Active dampers, active suspension systems and vehicles

Abstract

This application relates to the field of vehicle suspension technology, specifically to active dampers, active suspension systems, and vehicles. The active damper includes a valve seat, inner cylinder, piston, flow control solenoid valve, and hydraulic pump assembly. The inner cylinder is fixed to the valve seat; the piston rod consists of a piston and a stopcock, which divides the inner cylinder cavity into upper and lower chambers. It integrates normally open relief and compression relief valve assemblies, a relief and compression valve assembly, and a flow control solenoid valve, which controls the flow rate of the relief and compression valve assembly. The hydraulic pump assembly connects the upper and lower chambers and can pump fluid bidirectionally. This active damper, through the cooperation of the flow control solenoid valve and the hydraulic pump assembly, can quickly adjust the pressure in the upper and lower chambers to meet high-frequency response requirements and improve the vehicle's ability to handle high-frequency vibrations. The first controller calculates the piston force based on the pressure in the upper and lower chambers and precisely adjusts the active force to adapt to different operating conditions, meeting the requirements for ride comfort and handling stability.

Description

Technical Field

[0001] This application relates to the field of vehicle suspension technology, and more specifically, to active dampers, active suspension systems, and vehicles. Background Technology

[0002] Fully active suspension is an active control system, including a device that provides energy and an auxiliary device that controls the force. Fully active suspension can automatically adjust the stiffness and damping of the suspension and the vehicle height according to changes in vehicle load, road conditions (vibration), driving speed, and operating conditions (starting, braking, steering, etc.). The system response frequency is ≥5Hz, which can simultaneously meet the requirements of vehicle ride comfort and handling stability. Existing technologies disclose related active suspensions: (1) "Linear motor, damping assembly and vehicle", patent application number: 202310362990.2, which uses a linear motor to replace the hydraulic damper to realize the active suspension function. This technology has shortcomings such as serious heat generation of the linear motor, large weight, no damping function, and difficulty in lubrication, which will lead to problems such as large unsprung vibration, poor vehicle comfort, and poor durability of the linear motor. (2) "An integrated active suspension", patent application number: 202510235346.8, discloses an active suspension structure integrating a magnetorheological damper, a linear motor and a spring. However, this technology arranges the linear motor and the spring in series, and the spring is a low-frequency filter, which makes it impossible for the linear motor to achieve active control above 5Hz. Therefore, this technology cannot achieve active and fast (≥5Hz) control of the vehicle body posture, and thus cannot achieve the function and performance of active suspension. (3) "A high-efficiency fully active suspension actuator", patent application number: 202510108883.6, discloses an active suspension actuator using a combination of ball screw and damper. Since the system composed of ball screw and motor has a large moment of inertia, when the piston rod (screw) vibrates at high frequency, the motor will cause a huge inertial load, which will deteriorate the comfort of the vehicle. (4) "A fully active suspension system for automobiles", patent application number: 202411560464.8, discloses an active suspension actuator scheme that integrates solenoid valve shock absorber and electric pump. However, this technology contains two sets of solenoid valves, which means that the shock absorber and hydraulic pump can only be arranged separately through oil pipe connection, resulting in the system being heavy and costly. Moreover, when the solenoid valve is switched on and off, the internal pressure of the system will fluctuate violently due to the "water hammer effect", which will worsen the comfort of the vehicle. Utility Model Content

[0003] The purpose of this application is to provide an active damper, an active suspension system, and a vehicle, which can better respond to high-frequency vibrations and improve the ability to handle vibrations.

[0004] To achieve the above objectives, firstly, the active vibration damper provided in this application includes: Valve seat, which provides a mounting base; Inner cylinder, which is fixedly mounted on the valve seat; The piston rod includes a piston that slides with the inner cylinder and a plug rod that is fixedly connected to the piston. The piston divides the inner cavity of the inner cylinder into an upper cavity and a lower cavity. The piston integrates a normally open recovery and compression relief valve assembly, a recovery and compression valve assembly, and a flow control solenoid valve. The recovery and compression valve assembly is connected in series with the flow control solenoid valve and in parallel with the recovery and compression relief valve assembly. The flow control solenoid valve is used to control the flow rate of the recovery and compression valve assembly. A hydraulic pump assembly connecting the upper chamber and the lower chamber for pumping liquid from the upper chamber to the lower chamber or vice versa.

[0005] In an optional embodiment, a first controller is further included, which is used to control the start and stop of the hydraulic pump assembly and the pumping direction based on the upper chamber hydraulic pressure and the lower chamber pressure, and to control the opening degree of the flow control solenoid valve to adjust the main power of the active damper.

