors and multi-axis linear motors, precise control of the vehicle suspension is achieved, overcoming the shortcomings of traditional suspension systems in terms of shock absorption and reliability, improving vehicle stability and comfort, and reducing maintenance costs.
Patent Information
- Application Number
- CN202520084674.8
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-01-14
- Publication Date
- 2026-01-02
- Estimated Expiration
- 2035-01-14
AI Technical Summary
Traditional vehicle chassis suspension systems have shortcomings in terms of shock absorption, ride comfort, and performance reliability. They are particularly difficult to provide ideal shock absorption under complex road conditions. Furthermore, air suspension structures have high maintenance costs and unstable reliability and safety over long-term use.
The chassis suspension control scheme adopts a combination of supercapacitors and multi-axis linear motors. The supercapacitors provide high power density and fast charging and discharging capabilities to power the multi-axis linear motors, which in turn enable precise control of the vehicle's suspension functions. A bidirectional step-up/step-down converter is used to achieve power supply and control.
It enables precise control of the vehicle suspension, improving vehicle stability, ride comfort and reliability, and reducing maintenance costs.
Smart Images
Figure CN223750595U_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The utility model relates to the field of vehicle suspension system, more specifically, the utility model relates to a chassis control device for vehicle. BACKGROUND
[0002] In the traditional vehicle chassis suspension system, there are mainly two kinds of mainstream solutions. The first solution is to use the combination of chassis spring and shock absorber, which absorbs the impact from the road through the chassis spring, and reduces the bump and vibration felt by the vehicle and passengers through the shock absorber. However, due to the limitations of spring and shock absorber in physical properties, this solution is difficult to provide ideal damping effect when dealing with complex road conditions, resulting in poor comfort for vehicle passengers.
[0003] The second solution is to use air suspension structure. The air suspension structure changes the suspension height and hardness of the vehicle by adjusting the air pressure of the air spring, so as to adapt to different road conditions and driving needs. However, the air suspension structure is prone to problems such as aging of sealing parts and damage of air bag during long-term use, resulting in high maintenance cost, and its performance may be unstable in extreme environment, affecting the reliability and safety of the vehicle. SUMMARY
[0004] The utility model aims at solving the defects of traditional chassis suspension system in damping effect, riding comfort and performance reliability, and provides a chassis suspension control solution based on super capacitor and multi-axis linear motor. This solution combines super capacitor with multi-axis linear motor, uses the high power density and fast charge and discharge capacity of super capacitor to provide stable power supply for multi-axis linear motor, and realizes precise control of vehicle suspension function through multi-axis linear motor.
[0005] Specifically, the utility model provides a chassis control device for vehicle, which comprises:
[0006] Two input terminals connected to the power bus of the vehicle to receive direct current from the power bus;
[0007] At least one chassis actuator, each chassis actuator is arranged at a corresponding one of the wheels of the vehicle for adjusting the chassis suspension state at the corresponding one of the wheels;
[0008] An energy storage element connected across the two input terminals for absorbing and storing the direct current received at the two input terminals;
[0009] at least one power converter, each power converter disposed between the energy storage element and a respective one of the at least one chassis actuator, for performing bidirectional buck-boost operation between the energy storage element and the respective one of the at least one chassis actuator; and
[0010] a controller configured to control on-off of individual power switches in the at least one power converter based on an operating mode of the at least one chassis actuator to regulate an amount and a direction of electrical energy transfer between the energy storage element and the at least one chassis actuator.
[0011] According to an optional embodiment, the at least one power converter is a bidirectional buck-boost DC-DC converter, the bidirectional buck-boost DC-DC converter comprising two half- bridges and an energy storage inductor disposed between bridge points of the two half-bridges.
[0012] According to an optional embodiment, a first half-bridge of the two half-bridges is disposed between the energy storage element and a first end of the energy storage inductor, and a second half-bridge of the two half-bridges is disposed between a second end of the energy storage inductor and the at least one chassis actuator.
[0013] According to an optional embodiment, the first half-bridge and the second half-bridge are each composed of two power switches selected from a group consisting of bipolar transistors, metal-oxide-semiconductor field-effect transistors, junction field-effect transistors, and insulated-gate bipolar transistors.
[0014] According to an optional embodiment, the bidirectional buck-boost DC-DC converter further comprises a buffer capacitor disposed between the second half-bridge and the at least one chassis actuator.
[0015] According to an optional embodiment, the energy storage element is a supercapacitor, and the at least one chassis actuator is a linear motor, the linear motor having an operating mode including a generation mode and a motoring mode.
[0016] According to an optional embodiment, the controller is further configured to:
[0017] when the linear motor is operating in the generation mode, control the at least one power converter to store electrical energy of the linear motor to the energy storage element; and,
[0018] when the linear motor is operating in the motoring mode, control the at least one power converter to supply electrical energy stored in the energy storage element to the linear motor.
