Suspension system and vehicle

Abstract

The embodiment of the application relates to the technical field of vehicle equipment, and discloses a suspension system and a vehicle. The first front wheel and the second front wheel of a front wheel mechanism are arranged close to a front end, one end of a first front suspension of a front suspension assembly is connected to a vehicle body, and the other end is connected to the first front wheel; one end of a second front suspension is connected to the vehicle body, and the other end is connected to the second front wheel; one end of a first electromagnetic actuator of a first anti-tilt mechanism is connected to the left side of the vehicle body, and the other end is connected to the first front suspension; one end of a second electromagnetic actuator is connected to the right side of the vehicle body, and the other end is connected to the second front suspension; a control mechanism is in control connection with the first electromagnetic actuator and the second electromagnetic actuator; and the first electromagnetic actuator and / or the second electromagnetic actuator are used to provide a supporting force or a pulling force to the front end of the vehicle body when receiving a current controlled by the control mechanism. The suspension system provided by the application can improve the up-and-down problem of the vehicle body, realize the independent control of the left and right front wheels, and improve the use safety of the vehicle and the performance of the vehicle body.

Description

Technical Field

[0001] This application relates to the field of vehicle equipment technology, and in particular to a suspension system and a vehicle. Background Technology

[0002] During driving, a car will experience bumps, pitching, and rolling. The suspension system increases the stability of the vehicle body.

[0003] Suspension systems typically improve vehicle stability by installing anti-roll bars. The anti-roll bars are connected to the left and right front wheels at their two ends. When one wheel is compressed, the other wheel will apply a force in the opposite direction through the stabilizer bar, thereby suppressing wheel bounce and reducing vehicle roll.

[0004] However, the suspension systems in the aforementioned technologies cannot improve vehicle pitch and roll problems, and cannot achieve independent control of the left and right front wheels, thus reducing the impact on vehicle safety and vehicle performance. Utility Model Content

[0005] In view of this, the present application provides a suspension system and vehicle to solve the technical problems in the above-mentioned related technologies where the suspension system cannot improve the vehicle pitch problem and cannot achieve independent bounce control of the left and right front wheels, thereby reducing the impact on vehicle safety and vehicle performance.

[0006] To achieve the above objectives, the technical solution of this application embodiment is implemented as follows:

[0007] A first aspect of this application provides a suspension system, comprising:

[0008] The vehicle body includes a front end and a rear end opposite each other along a first direction, and a left side and a right side opposite each other along a second direction, wherein the first direction is perpendicular to the second direction;

[0009] The front wheel mechanism includes a first front wheel disposed on the left side and a second front wheel disposed on the right side, the first front wheel and the second front wheel being disposed close to the front end;

[0010] A front suspension assembly includes a first front suspension and a second front suspension; one end of the first front suspension is connected to the vehicle body, and the other end is connected to the first front wheel; one end of the second front suspension is connected to the vehicle body, and the other end is connected to the second front wheel.

[0011] The first anti-roll mechanism includes a first electromagnetic actuator and a second electromagnetic actuator; one end of the first electromagnetic actuator is connected to the left side of the vehicle body and the other end is connected to the first front suspension; one end of the second electromagnetic actuator is connected to the right side of the vehicle body and the other end is connected to the second front suspension.

[0012] A control mechanism is connected to the first electromagnetic actuator and the second electromagnetic actuator, wherein the first electromagnetic actuator and / or the second electromagnetic actuator are used to provide a supporting force or a pulling force to the front end of the vehicle body when receiving a current input from the control mechanism.

[0013] This application provides a suspension system. The spatial layout of the vehicle body forms the installation foundation for the suspension system, with the front wheel mechanism centrally located at the front end providing the target for pitch control. The front suspension assembly adopts an independent left-right connection structure, allowing the first and second front suspensions to be independently controlled corresponding to the left and right front wheels, respectively. The first anti-roll mechanism features symmetrically arranged first and second electromagnetic actuators directly connected to the vehicle body and the corresponding side suspension. By adjusting the direction of the current through a control mechanism, the first and second electromagnetic actuators switch between support and pull modes: when both actuators simultaneously output support force, they resist the downward pressure of the vehicle's front end; when outputting pull force, they suppress the upward lifting of the vehicle's front end. This active control method based on the first and second electromagnetic actuators replaces the traditional mechanical stabilizer bar, not only solving the problem of limited installation space but also allowing for real-time adjustment of the force direction and magnitude according to operating conditions, achieving dynamic pitch suppression. The coordinated control strategy of the control mechanism for the left and right actuators ensures the symmetry and synchronization of the vehicle's front attitude adjustment.

[0014] In some embodiments of this application, the rear wheel mechanism includes a first rear wheel disposed on the left side and a second rear wheel disposed on the right side, the first rear wheel and the second rear wheel being disposed relative to the first front wheel near the rear end of the vehicle body;

[0015] The rear suspension assembly includes a first rear suspension and a second rear suspension; one end of the first rear suspension is connected to the vehicle body, and the other end is connected to the first rear wheel; one end of the second rear suspension is connected to the vehicle body, and the other end is connected to the second rear wheel.

[0016] The second anti-roll mechanism includes a third electromagnetic actuator and a fourth electromagnetic actuator that are controlled and connected to the control mechanism; one end of the third electromagnetic actuator is connected to the left side of the vehicle body and the other end is connected to the first rear suspension; one end of the fourth electromagnetic actuator is connected to the right side of the vehicle body and the other end is connected to the second rear suspension.