[0006] In an optional embodiment, a first pressure sensor and a second pressure sensor electrically connected to the first controller are further included. The first pressure sensor is used to acquire the hydraulic parameters of the upper chamber and send them to the first controller, and the second pressure sensor is used to acquire the hydraulic parameters of the lower chamber and send them to the first controller.

[0007] In an optional embodiment, an accumulator assembly is also included, the accumulator assembly being connected to the inner cylinder for compensating for oil volume as the piston rod extends and retracts within the inner cylinder, the accumulator assembly including a first accumulator connected to the lower chamber.

[0008] In an optional embodiment, the energy storage assembly further includes a second energy storage unit connected to the upper cavity.

[0009] In an optional embodiment, an outer cylinder fixed to the valve seat is further included. The outer cylinder is sleeved on the inner cylinder with a gap between them, the gap forming an outer chamber. The upper chamber is connected to the outer chamber. The hydraulic pump assembly connects the outer chamber and the upper chamber by connecting the outer cylinder. The valve seat is provided with a flow channel communicating with the lower chamber. The hydraulic pump assembly connects to the lower chamber through the flow channel of the valve seat.

[0010] In an optional embodiment, the second accumulator is connected to the outer cylinder, thereby connecting the outer chamber and the upper chamber through the connection of the outer cylinder.

[0011] In an optional embodiment, the second accumulator is configured as an annular airbag and disposed inside the outer cylinder.

[0012] Secondly, this application provides an active suspension system, including an active damper as described in any of the foregoing embodiments.

[0013] Thirdly, this application provides a vehicle that employs the active suspension system described in the foregoing embodiments.

[0014] The active damper provided in this application rapidly adjusts the pressure in the upper and lower chambers through the cooperation of a flow control solenoid valve and a hydraulic pump assembly, meeting high-frequency response requirements and improving the vehicle's ability to handle high-frequency vibrations. The first controller calculates the piston force based on the pressure in the upper and lower chambers, precisely adjusting the active force of the active damper to adapt to different operating conditions and meet the requirements for ride comfort and handling stability. The active damper integrates multiple components (such as a flow control solenoid valve, a recovery and compression relief valve assembly, and a recovery and compression valve assembly integrated into the piston), resulting in a compact structure. This integrated design facilitates vehicle layout and saves space.

[0015] Other features and advantages of this application will be described in detail in the following detailed description section. Attached Figure Description

[0016] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 A schematic diagram of one embodiment of the active vibration damper provided in this application; Figure 2 The hydraulic schematic diagram of the active shock absorber provided in this application; Figure 3 This is a schematic diagram of the working mode of the active vibration damper provided in this application; Figure 4 A schematic diagram of the flow-pressure curves corresponding to different opening degrees of the flow-control solenoid valve provided in this application; Figure 5 A schematic diagram of flow rate and pressure curves corresponding to different rotational speeds of the gear pump unit provided in this application; Figure 6 Restoration of the active damper provided in this application: Working principle diagram of active mode; Figure 7 The restoration of the active damper provided in this application: working principle diagram of the hybrid mode; Figure 8 The recovery diagram of the active damper provided in this application: active mode working principle diagram; Figure 9 The working principle diagram of the active damper provided in this application is as follows: Restoration+: Hybrid Mode. Figure 10 Compression: Active mode working principle diagram of the active damper provided in this application; Figure 11 The working principle diagram of the compression-hybrid mode of the active vibration damper provided in this application; Figure 12 The working principle diagram of the compression: semi-active mode of the active damper provided in this application; Figure 13 The working principle diagram of the compression + hybrid mode of the active vibration damper provided in this application; Figure 14 The working principle diagram of the recovery overflow mode of the active damper provided in this application; Figure 15 The working principle diagram of the active vibration damper provided in this application: compression overflow mode; Figure 16 Hardware connection schematic diagram of the active suspension system provided in this application; Figure 17 A schematic diagram of the structure of the active vibration damper provided in this application, wherein the energy accumulator is arranged in the upper cavity; Figure 18 A schematic diagram of the active vibration damper provided in this application, in which energy storage devices are arranged in the upper and lower cavities respectively; Figure 19 Exploded view of the piston structure of the active damper provided in this application; Figure 20 A cross-sectional view of the piston of the active damper provided in this application.