[0019] According to an optional embodiment, the chassis control device further comprises at least one sensor communicatively connected to the controller, the at least one sensor being configured to detect at least one operating parameter of the linear motor in real time and feed back the detection result to the controller, wherein the controller is further configured to adjust the on-off of each power switch in the at least one power converter in real time based on the detection result fed back by the at least one sensor.
[0020] According to an optional embodiment, the at least one operating parameter comprises the operating voltage, the operating current and the mover position of the linear motor.
[0021] According to an optional embodiment, the power bus is directly electrically connected to the power battery of the vehicle or is electrically connected to the power battery of the vehicle via a high-voltage-to-low-voltage DC-DC converter.
[0022] Compared with the traditional chassis suspension system, the chassis control device has obvious advantages. First, through the coordinated control of the energy storage element and the chassis actuator, the chassis control device can actively adjust the suspension hardness and height of each wheel according to the real-time road conditions and driving conditions, thereby greatly improving the driving stability and ride comfort of the vehicle. Compared with the traditional suspension system, the suspension control scheme of the utility model has higher response speed and dynamic adjustment capability, and can accurately control the chassis in a shorter time, thereby improving the controllability and safety of the vehicle. In addition, the suspension control scheme of the utility model has higher reliability and lower maintenance cost due to its simple structure, no complex mechanical parts and seals, which can effectively reduce the use and maintenance cost of the vehicle. BRIEF DESCRIPTION OF DRAWINGS
[0023] The specific embodiments incorporated herein by reference and the subsequent detailed description with the accompanying drawings will make the principles of the utility model more clear or more specific. Figure One The method of the utility model has other features and advantages which will become clear or more specific in the light of the specific embodiments for explaining some principles of the utility model.
[0024] Figure 1 A schematic diagram of the overall architecture of the chassis control device according to an exemplary embodiment of the utility model is shown.
[0025] Figure 2 An internal circuit diagram of the chassis control device according to an exemplary embodiment of the utility model is shown.
[0026] Figure 3A A schematic diagram of the power transmission direction of the linear motor M1 in the electric mode in the chassis control device according to an exemplary embodiment of the utility model is shown. Figure 2
[0027] Figure 3B A schematic diagram of the power transmission direction of the linear motor M1 in the electric mode in the chassis control device according to an exemplary embodiment of the utility model is shown. Figure 2 Fig. 1 shows a schematic diagram of the power transmission direction of the linear motor M1 in the power generation mode.
[0028] Figure 4 Fig. 1 shows a schematic diagram of the feedback control loop of the chassis control device according to an exemplary embodiment of the present application. DETAILED DESCRIPTION
[0029] A chassis control device for a vehicle according to the present application will be described below with reference to the accompanying drawings and by way of example. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present application. It will be apparent, however, to one skilled in the art that implementation of the present application can not require some of these specific details. In other instances, well-known features have not been described in detail so as not to unnecessarily obscure aspects of the present application. Thus, the following aspects, features, embodiments and advantages are merely illustrative and are not required. Accordingly, the aspects and features set forth in the following description do not serve as limitations for the scope of claims attached hereto.
[0030] The present application proposes an innovative chassis suspension control scheme, which aims to realize active adjustment of the chassis through the cooperative work of super capacitors and multi-axis linear motors (also referred to as "linear motors"), so as to improve the stability, ride comfort and system reliability of the vehicle.
[0031] Figure 1 Fig. 1 shows a schematic diagram of the overall architecture of the chassis control device according to an exemplary embodiment of the present application. As shown in Figure 1 The core of the chassis control device is the combined architecture 10 of super capacitors and multi-axis linear motors, which utilizes super capacitors as energy absorption and storage units, and independently controls the mover positions of the four linear motors M1-M4 through a bidirectional boost / buck converter. In the running process, the linear motors M1-M4 can work in the motor mode or the power generation mode, perform energy exchange between the motors and the super capacitors, and the super capacitor voltage can be accurately adjusted by the bidirectional high / low voltage converter HV / LV DCDC. This design not only realizes efficient use of energy, but also effectively reduces the dependence and consumption of high-voltage batteries.
[0032] Figure 2 Fig. 1 shows a schematic diagram of the overall architecture of the chassis control device according to an exemplary embodiment of the present application. As shown in
[0033] As shown in Figure 2 The chassis control device includes two input terminals IN1, IN2, which are connected to the power supply bus of the vehicle for receiving direct current from the power supply bus. Among them, the power supply bus can be directly connected to the power battery HV (also referred to as high-voltage battery) of the vehicle, or connected through a high-voltage to low-voltage DC-DC converter (also referred to as high-voltage to low-voltage converter) HV / LV DCDC.Figure 2 The DC-DC converter (indicated as HV / LV DC-DC) is connected to the power battery HV to ensure a stable power supply for the chassis control device.