[0017] The control mechanism is connected to the third electromagnetic actuator and the fourth electromagnetic actuator. The third electromagnetic actuator and / or the fourth electromagnetic actuator are used to provide a supporting force or a pulling force to the rear end of the vehicle body when they receive a current input from the control mechanism.

[0018] In some embodiments of this application, the control mechanism includes:

[0019] Control unit;

[0020] A first height sensor is connected at one end to the left side of the vehicle body and at the other end to the first front suspension. The first height sensor is used to obtain a first distance between the first front suspension and the left side of the vehicle body.

[0021] The first height sensor is used to send data on the first distance to the control unit;

[0022] The second height sensor is connected at one end to the right side of the vehicle body and at the other end to the second front suspension. The second height sensor is used to detect a second distance between the second front suspension and the right side of the vehicle body.

[0023] The second altitude sensor is used to send second distance data to the control unit.

[0024] In some embodiments of this application, the control mechanism further includes:

[0025] The third height sensor is connected at one end to the left side of the vehicle body and at the other end to the first rear suspension. The third height sensor is used to obtain the third distance between the first rear suspension and the left side of the vehicle body.

[0026] The third altitude sensor is used to send third distance data to the control unit;

[0027] The fourth height sensor is connected at one end to the right side of the vehicle body and at the other end to the second rear suspension. The fourth height sensor is used to detect the fourth distance between the second rear suspension and the right side of the vehicle body.

[0028] The fourth altitude sensor is used to send fourth distance data to the control unit.

[0029] In some embodiments of this application, the first electromagnetic actuator includes:

[0030] A first actuator cylinder, one end of which is connected to the first front suspension, and a first actuator groove is provided at the end facing away from the first front suspension, and a coil is provided inside the first actuator groove;

[0031] The first magnetic rod has one end inserted into the first actuation slot and the other end connected to the vehicle body;

[0032] When the control mechanism inputs a positive current into the coil, the first magnetic rod and the first actuating cylinder move in opposite directions to provide a supporting force to the vehicle body.

[0033] When the control mechanism inputs a negative current into the coil, the first magnetic rod and the first actuating cylinder move toward each other to provide a pulling force to the vehicle body.

[0034] When the control mechanism does not input current to the coil, current is generated when the first magnetic rod and the first actuating cylinder move relative to each other under the action of external force.

[0035] In some embodiments of this application, the first front suspension includes a first front lower control arm;

[0036] One end of the first front lower control arm is connected to the vehicle body, and the other end is connected to the first front wheel;

[0037] One end of the first electromagnetic actuator is connected to the vehicle body, and the other end is connected to the first front lower control arm.

[0038] In some embodiments of this application, one end of the first height sensor is connected to the vehicle body, and the other end is connected to the first front lower control arm.

[0039] In some embodiments of this application, the first front suspension further includes a first shock absorber assembly;

[0040] One end of the first shock absorber is connected to the vehicle body, and the other end is connected to the first front lower control arm;

[0041] The first electromagnetic actuator is positioned close to the first front wheel relative to the first shock absorber assembly.

[0042] In some embodiments of this application, the first damping component includes:

[0043] A first spring, one end of which is connected to the vehicle body in the compression direction, and the other end of which is connected to the first front lower control arm;

[0044] The first shock absorber is connected to the vehicle body at one end and to the first front lower control arm at the other end. The first shock absorber and the first spring are arranged at intervals along the second direction, and the first spring is closer to the first front wheel relative to the first shock absorber.

[0045] A second aspect of this application provides a vehicle including a vehicle body and a suspension system as described above. Attached Figure Description

[0046] Figure 1 This is a schematic diagram of a suspension system provided in an embodiment of this application;

[0047] Figure 2 A schematic diagram illustrating the control relationship between a control mechanism and various electromagnetic actuators is provided for an embodiment of this application.

[0048] Figure 3 This is a schematic diagram of the structure of a first electromagnetic actuator provided in an embodiment of this application.

[0049] Figure label:

[0050] 100. Vehicle body;

[0051] 200. Front wheel mechanism;

[0052] 210, First front wheel; 220, Second front wheel;

[0053] 300. Front suspension components;

[0054] 310. First front suspension; 320. Second front suspension;

[0055] 311. First front lower control arm; 312. First shock absorber assembly;

[0056] 3121. First spring; 3122. First shock absorber;

[0057] 400. First anti-roll mechanism;

[0058] 410. First electromagnetic actuator; 420. Second electromagnetic actuator;

[0059] 411. First actuator; 412. First magnetic rod;

[0060] 500. Control mechanism;

[0061] 510. Control unit; 520. First height sensor; 530. Second height sensor;

[0062] 540. Third height sensor; 550. Fourth height sensor;

[0063] 600. Rear wheel mechanism;

[0064] 610, First rear wheel; 620, Second rear wheel;

[0065] 700, Rear Suspension Assembly;

[0066] 710. First rear suspension; 720. Second rear suspension;

[0067] 800. Second anti-roll mechanism;

[0068] 810. Third electromagnetic actuator; 820. Fourth electromagnetic actuator. Detailed Implementation

[0069] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the specific technical solutions of this application will be further described in detail below with reference to the accompanying drawings of the embodiments of this application. The following embodiments are used to illustrate this application, but are not intended to limit the scope of this application.

[0070] In the embodiments of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the embodiments of this application, unless otherwise stated, "multiple" means two or more.