[0018] icon: 1. Reset and compression relief valve assembly; 1a. Reset relief throttling; 1b. Reset one-way relief valve; 1c. Compression relief throttling; 1d. Compression one-way relief valve; 2. Reset and compression valve assembly; 2a. Reset throttling; 2b. Reset valve; 2c. Compression throttling; 2d. Compression valve; 3. Flow control solenoid valve; 3-FL. Left front solenoid valve assembly; 3-FR. Right front solenoid valve assembly; 3-RL. Left rear solenoid valve assembly; 3-RR. Right rear solenoid valve assembly; 4. First pressure sensor; 4-FL. Left front upper chamber pressure sensor; 4-FR. Right front upper chamber pressure sensor. Sensors; 4-RL, Left rear upper chamber pressure sensor; 4-RR, Right rear upper chamber pressure sensor; 5, Second pressure sensor; 5-FL, Left front lower chamber pressure sensor; 5-FR, Right front lower chamber pressure sensor; 5-RL, Left rear lower chamber pressure sensor; 5-RR, Right rear lower chamber pressure sensor; 6, Hydraulic pump assembly; 6a, Drive unit; 6b, Motor unit; 6c, Gear pump unit; 6-FL, Left front hydraulic pump assembly; 6-FR, Right front hydraulic pump assembly; 6-RL, Left rear hydraulic pump assembly; 6-RR, Right rear hydraulic pump assembly; 6a-FL, 6a-FR, right front drive unit; 6a-RL, left rear drive unit; 6a-RR, right rear drive unit; 6b-FL, left front motor unit; 6b-FR, right front motor unit; 6b-RL, left rear motor unit; 6b-RR, right rear motor unit; 7, first accumulator; 7a-second accumulator; 8, wiring harness; 9, piston rod; 10, oil seal; 11, outer cylinder; 12, inner cylinder; 13, valve seat; 14, upper chamber; 15, lower chamber; 16, ECU controller; 17-FR, right front vehicle body acceleration sensor; 17-FL, 17-RL, Left front vehicle body acceleration sensor; 18-FR, Left rear vehicle body acceleration sensor; 19-FR, Right front suspension height sensor; 19-FL, Left front suspension height sensor; 19-RR, Right rear suspension height sensor; 19-RL, Left rear suspension height sensor; 20, Right front suspension lower acceleration sensor; 21, KL30 normally open power supply; 22, KL15 ignition power supply. Detailed Implementation

[0019] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. The components of the embodiments of this application described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0020] In the description of this application, it should be noted that the terms "inner" and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship commonly used when the product is in use. They are used only for the convenience of describing this application and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application. Furthermore, the terms "first," "second," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0021] In the description of this application, it should also be noted that, unless otherwise expressly specified and limited, the terms "setup" and "connection" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0022] In a first aspect, embodiments of this application provide an active damper, including a valve seat 13, an inner cylinder 12, a piston rod 9, a hydraulic pump assembly 6, and a first controller.

[0023] like Figure 1 As shown, valve seat 13 provides a mounting base. Inner cylinder 12 is fixedly mounted on valve seat 13, using methods such as welding, snap-fitting, bolting, threaded connection, or adhesive bonding. Inner cylinder 12 stores hydraulic oil for transmitting pressure.

[0024] like Figure 1 As shown, the piston rod 9 includes a piston that slides with the inner cylinder 12 and a stopper rod that is fixedly connected to the piston. The piston divides the inner cavity of the inner cylinder 12 into an upper chamber 14 and a lower chamber 15. The piston integrates a normally open recovery and compression relief valve assembly 1, a recovery and compression valve assembly 2, and a flow control solenoid valve 3. Figure 1 As shown, the plug rod is installed with an oil seal 10.

[0025] like Figure 1 and Figure 2 As shown, the recovery and compression valve assembly 2 is installed inside the flow control solenoid valve 3. The recovery and compression valve assembly 2 and the flow control solenoid valve 3 are connected in series to form a series flow channel. The flow control solenoid valve 3 is used to control the flow of the recovery and compression valve assembly 2. The oil can pass through the recovery and compression valve assembly 2 and the flow control solenoid valve 3 or the flow control solenoid valve 3 and the recovery and compression valve assembly 2 in sequence.

[0026] like Figure 1 and Figure 2 As shown, the flow control solenoid valve 3 and the compression relief valve assembly 1 form a parallel flow channel.

[0027] For example, such as Figure 2 , Figure 19 and Figure 20 As shown, the recovery and compression relief valve assembly 1 includes a recovery relief throttle 1a, a recovery one-way relief valve 1b, a compression relief throttle 1c, and a compression one-way relief valve 1d.

[0028] For example, such as Figure 2 As shown, the recovery and compression valve assembly 2 includes a recovery throttle 2a, a recovery valve 2b, a compression throttle 2c, and a compression valve 2d.