[0034] The chassis control device mainly consists of at least one chassis actuator, an energy storage element, at least one power converter, and a controller (not shown in the figure). Each chassis actuator is arranged at a corresponding wheel of the vehicle to adjust the chassis suspension state at the wheel, including the suspension height, suspension stiffness, camber angle, toe angle, and other parameters of the wheel.
[0035] The energy storage element is connected across the two input terminals IN1 and IN2 to absorb and store the direct current received at the two input terminals. In this embodiment, the energy storage element is implemented as a super capacitor SC, which has high power density and fast charging and discharging capability, and can effectively meet the energy requirements of the chassis actuator in the motor and generator modes.
[0036] Each power converter is arranged between the energy storage element and a corresponding one of the chassis actuators to perform bidirectional step-up and step-down operations between the two. The controller is configured to control the on-off of each power switch in the power converter based on the operating mode of the chassis actuator to adjust the size and direction of electrical energy between the energy storage element and the chassis actuator. In addition, the controller can also adjust the control strategy of the power converter in real time by receiving the operating parameters fed back from the chassis actuator.
[0037] In Figure 2 In this embodiment, the chassis control device includes four chassis actuators in the form of linear motors M1-M4, each of which has two operating modes of motor and generator. Correspondingly, the chassis control device includes four power converters arranged between the super capacitor SC and a corresponding one of the linear motors M1-M4.
[0038] In this embodiment, the power converter is implemented as a bidirectional step-up and step-down DC-DC converter, which specifically includes two half-bridges and an energy storage inductor arranged between the bridge points of the two half-bridges. Taking the linear motor M1 and its corresponding power converter as an example, the power converter includes two half-bridges and an energy storage inductor L1, wherein the first half-bridge is composed of power switches Q1 and Q2, which are arranged between the super capacitor SC and the first end of the energy storage inductor L1, and the second half-bridge is composed of power switches Q3 and Q4, which are arranged between the second end of the energy storage inductor L1 and the linear motor M1.
[0039] Similarly, the other three linear motors M2, M3, and M4 are driven by power converters consisting of power switches Q5-Q8 and energy storage inductor L2, power switches Q9-Q12 and energy storage inductor L3, and power switches Q13-Q16 and energy storage inductor L4, respectively. The power switches Q1-Q16 can be selected from groups such as bipolar junction transistors (BJTs), metal-oxide-semiconductor field-effect transistors (MOSFETs), junction field-effect transistors (JFETs), and insulated-gate bipolar transistors (IGBTs). The controller controls the on / off state of these power switches to achieve bidirectional energy flow and voltage level conversion between the supercapacitor SC and the linear motors.
[0040] Optionally, a buffer capacitor C1 to C4 can be set between the second half-bridge of the power converter and the corresponding linear motor to smooth the output voltage of the power converter, reduce voltage ripple, and thus further improve system stability.
[0041] Figure 3A It shows Figure 2 The diagram illustrates the direction of power transmission for the linear motor M1 in electric mode. In this electric mode, the supercapacitor SC stores electrical energy from the high-voltage battery HV. The controller, for example, can control the switching on and off of power switches Q1 to Q4 using pulse width modulation technology. The inductor L1, as an energy storage element, periodically releases electrical energy in response to the switching on and off of power switches Q1 to Q4, ultimately achieving the purpose of converting the electrical energy across the supercapacitor SC and supplying it to the linear motor M1.
[0042] Figure 3B It shows Figure 2 The diagram illustrates the direction of electrical energy transmission of the linear motor M1 in power generation mode. In this mode, the linear motor M1 acts as a generator, outputting direct current. The controller can also control the switching on and off of power switches Q1 to Q4 using pulse width modulation technology. The inductor L1, as an energy storage element, periodically stores electrical energy in response to the switching on and off of power switches Q1 to Q4, ultimately converting the electrical energy output by the linear motor M1 into electricity and charging the supercapacitor SC.
[0043] In addition, the chassis control unit may also include a feedback control circuit. This circuit monitors the operating parameters of the four linear motors in real time and dynamically adjusts the on / off state of the power switches in the power converter based on these parameters, thereby achieving centralized energy management of the chassis suspension system and precise control of the suspension status of each wheel.
[0044] Figure 4A schematic diagram of a feedback control link of the chassis control device according to an exemplary embodiment of the present application is shown. Specifically, the chassis control device can further include at least one sensor in communication connection with the controller, for real-time detection of operating parameters of the linear motor, such as the operating voltage, operating current and mover position of the motor, etc. Based on the detection results fed back by the sensor, the controller can adjust the on-off of each power switch (Q1-Q16) in the power converter in real time, to realize centralized energy management and suspension position control.