[0071] Furthermore, in the embodiments of this application, directional terms such as "upper," "lower," "left," and "right" are defined relative to the positions in which the components are schematically placed in the accompanying drawings. It should be understood that these directional terms are relative concepts, used for relative description and clarification, and can change accordingly depending on the position of the components in the accompanying drawings.

[0072] In the embodiments of this application, unless otherwise explicitly specified and limited, the term "connection" should be interpreted broadly. For example, "connection" can mean a fixed connection, a detachable connection, or an integral part; it can mean a direct connection or an indirect connection through an intermediate medium.

[0073] In embodiments of this application, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0074] In the embodiments of this application, the terms "exemplary" or "for example" are used to indicate that something is an example, illustration, or description. Any embodiment or design that is described as "exemplary" or "for example" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or design. Specifically, the use of the terms "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.

[0075] The suspension systems described above are ineffective at mitigating vehicle pitch, impacting vehicle safety and stability. This is because existing anti-roll bars are integrated structures, with each end connected to one of the left or right front wheels. This connection restricts the individual adjustment of the left and right front wheels, and furthermore, the anti-roll bars are ineffective at suppressing nose-pitch, thus failing to improve the overall pitch problem.

[0076] To address the aforementioned issues, this application provides a suspension system and vehicle. The spatial layout of the vehicle body forms the foundation for the suspension system's installation, with the front wheel mechanism, centrally located at the front, providing the target for pitch control. The front suspension assembly employs an independent left-right connection structure, allowing the first and second front suspensions to be independently controlled corresponding to the left and right front wheels, respectively. The first anti-roll mechanism features symmetrically arranged first and second electromagnetic actuators directly connected to the vehicle body and the corresponding side suspension. By adjusting the current direction through a control mechanism, the first and second electromagnetic actuators switch between support and pull modes: when both actuators simultaneously output support force, they resist front-end pressure; when outputting pull force, they suppress front-end lift. This active control method based on the first and second electromagnetic actuators replaces the traditional mechanical stabilizer bar, not only solving the problem of limited space but also allowing for real-time adjustment of the force direction and magnitude according to operating conditions, achieving dynamic pitch suppression. The coordinated control strategy of the control mechanism for the left and right actuators ensures the symmetry and synchronization of front-end attitude adjustments.

[0077] The suspension system and vehicle provided in this application will now be described with reference to the accompanying drawings and specific embodiments.

[0078] Reference Figure 1 and Figure 2 This application provides a suspension system, which may include a vehicle body 100, a front wheel mechanism 200, a front suspension assembly 300, a first anti-roll mechanism 400, and a control mechanism 500.

[0079] Vehicle body 100 may include along the first direction (e.g. Figure 1 The front and back ends relative to each other in the Y direction, and along the second direction (such as...) Figure 1 (In the X direction) the left and right sides opposite each other, the first direction is perpendicular to the second direction.

[0080] The front wheel mechanism 200 may include a first front wheel 210 disposed on the left side and a second front wheel 220 disposed on the right side, with the first front wheel 210 and the second front wheel 220 disposed close to the front end.

[0081] The front suspension assembly 300 may include a first front suspension 310 and a second front suspension 320. One end of the first front suspension 310 is connected to the vehicle body 100, and the other end is connected to the first front wheel 210. One end of the second front suspension 320 is connected to the vehicle body 100, and the other end is connected to the second front wheel 220.

[0082] The first anti-roll mechanism 400 may include a first electromagnetic actuator 410 and a second electromagnetic actuator 420. One end of the first electromagnetic actuator 410 is connected to the left side of the vehicle body 100, and the other end is connected to the first front suspension 310.

[0083] One end of the second electromagnetic actuator 420 is connected to the right side of the vehicle body 100, and the other end is connected to the second front suspension 320.

[0084] The control mechanism 500 is controlled to connect to the first electromagnetic actuator 410 and the second electromagnetic actuator 420. The first electromagnetic actuator 410 and / or the second electromagnetic actuator 420 are used to provide a supporting force or a pulling force to the front end of the vehicle body 100 when they receive a current input from the control mechanism 500. The control mechanism 500 can be electrically connected to an on-board power supply to provide power to the control mechanism 500.

[0085] The control mechanism 500 can input current to the first electromagnetic actuator 410 to provide support or tension to the left side of the front end of the vehicle body 100, and the control mechanism 500 can input current to the second electromagnetic actuator 420 to provide support or tension to the right side of the front end of the vehicle body 100.

[0086] In some embodiments, when the control mechanism 500 inputs a positive current to the first electromagnetic actuator 410, the first electromagnetic actuator 410 can provide a supporting force; when the control mechanism 500 inputs a negative current to the first electromagnetic actuator 410, the first electromagnetic actuator 410 can provide a pulling force. Similarly, the control mechanism 500 can control the second electromagnetic actuator 420 to operate in the same manner.

[0087] Furthermore, when the control mechanism 500 does not input current to the first electromagnetic actuator 410 and the second electromagnetic actuator 420, the first electromagnetic actuator 410 and the second electromagnetic actuator 420 can move independently under the action of external force. At this time, the first electromagnetic actuator 410 and the second electromagnetic actuator 420 do not provide support or tension to the vehicle body 100. The first electromagnetic actuator 410 and the second electromagnetic actuator 420 are in a state of passive compression and tension.