[0029] For example, the flow control solenoid valve 3 is configured to allow for continuous flow adjustment.

[0030] For example, such as Figure 1 As shown, the piston rod 9 is configured as a hollow rod body, and a wiring harness 8 for connecting the flow control solenoid valve 3 is arranged in the hollow rod body. A solenoid is fixedly sleeved on the outside of the wiring harness 8. The flow control solenoid valve 3 is electrically connected to the first controller through the wiring harness 8. The first controller outputs control current to the flow control solenoid valve 3 through the wiring harness 8.

[0031] For example, the control voltage of the flow control solenoid valve 3 is 12V, the operating current range is 0-2A, and the control method is PWM duty cycle control. By adjusting the PWM duty cycle, the operating current of the flow control solenoid valve 3 is adjusted, thereby adjusting the opening size of the flow control solenoid valve 3 and realizing the pressure adjustment at the input and output ends of the flow control solenoid valve 3. Figure 4 As shown in the figure, this diagram illustrates the pressure-flow curves at the input and output ends of the flow control solenoid valve 3 for different opening sizes. D corresponds to the pressure-flow curve when the flow control solenoid valve 3 is fully closed, E corresponds to the pressure-flow curve when the flow control solenoid valve 3 is partially open, and F corresponds to the pressure-flow curve when the flow control solenoid valve 3 is fully open. Specifically, the structural design achieves a positive correlation between the pressure and control current of the flow control solenoid valve 3; that is, the opening is largest and the working pressure is smallest when the control current is 0, and the opening is smallest and the working pressure is largest when the control current is maximum. In contrast, in some other embodiments, the structural design can also achieve a negative correlation between the pressure and control current of the flow control solenoid valve 3; that is, the opening is smallest and the working pressure is maximum when the control current is 0, and the opening is largest and the working pressure is minimum when the control current is maximum.

[0032] like Figure 1 and Figure 2 As shown, the hydraulic pump assembly 6 connects the upper chamber 14 and the lower chamber 15 to pump liquid from the upper chamber 14 to the lower chamber 15 or pump liquid from the lower chamber 15 to the upper chamber 14.

[0033] For example, such as Figure 1As shown, the hydraulic pump assembly 6 includes a gear pump unit 6c for pumping oil from the upper chamber 14 to the lower chamber 15 or pumping oil from the lower chamber 15 to the upper chamber 14, a motor unit 6b for driving the gear pump unit 6c to rotate, and a drive unit 6a electrically connected to the motor unit 6b to control the motor unit 6b.

[0034] The hydraulic pump assembly 6 is controlled by a voltage of 48V, 400V, or 800V, and is controlled by either speed or torque. The drive unit 6a adjusts the speed of the motor unit 6b in real time, thereby driving the gear pump unit 6c to rotate, achieving pressure control at the input and output ends of the gear pump unit 6c. The motor unit 6b can rotate in both directions, thus enabling positive and negative control of the input and output pressure. Figure 5 As shown in the figure, this is a schematic diagram of the flow rate and pressure curve of gear pump unit 6c, where the maximum flow rate Q is... max It equals the maximum speed of the motor multiplied by the displacement of the gear pump, Q in the diagram. max For the maximum forward flow rate, Q min Maximum reverse flow rate; maximum pressure P max Determined by the load and the internal leakage of the gear pump, P in the diagram max For the maximum normal force, P min This represents the maximum negative pressure.

[0035] The first controller is used to control the start and stop of the hydraulic pump assembly 6 and the direction of oil pumping based on the hydraulic pressure of the upper chamber 14 and the pressure of the lower chamber 15, as well as to control the opening degree of the flow control solenoid valve 3 to adjust the main power of the active damper.

[0036] For example, in some embodiments, the first controller may be an Electronic Control Unit (ECU, also known as a vehicle computer), a Central Processing Unit (CPU), a microcontroller, a microprocessor, or other data processing chip, which may be configured with auxiliary components, such as a memory. The first controller is used to run program code stored in the memory or process data, such as the control program for the flow control solenoid valve 3 and the drive unit 6a. Of course, in other embodiments, the active damper of this application can be applied to some vehicle suspension systems. Because some vehicle suspension systems include a vehicle computer, the active damper may also eliminate the need for a first controller and use the vehicle suspension system's vehicle computer to control the hydraulic pump assembly 6 and the flow control solenoid valve 3.