[0045] Compared with the traditional chassis suspension system, the chassis control device of the present application has significant advantages. First, through the coordinated control of the energy storage element and the chassis actuator, the chassis control device can actively adjust the suspension stiffness and height of each wheel according to the real-time road conditions and driving conditions, thereby greatly improving the driving stability and ride comfort of the vehicle. Compared with the traditional suspension system, the suspension control scheme of the present application has higher response speed and dynamic adjustment capability, and can accurately control the chassis in a shorter time, thereby improving the controllability and safety of the vehicle. In addition, the suspension control scheme has higher reliability and lower maintenance cost due to its simple structure, no complex mechanical parts and seals, and can effectively reduce the use and maintenance cost of the vehicle.
[0046] In the present application, the term "connection" refers to "electrical connection" or "communication connection". In addition, the terms such as "contain" and "include" mean that the technical scheme of the present application does not exclude the presence of other units which are not directly or explicitly expressed in the specification and claims.
[0047] In the present application, those skilled in the art can understand that the disclosed system can be implemented in other ways. The system embodiments described above are only illustrative. For example, the division of the modules is only a logical function division, and actual implementation can have another division manner, for example, the functions of multiple modules can be combined or the function of a module can be further split. The modules in each embodiment of the present application can be integrated in one processing unit, or each module can exist physically alone, or multiple modules can be integrated in one unit.
[0048] Although the present application has been disclosed with reference to the preferred embodiments, the present application is not limited to this. Various modifications and changes can be made without departing from the spirit and scope of the present application, and all such modifications and changes are intended to be included in the scope of the present application. Therefore, the scope of protection of the present application should be defined by the scope of the claims.
Claims
1. A chassis control device for a vehicle, characterized by, The chassis control device comprises: two inputs (IN1, IN2) connected to a power bus of a vehicle to receive direct current from the power bus; at least one chassis actuator (M1-M4) arranged at a corresponding wheel of the vehicle to adjust a chassis suspension state at the corresponding wheel; an energy storage element connected across the two inputs to absorb and store the direct current received at the two inputs; at least one power converter arranged between the energy storage element and a corresponding chassis actuator of the at least one chassis actuator to perform bidirectional buck-boost operation between the energy storage element and the corresponding chassis actuator; and a controller configured to control on-off of each power switch (Q1-Q16) in the at least one power converter based on an operating mode of the at least one chassis actuator to adjust an amount and a transmission direction of electric energy between the energy storage element and the at least one chassis actuator.
2. The chassis control device according to claim 1, characterized by, The at least one power converter is a bidirectional buck-boost DC-DC converter comprising two half-bridges and an energy storage inductor (L1-L4) arranged between bridge points of the two half-bridges.
3. The chassis control device according to claim 2, characterized by, A first half-bridge of the two half-bridges is arranged between the energy storage element and a first end of the energy storage inductor, and a second half-bridge of the two half-bridges is arranged between a second end of the energy storage inductor and the at least one chassis actuator.
4. The chassis control device according to claim 3, characterized by The first half-bridge and the second half-bridge are respectively formed by two power switches selected from a group consisting of bipolar transistors, metal-oxide-semiconductor field-effect transistors, junction field-effect transistors and insulated-gate bipolar transistors.
5. A chassis control device according to claim 3 or 4, characterised in that, The bidirectional buck-boost DC-DC converter further comprises a buffer capacitor (C1-C4) arranged between the second half-bridge and the at least one chassis actuator.
6. The chassis control device according to any one of claims 1 to 4, characterized by, The energy storage element is a supercapacitor, and the at least one chassis actuator is a linear motor, and the operating mode of the linear motor comprises a power generation mode and a motor mode.
7. The chassis control device according to claim 6, characterized by The controller is further configured to: - control the at least one power converter to store electric energy of the linear motor to the energy storage element when the linear motor operates in the power generation mode; and - control the at least one power converter to supply the stored electric energy in the energy storage element to the linear motor when the linear motor operates in the motor mode.
8. The chassis control device according to claim 6, characterized by The chassis control device further comprises at least one sensor in communication connection with the controller, the at least one sensor is used to detect at least one operating parameter of the linear motor in real time and feed back the detection result to the controller, wherein the controller is further configured to adjust on-off of each power switch (Q1-Q16) in the at least one power converter in real time based on the detection result fed back by the at least one sensor.
9. The chassis control device according to claim 8, characterized by The at least one operating parameter comprises working voltage, working current and mover position of the linear motor.
10. The chassis control device according to any one of claims 1 to 4, characterized by, The power bus is electrically connected directly to the power battery of the vehicle, or is electrically connected to the power battery of the vehicle via a high-to-low voltage DC-DC converter.