[0088] In some embodiments, when the front of the vehicle dips down, the control mechanism 500 can simultaneously input positive current into the first electromagnetic actuator 410 and the second electromagnetic actuator 420, so that the first electromagnetic actuator 410 and the second electromagnetic actuator 420 simultaneously provide supporting forces to the left and right sides of the front of the vehicle body 100 to overcome the tendency of the front of the vehicle body 100 to dip down. When the front of the vehicle rises up, the control mechanism 500 can simultaneously input negative current into the first electromagnetic actuator 410 and the second electromagnetic actuator 420, that is, current in the opposite direction to the positive current input during the dip, so that the first electromagnetic actuator 410 and the second electromagnetic actuator 420 simultaneously provide downward pulling forces to the left and right sides of the front of the vehicle body 100 to overcome the tendency of the front of the vehicle body 100 to rise up.

[0089] In some embodiments, when the control mechanism 500 can input a positive current to the first electromagnetic actuator 410 to provide a supporting force to the left side of the vehicle body 100, the control mechanism 500 can also input a negative current to the second electromagnetic actuator 420 to provide a pulling force to the right side of the vehicle body 100, so as to adjust the roll problem of the front end of the vehicle body 100 to a certain extent.

[0090] This application provides a suspension system and vehicle. The spatial layout of the vehicle body 100 forms the installation foundation for the suspension system, with the front wheel mechanism 200 centrally arranged at the front providing the target for pitch control. The front suspension assembly 300 adopts a left-right independent connection structure, allowing the first front suspension 310 and the second front suspension 320 to be independently controlled corresponding to the left and right front wheels, respectively. The first electromagnetic actuator 410 and the second electromagnetic actuator 420, symmetrically arranged in the first anti-roll mechanism 400, are directly connected to the vehicle body 100 and the corresponding side suspension. By adjusting the direction of the current through the control mechanism 500, the first electromagnetic actuator 410 and the second electromagnetic actuator 420 can switch between support force and pull force modes: when both actuators output support force simultaneously, they can resist the downward pressure of the vehicle front; when they output pull force, they can suppress the upward lifting of the vehicle front.

[0091] This active control method, based on the first electromagnetic actuator 410 and the second electromagnetic actuator 420, replaces the traditional mechanical stabilizer bar. This not only solves the problem of limited installation space but also allows for real-time adjustment of the force direction and magnitude according to operating conditions, achieving dynamic pitch suppression. The coordinated control strategy of the 500 pairs of left and right actuators in the control mechanism ensures the symmetry and synchronization of the vehicle's attitude adjustment.

[0092] Reference Figure 1 and Figure 2 In some embodiments, the suspension system may further include a rear wheel mechanism 600, a rear suspension assembly 700, and a second anti-roll mechanism 800.

[0093] The rear wheel mechanism 600 may include a first rear wheel 610 disposed on the left side and a second rear wheel 620 disposed on the right side, with the first rear wheel 610 and the second rear wheel 620 disposed relative to the first front wheel 210 near the rear end of the vehicle body 100.

[0094] The rear suspension assembly 700 may include a first rear suspension 710 and a second rear suspension 720; one end of the first rear suspension 710 is connected to the vehicle body 100 and the other end is connected to the first rear wheel 610, and one end of the second rear suspension 720 is connected to the vehicle body 100 and the other end is connected to the second rear wheel 620.

[0095] The second anti-roll mechanism 800 may include a third electromagnetic actuator 810 and a fourth electromagnetic actuator 820 that are controlled and connected to the control mechanism 500. One end of the third electromagnetic actuator 810 is connected to the left side of the vehicle body 100 and the other end is connected to the first rear suspension 710. One end of the fourth electromagnetic actuator 820 is connected to the right side of the vehicle body 100 and the other end is connected to the second rear suspension 720.

[0096] The control mechanism 500 is connected to the third electromagnetic actuator 810 and the fourth electromagnetic actuator 820. The third electromagnetic actuator 810 and / or the fourth electromagnetic actuator 820 are used to provide support force or tension to the rear end of the vehicle body 100 when they receive the current input from the control mechanism 500.

[0097] In some embodiments, during vehicle braking, the first electromagnetic actuator 410 and the second electromagnetic actuator 420 of the first anti-roll mechanism 400 provide supporting force to prevent the front of the vehicle from pressing down, while the third electromagnetic actuator 810 and the fourth electromagnetic actuator 820 of the second anti-roll mechanism 800 provide pulling force to assist in stabilizing the rear end of the vehicle body 100. This cooperative working method allows the front and rear ends of the vehicle to be effectively controlled simultaneously. Conversely, during vehicle acceleration, the first electromagnetic actuator 410 and the second electromagnetic actuator 420 provide pulling force, while the third electromagnetic actuator 810 and the fourth electromagnetic actuator 820 provide supporting force, further enhancing the stability of the vehicle's posture.

[0098] By having the second anti-roll mechanism 800 work in conjunction with the first anti-roll mechanism 400, the vehicle's pitch attitude can be controlled more comprehensively. When the first anti-roll mechanism 400 provides pulling force, the second anti-roll mechanism 800 provides supporting force, and vice versa, thereby significantly improving the vehicle's attitude stability during braking and acceleration, and further enhancing the vehicle's handling performance and safety.

[0099] In some embodiments, the vehicle body 100 may also exhibit a roll problem. For example, when the vehicle turns left, the vehicle's center of gravity shifts to the right, causing an increase in axle load on the right side of the vehicle body 100, resulting in a downward slope on the right side of the vehicle body 100, while a decrease in axle load on the left side of the vehicle body 100, resulting in a relative upward slope on the left side of the vehicle body 100. This shift in the center of gravity can cause the vehicle to tend to tilt to the right, and vice versa.