[0037] The principle of the first controller controlling the active force of the active damper is as follows: Based on the pressure in the upper chamber 14 and the lower chamber 15, the first controller can calculate the force on the piston according to the following formula:

[0038] Where F is the force on the piston, which is the main driving force of the active damper, and also the damping force of the active damper. The pressure in the upper chamber is 14. This represents the piston cross-sectional area corresponding to the upper cavity 14; The pressure in the lower chamber is 15. This represents the piston area corresponding to the lower chamber 15.

[0039] Therefore, by adjusting the pressure in the upper chamber 14 and lower chamber 15 through the combination of hydraulic pump assembly 6 and flow control solenoid valve 3, the active force of the active damper can be adjusted. .like Figure 3 As shown, based on the working principle of the active damper, the main driving force of the damper can be plotted. F and piston rod 9 movement speed v The curves are: A is the maximum active force curve, B is the maximum semi-active force curve, C is the minimum semi-active force curve, and D is the minimum active force curve.

[0040] Based on the different operating states of the gear pump unit 6c and the flow control solenoid valve 3 of the active damper, the active force FV curve can be divided into eight regions, which are as follows: (1) Recovery: Active mode, such as Figure 6 As shown, the piston rod 9 moves upward, the flow control solenoid valve 3 opens to its minimum (completely closed), and a small portion of the oil flows from the upper chamber 14 into the lower chamber 15 through the restoration overflow throttle 1a and the compression overflow throttle 1c. The oil in the upper chamber 14 is then discharged into the lower chamber 15 by the electric hydraulic pump 6, thus realizing the main power control in the fourth quadrant.

[0041] (2) Restore-: Blended mode, such as Figure 7 As shown, the piston rod 9 moves upward, and the opening of the flow control solenoid valve 3 is controlled according to the pressure (this pressure is the pressure required for vehicle body control, and its size is determined according to actual control needs). A small portion of the oil flows from the upper chamber 14 into the lower chamber 15 through the restoration overflow throttle 1a and the compression overflow throttle 1c, while a portion of the oil flows from the upper chamber 14 into the lower chamber 15 through the flow control solenoid valve 3, the restoration throttle 2a, the restoration valve 2b, and the compression throttle 2c. At the same time, the electric hydraulic pump 6 discharges the oil in the upper chamber 14 into the lower chamber 15, realizing the main power control in the first quadrant.

[0042] (3) Recovery: Semi-active mode, such as Figure 8 As shown, the piston rod 9 moves upward, and the electric hydraulic pump 6 is controlled at 0 speed (gear pump locked). A small portion of the oil flows from the upper chamber 14 into the lower chamber 15 through the restoration overflow throttle 1a and the compression overflow throttle 1c. The remaining oil flows from the upper chamber 14 into the lower chamber 15 through the flow control solenoid valve 3, the restoration throttle 2a, the restoration valve 2b, and the compression throttle 2c. The flow control solenoid valve 3 is controlled according to the pressure, thereby realizing the damping force control in the first quadrant.

[0043] (4) Restoration+: Mixed mode, such as Figure 9 As shown, the piston rod 9 moves upward, and the opening of the flow control solenoid valve 3 is controlled according to the pressure (this pressure is the pressure required for vehicle body control, and its size is determined according to actual control needs). A small portion of the oil flows from the upper chamber 14 into the lower chamber 15 through the restoration overflow throttle 1a and the compression overflow throttle 1c, while a portion of the oil flows from the upper chamber 14 into the lower chamber 15 through the flow control solenoid valve 3, the restoration throttle 2a, the restoration valve 2b, and the compression throttle 2c. At the same time, the electric hydraulic pump 6 discharges the oil in the lower chamber 15 into the upper chamber 14, realizing the main power control in the first quadrant.

[0044] (5) Compression: Active mode, such as Figure 10 As shown, the piston rod 9 moves downward, the flow control solenoid valve 3 opens to its minimum (completely closed), and a small portion of the oil flows from the lower chamber 15 into the upper chamber 14 through the restoration overflow throttle 1a and the compression overflow throttle 1c. The oil in the lower chamber 15 is then discharged into the upper chamber 14 by the electric hydraulic pump 6, thus realizing the main power control in the second quadrant.

[0045] (6) Compression-: Mixed mode, such as Figure 11 As shown, the piston rod 9 moves downward, and the opening of the flow control solenoid valve 3 is controlled according to the pressure (this pressure is the pressure required for vehicle body control, and its size is determined according to actual control needs). A small portion of the oil flows from the lower chamber 15 into the upper chamber 14 through the restoration overflow throttle 1a and the compression overflow throttle 1c, while a portion of the oil flows from the lower chamber 15 into the upper chamber 14 through the flow control solenoid valve 3, the restoration throttle 2a, the compression throttle 2c, and the compression valve 2d. At the same time, the electric hydraulic pump 6 discharges the oil from the lower chamber 15 into the upper chamber 14, realizing the main power control in the third quadrant.

[0046] (7) Compression: Semi-active mode, such as Figure 12 As shown, the piston rod 9 moves downward, and the electric hydraulic pump 6 is controlled at 0 speed (gear pump locked). A small portion of the oil flows from the lower chamber 15 into the upper chamber 14 through the restoration overflow throttle 1a and the compression overflow throttle 1c. The remaining oil flows from the lower chamber 15 into the upper chamber 14 through the flow control solenoid valve 3, the restoration throttle 2a, the compression throttle 2c and the compression valve 2d. The flow control solenoid valve 3 controls the pressure, thereby achieving damping force control in the third quadrant.

[0047] (8) Compression+: Mixed mode, such as Figure 13As shown, the piston rod 9 moves downward, and the opening of the flow control solenoid valve 3 is controlled according to the pressure (this pressure is the pressure required for vehicle body control, and its size is determined according to actual control needs). A small portion of the oil flows from the lower chamber 15 into the upper chamber 14 through the restoration overflow throttle 1a and the compression overflow throttle 1c, while a portion of the oil flows from the lower chamber 15 into the upper chamber 14 through the flow control solenoid valve 3, the restoration throttle 2a, the compression throttle 2c, and the compression valve 2d. At the same time, the electric hydraulic pump 6 discharges the oil in the upper chamber 14 into the lower chamber 15, realizing the main power control in the third quadrant.

[0048] The positive and negative signs in "Restore+", "Restore-", "Compression+", and "Compression-" are only used to distinguish different quadrants and do not represent any other specific meaning except in special cases. "Active mode" means that gear pump unit 6c is working and flow control solenoid valve 3 is fully closed. "Mixed mode" means that gear pump unit 6c is working and flow control solenoid valve 3 is open. "Semi-active mode" means that gear pump unit 6c is locked and flow control solenoid valve 3 is open. The different names for the various modes are only for differentiation and do not represent any other specific meaning.

[0049] Specifically, when the hydraulic pump assembly 6 and the flow control solenoid valve 3 malfunction (e.g., short circuit, open circuit, jamming, etc.) and cannot work effectively, the active damper has an overflow protection function to prevent excessive pressure inside the active damper from causing seal damage. Figure 14 The recovery overflow mode is demonstrated. The piston rod 9 moves upward, the recovery one-way overflow valve 1b opens, and the oil in the upper chamber 14 flows into the lower chamber 15 through the recovery overflow throttle 1a, the recovery one-way overflow valve 1b, and the compression overflow throttle 1c. Figure 15 The compression overflow mode is shown. The piston rod 9 moves downward, the compression one-way overflow valve 1d opens, and the oil in the lower chamber 15 flows into the upper chamber 14 through the restoration overflow throttle 1a, the compression overflow throttle 1c, and the compression one-way overflow valve 1d.

[0050] Existing technologies have the problem of not being able to effectively control vibrations greater than 5Hz. In this application, the flow control solenoid valve 3 and the hydraulic pump assembly 6 work together to quickly adjust the pressure in the upper chamber 14 and the lower chamber 15. The flow control solenoid valve 3 can achieve continuous flow adjustment. By controlling the working current through PWM duty cycle, the opening size can be adjusted to achieve rapid pressure adjustment. This allows the active damper to respond to high-frequency vibrations (such as vibrations greater than 5Hz) in a timely manner, better meet the high-frequency response requirements, improve the vehicle's ability to handle high-frequency vibrations from the road surface, and enhance driving smoothness.

[0051] The first controller calculates the forces acting on the piston (i.e., the main force and damping force of the active damper) based on the pressure in the upper chamber 14 and lower chamber 15, and adjusts the pressure in the upper chamber 14 and lower chamber 15 by controlling the hydraulic pump assembly 6 and the flow control solenoid valve 3, thereby precisely adjusting the main force of the active damper. This precise adjustment can better adapt to different vehicle loads, road conditions, driving speeds, and operating conditions, while meeting the requirements of vehicle ride comfort and handling stability.

[0052] Based on the different operating states of the gear pump unit 6c and the flow control solenoid valve 3, the active force F-V curve is divided into eight regions, corresponding to the active mode, hybrid mode, and semi-active mode during the recovery and compression processes, respectively. In different modes, by controlling the opening of the flow control solenoid valve 3 and the pumping direction of the hydraulic pump assembly 6, active force control or damping force control in different quadrants can be achieved. For example, in the recovery active mode (piston rod 9 moves upward, and the opening of the flow control solenoid valve 3 is at its minimum), active force control in the fourth quadrant can be achieved; in the compression semi-active mode (piston rod 9 moves downward, and the electric hydraulic pump uses 0-speed control), damping force control in the third quadrant can be achieved. This multi-mode design allows the active damper to better adapt to the needs of the vehicle under different driving conditions.