[0100] When the vehicle body 100 tilts to the right, to counteract the downward trend of the right side of the vehicle body 100, the control mechanism 500 inputs positive current to the second electromagnetic actuator 420 and the fourth electromagnetic actuator 820 on the right side of the vehicle body 100, providing a supporting force to the right side of the vehicle body 100. This supporting force effectively counteracts the downward trend of the right side of the vehicle body 100, reducing the tilt amplitude of the right side of the vehicle body 100. To further stabilize the vehicle body 100, to further stabilize the left side of the vehicle body 100, the control mechanism 500 inputs negative current to the first electromagnetic actuator 410 and the third electromagnetic actuator 810 on the left side of the vehicle body 100, providing a pulling force to the right side of the vehicle body 100. This pulling force effectively counteracts the upward trend of the left side of the vehicle body 100, further reducing the tilt amplitude of the left side of the vehicle body 100. Similarly, when the vehicle turns right, the control mechanism 500 and the four electromagnetic actuators can perform the opposite operation as when the vehicle turns left to counteract the problem of the vehicle body 100 tilting to the left.

[0101] Through precise current control of the four electromagnetic actuators by the control mechanism 500, the electromagnetic actuator on the right side of the vehicle body 100 provides support or tension, while the electromagnetic actuator on the left side of the vehicle body 100 provides the opposite force. This effectively counteracts the tendency of the vehicle body 100 to tilt when the vehicle is turning, reduces the risk and magnitude of the vehicle body 100 tilt, and thus improves the stability and safety of the vehicle when turning.

[0102] Reference Figure 1 and Figure 2 In some embodiments, the control mechanism 500 may include a control unit 510, a first height sensor 520, and a second height sensor 530.

[0103] The control unit 510 can be an independent control structure or integrated with the vehicle's control system, which can increase the integration of internal vehicle components.

[0104] The first height sensor 520 is connected at one end to the left side of the vehicle body 100 and at the other end to the first front suspension 310. The first height sensor 520 is used to acquire a first distance between the first front suspension 310 and the left side of the vehicle body 100. The first height sensor 520 is used to send the first distance data to the control unit 510.

[0105] The first distance refers to the actual distance between the first front suspension 310 and the vehicle body 100, which is used to compare with a preset distance between the first front suspension 310 and the vehicle body 100 when the vehicle is in a balanced and static state. The first height sensor 520 can send the data of the first distance between the first front suspension 310 and the vehicle body 100 to the control unit 510 in real time. The control unit 510 adjusts the current input to the first electromagnetic actuator 410 according to the difference between the first distance and the preset distance, so as to adjust the first electromagnetic actuator 410 to provide support or pulling force to the vehicle body 100.

[0106] The second height sensor 530 is connected at one end to the right side of the vehicle body 100 and at the other end to the second front suspension 320. The second height sensor 530 is used to detect a second distance between the second front suspension 320 and the right side of the vehicle body 100. The second height sensor 530 is used to send the second distance data to the control unit 510.

[0107] The second distance refers to the actual distance between the second front suspension 320 and the vehicle body 100, which is used to compare with the preset distance between the second front suspension 320 and the vehicle body 100 when the vehicle is balanced and static. The second height sensor 530 has the same function as the first height sensor 520. The working principle and effect of the second height sensor 530 can be referred to the above explanation of the first height sensor 520.

[0108] In practice, two height sensors monitor the distance changes between the vehicle body 100 and the two front suspensions in real time. When the vehicle brakes or accelerates, the height of the left and right sides of the front of the vehicle body 100 changes. The two height sensors convert these changes into electrical signals and transmit them to the control unit 510. The control unit 510 calculates the required support or tension force based on these signals and sends corresponding current commands to the electromagnetic actuators. This real-time monitoring and feedback mechanism enables the first electromagnetic actuator 410 and the second electromagnetic actuator 420 to make precise force adjustments according to the actual attitude changes of the vehicle.

[0109] By setting up a first height sensor 520 and a second height sensor 530 to monitor the pitch of the front of the vehicle body 100 in real time, the control unit 510 can adjust the support force or tension of the first electromagnetic actuator 410 and the second electromagnetic actuator 420 in a timely manner based on the real-time data, thereby improving the accuracy and automation of vehicle attitude control and enabling the vehicle to maintain the best driving attitude under different working conditions.

[0110] Reference Figure 1 and Figure 2 In some embodiments, the control mechanism 500 may also include a third height sensor 540 and a fourth height sensor 550.

[0111] The third height sensor 540 is connected at one end to the left side of the vehicle body 100 and at the other end to the first rear suspension 710. The third height sensor 540 is used to obtain the third distance between the first rear suspension 710 and the left side of the vehicle body 100. The third height sensor 540 is used to send the third distance data to the control unit 510.

[0112] The fourth height sensor 550 is connected at one end to the right side of the vehicle body 100 and at the other end to the second rear suspension 720. The fourth height sensor 550 is used to detect the fourth distance between the second rear suspension 720 and the right side of the vehicle body 100. The fourth height sensor 550 is used to send the fourth distance data to the control unit 510.

[0113] The third distance refers to the actual distance between the first rear suspension 710 and the vehicle body 100, which is used to compare with a preset distance between the first rear suspension 710 and the vehicle body 100 when the vehicle is balanced and static. The fourth distance refers to the actual distance between the second rear suspension 720 and the vehicle body 100, which is used to compare with a preset distance between the second rear suspension 720 and the vehicle body 100 when the vehicle is balanced and static. The function and working principle of the third height sensor 540 and the fourth height sensor 550 are the same as those of the first height sensor 520. The working principle and effect of the third height sensor 540 and the fourth height sensor 550 can be referred to the above explanation of the first height sensor 520.

[0114] Similar to the first height sensor 520 and the second height sensor 530 mentioned above, the two rear-end height sensors monitor changes in the distance between the rear end of the vehicle body 100 and the two rear suspensions. These sensors transmit information about the rear-end attitude changes to the control unit 510, enabling the control unit 510 to simultaneously and collaboratively control the electromagnetic actuators at both the front and rear ends.

[0115] By adding a height sensor at the rear, the pitch of the rear of the vehicle body 100 can be monitored in real time, enabling the control unit 510 to more comprehensively control the overall attitude of the vehicle. This comprehensive monitoring and control mechanism further improves the accuracy and automation of vehicle attitude control, ensuring that the vehicle maintains stable driving under various operating conditions.

[0116] Reference Figure 1 and Figure 3 In some embodiments, the first electromagnetic actuator 410 may include a first actuator cylinder 411 and a first magnetic rod 412.

[0117] One end of the first actuator cylinder 411 is connected to the first front suspension 310, and the other end facing away from the first front suspension 310 has a first actuator groove with a coil inside. One end of the first magnetic rod 412 is inserted into the first actuator groove, and the other end is connected to the vehicle body 100.

[0118] When the control mechanism 500 inputs a positive current to the coil, the first magnetic rod 412 and the first actuating cylinder 411 move in opposite directions to provide support to the vehicle body 100. When the control mechanism 500 inputs a negative current to the coil, the first magnetic rod 412 and the first actuating cylinder 411 move towards each other to provide tension to the vehicle body 100. When the control mechanism 500 does not input current to the coil, the first magnetic rod 412 and the first actuating cylinder 411 generate current when they move relative to each other under the action of an external force.

[0119] The first electromagnetic actuator 410 operates on the principle of electromagnetic induction. When the control mechanism 500 inputs a positive current to the coil, the coil generates a magnetic field, causing the magnetic rod and the actuator cylinder to move in opposite directions, thus generating an upward supporting force. When a negative current is input, the direction of the magnetic field changes, causing the magnetic rod and the actuator cylinder to move towards each other, generating a downward pulling force. When no current is input, the magnetic rod and the actuator cylinder move relative to each other under the action of an external force, cutting magnetic field lines to generate current and achieving kinetic energy recovery.

[0120] The control mechanism 500 can precisely adjust the supporting or pulling force of the first electromagnetic actuator 410 by controlling the direction and magnitude of the current, thereby achieving precise control of the vehicle's attitude. Simultaneously, when no current is input, the first electromagnetic actuator 410 can generate current through relative motion, achieving kinetic energy recovery and improving the vehicle's energy utilization efficiency.

[0121] In some embodiments, the second electromagnetic actuator 420, the third electromagnetic actuator 810, and the fourth electromagnetic actuator 820 may use the same structure as the first electromagnetic actuator 410. Therefore, the working principle of the second electromagnetic actuator 420, the third electromagnetic actuator 810, and the fourth electromagnetic actuator 820, as well as their transmission relationship with the control unit 510, are the same as those of the first electromagnetic actuator 410. The specific structures of the second electromagnetic actuator 420, the third electromagnetic actuator 810, and the fourth electromagnetic actuator 820 will not be described in detail here.

[0122] Reference Figure 1 In some embodiments, the first front suspension 310 may include a first front lower control arm 311, one end of which is connected to the vehicle body 100 and the other end of which is connected to the first front wheel 210. One end of the first electromagnetic actuator 410 is connected to the vehicle body 100 and the other end of which is connected to the first front lower control arm 311.

[0123] The first electromagnetic actuator 410 is connected between the vehicle body 100 and the first front lower control arm 311. This connection allows the electromagnetic actuator to directly act on the first front suspension 310. The first front lower control arm 311 is an important component of the suspension system, and its position and movement directly affect the force on the wheel. By connecting the first electromagnetic actuator 410 to the first front lower control arm 311, the vertical movement of the wheel can be controlled more directly, thereby more effectively adjusting the vehicle's roll and pitch attitude.

[0124] Connecting the first electromagnetic actuator 410 between the vehicle body 100 and the first front lower control arm 311 can improve the connection stability of the first electromagnetic actuator 410 and enable it to act more directly on the first front suspension 310, thereby more effectively adjusting the vehicle's roll and pitch attitude and improving the vehicle's handling performance.

[0125] Similar to the first front suspension 310, the second front suspension 320 may include a second front lower control arm, with one end of the second electromagnetic actuator 420 connected to the vehicle body 100 and the other end connected to the second front lower control arm. Furthermore, the first rear suspension 710 may include a first rear lower control arm, with one end of the third electromagnetic actuator 810 connected to the vehicle body 100 and the other end connected to the first rear lower control arm. The second rear suspension 720 may include a second rear lower control arm, with one end of the fourth electromagnetic actuator 820 connected to the vehicle body 100 and the other end connected to the second rear lower control arm.

[0126] Reference Figure 1 In some embodiments, one end of the first height sensor 520 is connected to the vehicle body 100, and the other end is connected to the first front lower control arm 311.