[0053] The active damper integrates components such as valve seat 13, inner cylinder 12, piston rod 9, hydraulic pump assembly 6, and first controller into a compact structure. The inner cylinder 12 is fixedly mounted on the valve seat 13, and the piston rod 9 slides with the inner cylinder 12. The piston integrates normally open recovery and compression relief valve assembly 1, recovery and compression valve assembly 2, and flow control solenoid valve 3. The hydraulic pump assembly 6 connects the upper chamber 14 and the lower chamber 15. This integrated design facilitates vehicle installation and saves space.

[0054] In order for the first controller to acquire the hydraulic pressure of the upper chamber 14 and the lower chamber 15, such as Figure 1 and Figure 2 As shown, in one embodiment, the active damper further includes a first pressure sensor 4 and a second pressure sensor 5 electrically connected to the first controller. The first pressure sensor 4 is used to acquire the hydraulic parameters of the upper chamber 14 and send them to the first controller, and the second pressure sensor 5 is used to acquire the hydraulic parameters of the lower chamber 15 and send them to the first controller.

[0055] For example, the first pressure sensor 4 is connected to the upper cavity 14 via a pipe, so that the first pressure sensor 4 can obtain the hydraulic pressure of the upper cavity 14. In another embodiment, the active damper also includes an outer cylinder 11 fixed to the valve seat 13, the outer cylinder 11 being sleeved on the inner cylinder 12 with a gap between them forming an outer chamber, the upper cavity 14 being connected to the outer chamber, and the first pressure sensor 4 being connected to the outer chamber via a pipe, so that the first pressure sensor 4 can obtain the hydraulic pressure of the upper cavity 14 and the outer chamber.

[0056] For example, the second pressure sensor 5 is connected to the lower chamber 15 via a pipe so that the second pressure sensor 5 can obtain the hydraulic pressure of the lower chamber 15. In other embodiments, such as Figure 1 As shown, the valve seat 13 is provided with a flow channel that connects to the lower chamber 15. This flow channel is connected to the hydraulic pump assembly 6, and the second pressure sensor 5 is connected to this flow channel so that the second pressure sensor 5 can obtain the hydraulic pressure of the lower chamber 15.

[0057] For example, the first pressure sensor 4 can be a microelectromechanical system pressure sensor, a pneumatic pressure sensor, or a nanoelectromechanical system pressure sensor.

[0058] For example, the second pressure sensor 5 can be a microelectromechanical system pressure sensor, a pneumatic pressure sensor, or a nanoelectromechanical system pressure sensor.

[0059] like Figure 1 As shown, in one embodiment, the active damper further includes an accumulator assembly connected to the inner cylinder 12 for compensating for oil volume when the piston rod 9 extends and retracts in the inner cylinder 12. The accumulator assembly includes a first accumulator 7 connected to the lower chamber 15.

[0060] For example, the valve seat 13 is provided with a flow channel for connecting the lower chamber 15 and the first accumulator 7.

[0061] like Figure 18 As shown, in one embodiment, the energy storage assembly further includes a second energy storage unit 7a, which is connected to the upper cavity 14.

[0062] like Figure 1As shown, in one embodiment, the outer cylinder 11 is fixed to the valve seat 13, and the fixing method is, for example, welding, snap-fitting, gluing, bolt fixing or threaded connection; the outer cylinder 11 is sleeved on the inner cylinder 12 and there is a gap between the two, the gap forming an outer cavity, the upper cavity 14 is connected to the outer cavity, and the hydraulic pump assembly 6 is connected to the outer cylinder 11 to connect the outer cavity and the upper cavity 14; the valve seat 13 is provided with a flow channel communicating with the lower cavity 15, and the hydraulic pump assembly 6 is connected to the lower cavity 15 through the flow channel of the valve seat 13.

[0063] In one embodiment, the second accumulator 7a is connected to the outer cylinder 11, thereby connecting the outer chamber and the upper chamber 14. Unlike the above embodiment, as... Figure 17 As shown, in another embodiment, the second accumulator 7a is configured as an annular airbag and disposed inside the outer cylinder 11. The annular airbag can shrink as the active damper shortens and expand as the active damper recovers (elongates). The annular airbag can effectively reduce the outer envelope volume of the active damper, achieving miniaturization.