[0127] The first height sensor 520 is connected between the vehicle body 100 and the first front lower control arm 311, and is positioned coinciding with the first electromagnetic actuator 410. This arrangement allows the height sensor to directly monitor attitude changes at the point of action of the electromagnetic actuator. When the first electromagnetic actuator 410 is operating, the height sensor can provide real-time feedback on its impact on the distance between the vehicle body 100 and the first front lower control arm 311, thereby enabling the control unit 510 to more precisely adjust the force output of the first electromagnetic actuator 410.

[0128] Installing the first height sensor 520 at the same connection position as the first electromagnetic actuator 410 can improve the monitoring accuracy and feedback speed of the first height sensor 520, enabling the control unit 510 to more accurately control the working state of the first electromagnetic actuator 410, and further improve the accuracy and stability of vehicle attitude control.

[0129] In some embodiments, similar to the placement of the first height sensor 520, one end of the second height sensor 530 is connected to the vehicle body 100, and the other end can be connected to the second front lower control arm. One end of the third height sensor 540 is connected to the vehicle body 100, and the other end can be connected to the first rear lower control arm. One end of the fourth height sensor 550 is connected to the vehicle body 100, and the other end is connected to the second rear lower control arm.

[0130] Reference Figure 1 In some embodiments, the first front suspension 310 may further include a first shock absorber 312, one end of which is connected to the vehicle body 100 and the other end is connected to the first front lower control arm 311. The first electromagnetic actuator 410 is disposed near the first front wheel 210 relative to the first shock absorber 312.

[0131] The first front suspension 310 includes a first damping component 312, which works in conjunction with an electromagnetic actuator between the vehicle body 100 and the lower control arm. The first damping component 312 absorbs and attenuates vibrations and impacts during vehicle operation, while the first electromagnetic actuator 410 provides active support or pulling force. By combining the first electromagnetic actuator 410 with the first damping component 312, a synergistic effect of passive damping and active control can be achieved, further improving the vehicle's damping performance and handling performance.

[0132] In some embodiments, the second front suspension 320 may further include a second damping assembly capable of absorbing and attenuating vibrations and shocks during vehicle operation, and cooperating with the second electromagnetic actuator 420. Furthermore, the first rear suspension 710 may include a third damping assembly, and the second rear suspension 720 may include a fourth damping assembly, thereby enabling shock absorption at the rear end of the vehicle through the third and fourth damping assemblies. Additionally, the third damping assembly and the third electromagnetic actuator 810 can cooperate, and the fourth damping assembly and the fourth electromagnetic actuator 820 can cooperate.

[0133] Reference Figure 1 In some embodiments, the first damping assembly 312 may include a first spring 3121 and a first damper 3122.

[0134] One end of the first spring 3121 in the compression direction is connected to the vehicle body 100, and the other end is connected to the first front lower control arm 311. One end of the first shock absorber 3122 is connected to the vehicle body 100, and the other end is connected to the first front lower control arm 311. The first shock absorber 3122 and the first spring 3121 are arranged at intervals along the second direction, and the first spring 3121 is closer to the first front wheel 210 relative to the first shock absorber 3122.

[0135] The first damping assembly 312 includes an independent first spring 3121 and a first shock absorber 3122, which are arranged at intervals along the second direction. The first spring 3121 is mainly responsible for supporting the weight of the vehicle body 100 and providing rigid support, while the first shock absorber 3122 is responsible for absorbing and attenuating the energy released by the spring, suppressing the vibration and roll of the vehicle body 100. By independently setting the spring and shock absorber, the operator can adjust the stiffness of the first spring 3121 and the damping force of the first shock absorber 3122 according to the specific needs of the vehicle, thereby achieving more precise suspension system tuning.

[0136] In some embodiments, the second, third, and fourth damping components can adopt the same structural design as the first damping component 312 to ensure the balance of force and damping of each first damper 3122 component.

[0137] This application also provides a vehicle, which may include a vehicle body and the suspension system described above.

[0138] By using the aforementioned suspension system, the vehicle body can improve the vehicle's pitch problem, thereby enhancing vehicle safety and stability.

[0139] In some embodiments, the vehicle may be a gasoline-powered vehicle, or it may be a new energy vehicle, such as a pure electric vehicle (PEV / BEV), a range-extended electric vehicle (REEV), a hybrid electric vehicle (HEV), or a fuel cell electric vehicle. The vehicle may also be any vehicle equipped with a battery.

[0140] The sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments. The above are merely preferred embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made based on the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A suspension system, characterized in that, include: The vehicle body (100) includes a front end and a rear end opposite each other along a first direction, and a left side and a right side opposite each other along a second direction, the first direction being perpendicular to the second direction; The front wheel mechanism (200) includes a first front wheel (210) disposed on the left side and a second front wheel (220) disposed on the right side, the first front wheel (210) and the second front wheel (220) being disposed close to the front end; A front suspension assembly (300) includes a first front suspension (310) and a second front suspension (320); one end of the first front suspension (310) is connected to the vehicle body (100), and the other end is connected to the first front wheel (210); one end of the second front suspension (320) is connected to the vehicle body (100), and the other end is connected to the second front wheel (220); The first anti-roll mechanism (400) includes a first electromagnetic actuator (410) and a second electromagnetic actuator (420); one end of the first electromagnetic actuator (410) is connected to the left side of the vehicle body (100), and the other end is connected to the first front suspension (310); one end of the second electromagnetic actuator (420) is connected to the right side of the vehicle body (100), and the other end is connected to the second front suspension (320); A control mechanism (500) is controllably connected to the first electromagnetic actuator (410) and the second electromagnetic actuator (420), wherein the first electromagnetic actuator (410) and / or the second electromagnetic actuator (420) are used to provide a supporting force or a pulling force to the front end of the vehicle body (100) when receiving a current input controlled by the control mechanism (500).

2. The suspension system according to claim 1, characterized in that, Also includes: The rear wheel mechanism (600) includes a first rear wheel (610) disposed on the left side and a second rear wheel (620) disposed on the right side, wherein the first rear wheel (610) and the second rear wheel (620) are disposed near the rear end of the vehicle body (100) relative to the first front wheel (210); The rear suspension assembly (700) includes a first rear suspension (710) and a second rear suspension (720); one end of the first rear suspension (710) is connected to the vehicle body (100), and the other end is connected to the first rear wheel (610); one end of the second rear suspension (720) is connected to the vehicle body (100), and the other end is connected to the second rear wheel (620); The second anti-roll mechanism (800) includes a third electromagnetic actuator (810) and a fourth electromagnetic actuator (820) that are controlled and connected to the control mechanism (500); one end of the third electromagnetic actuator (810) is connected to the left side of the vehicle body (100), and the other end is connected to the first rear suspension (710); one end of the fourth electromagnetic actuator (820) is connected to the right side of the vehicle body (100), and the other end is connected to the second rear suspension (720); The control mechanism (500) is connected to the third electromagnetic actuator (810) and the fourth electromagnetic actuator (820), and the third electromagnetic actuator (810) and / or the fourth electromagnetic actuator (820) are used to provide a supporting force or a pulling force to the rear end of the vehicle body (100) when receiving a current input from the control mechanism (500).

3. The suspension system according to claim 2, characterized in that, The control mechanism (500) includes: Control unit (510); The first height sensor (520) is connected at one end to the left side of the vehicle body (100) and at the other end to the first front suspension (310). The first height sensor (520) is used to obtain a first distance between the first front suspension (310) and the left side of the vehicle body (100). The first height sensor (520) is used to send first distance data to the control unit (510); The second height sensor (530) is connected at one end to the right side of the vehicle body (100) and at the other end to the second front suspension (320). The second height sensor (530) is used to detect the second distance between the second front suspension (320) and the right side of the vehicle body (100). The second altitude sensor (530) is used to send second distance data to the control unit (510).

4. The suspension system according to claim 3, characterized in that, The control mechanism (500) further includes: The third height sensor (540) is connected at one end to the left side of the vehicle body (100) and at the other end to the first rear suspension (710). The third height sensor (540) is used to obtain the third distance between the first rear suspension (710) and the left side of the vehicle body (100). The third altitude sensor (540) is used to send third distance data to the control unit (510); The fourth height sensor (550) is connected at one end to the right side of the vehicle body (100) and at the other end to the second rear suspension (720). The fourth height sensor (550) is used to detect the fourth distance between the second rear suspension (720) and the right side of the vehicle body (100). The fourth altitude sensor (550) is used to send fourth distance data to the control unit (510).

5. The suspension system according to claim 3, characterized in that, The first electromagnetic actuator (410) includes: A first actuator (411) is connected at one end to the first front suspension (310), and a first actuator groove is provided at the end opposite to the first front suspension (310), and a coil is provided inside the first actuator groove. The first magnetic rod (412) is inserted into the first actuation slot at one end and connected to the vehicle body (100) at the other end. When the control mechanism (500) inputs a positive current to the coil, the first magnetic rod (412) and the first actuating cylinder (411) move in opposite directions to provide a supporting force to the vehicle body (100); When the control mechanism (500) inputs a negative current to the coil, the first magnetic rod (412) and the first actuating cylinder (411) move toward each other to provide a pulling force to the vehicle body (100); When the control mechanism (500) does not input current to the coil, the first magnetic rod (412) and the first actuating cylinder (411) generate current when they move relative to each other under the action of external force.

6. The suspension system according to claim 3, characterized in that, The first front suspension (310) includes a first front lower control arm (311); One end of the first front lower control arm (311) is connected to the vehicle body (100), and the other end is connected to the first front wheel (210); One end of the first electromagnetic actuator (410) is connected to the vehicle body (100), and the other end is connected to the first front lower control arm (311).

7. The suspension system according to claim 6, characterized in that, One end of the first height sensor (520) is connected to the vehicle body (100), and the other end is connected to the first front lower control arm (311).

8. The suspension system according to claim 6, characterized in that, The first front suspension (310) also includes a first shock absorber assembly (312); One end of the first shock absorber assembly (312) is connected to the vehicle body (100), and the other end is connected to the first front lower control arm (311); The first electromagnetic actuator (410) is positioned close to the first front wheel (210) relative to the first shock absorber assembly (312).

9. The suspension system according to claim 8, characterized in that, The first damping component (312) includes: A first spring (3121) is connected at one end to the vehicle body (100) in the compression direction and at the other end to the first front lower control arm (311). The first shock absorber (3122) is connected at one end to the vehicle body (100) and at the other end to the first front lower control arm (311). The first shock absorber (3122) and the first spring (3121) are arranged at intervals along the second direction. The first spring (3121) is closer to the first front wheel (210) relative to the first shock absorber (3122).

10. A vehicle, characterized in that, Includes the vehicle body and the suspension system as described in any one of claims 1 to 9.

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