[0064] For example, the annular airbag is located in the outer cavity defined by the outer cylinder 11 and the inner cylinder 12. The annular airbag is fixed to the inner wall of the outer cylinder 11 or the outer wall of the inner cylinder 12, and the fixing method is, for example, adhesive, snap-fit, bolt fixing or riveting. In other embodiments, the annular airbag abuts against the inner wall of the outer cylinder 11 or the outer wall of the inner cylinder 12.

[0065] Secondly, embodiments of this application also provide an active suspension system, including active dampers of any of the above embodiments; at least one active damper is provided; exemplarily, one active damper is provided; in another embodiment, two active dampers are provided; in another embodiment, three active dampers are provided, the three active dampers are distributed in a triangular pattern; in another embodiment, four active dampers are provided, the four active dampers are distributed along a rectangular trajectory; of course, other numbers of active dampers can also be provided, such as five, six or seven, etc.

[0066] like Figure 16 As shown, in one embodiment, the active suspension system provided in this application may further include 4 active shock absorbers (or other numbers of active shock absorbers, which will not be described in detail), 1 ECU controller 16 (first controller), 3 vehicle body acceleration sensors, 4 height sensors, and 4 overhang acceleration sensors. The vehicle signals communicate with the ECU controller 16 through CAN 20. At the same time, there is a KL30 normally open power supply 21 for powering the ECU controller 16 and a KL15 ignition power supply 22 for controlling the operation of the ECU controller 16.

[0067] The integrated active vibration damper specifically includes: (1) Left front active shock absorber: left front electric hydraulic pump 6-FL, left front drive unit 6a-FL, left front motor unit 6b-FL, left front solenoid valve assembly 3-FL, left front upper chamber pressure sensor 4-FL, left front lower chamber pressure sensor 5-FL.

[0068] (2) Right front active shock absorber: right front electric hydraulic pump 6-FR, right front drive unit 6a-FR, right front motor unit 6b-FR, right front solenoid valve assembly 3-FR, right front upper chamber pressure sensor 4-FR, right front lower chamber pressure sensor 5-FR.

[0069] (3) Left rear active shock absorber: left rear electric hydraulic pump 6-RL, left rear drive unit 6a-RL, left rear motor unit 6b-RL, left rear solenoid valve assembly 3-RL, left rear upper chamber pressure sensor 4-RL, left rear lower chamber pressure sensor 5-RL.

[0070] (4) Right rear active shock absorber: right rear electric hydraulic pump 6-RR, right rear drive unit 6a-RR, right rear motor unit 6b-RR, right rear solenoid valve assembly 3-RR, right rear upper chamber pressure sensor 4-RR, right rear lower chamber pressure sensor 5-RR.

[0071] Thirdly, embodiments of this application also provide a vehicle employing the active suspension system of any of the above embodiments.

[0072] For example, the vehicle includes, but is not limited to, two-wheeled vehicles (such as motorcycles, balance bikes, two-wheeled transport carts, etc.), three-wheeled vehicles, four-wheeled vehicles, or other vehicles.

[0073] It should be noted that, where there is no conflict, the features in the embodiments of this application can be combined with each other.

[0074] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. An active vibration damper, characterized in that, include: Valve seat (13), which provides a mounting base; Inner cylinder (12), the inner cylinder (12) is fixedly mounted on the valve seat (13); The piston rod (9) includes a piston that slides with the inner cylinder (12) and a plug rod that is fixedly connected to the piston. The piston divides the inner cavity of the inner cylinder (12) into an upper cavity (14) and a lower cavity (15). The piston integrates a normally open recovery and compression relief valve assembly (1), a recovery and compression valve assembly (2), and a flow control solenoid valve (3). The recovery and compression valve assembly (2) is connected in series with the flow control solenoid valve (3) and in parallel with the recovery and compression relief valve assembly (1). The flow control solenoid valve (3) is used to control the flow rate of the recovery and compression valve assembly (2). A hydraulic pump assembly (6) is connected to the upper chamber (14) and the lower chamber (15) for pumping liquid in the upper chamber (14) to the lower chamber (15) or pumping liquid in the lower chamber (15) to the upper chamber (14).

2. The active vibration damper according to claim 1, characterized in that, It also includes a first controller, which is used to control the start and stop of the hydraulic pump assembly (6) and the pumping direction based on the hydraulic pressure of the upper chamber (14) and the pressure of the lower chamber (15), and to control the opening degree of the flow control solenoid valve (3) to adjust the main power of the active damper.

3. The active vibration damper according to claim 2, characterized in that, It also includes a first pressure sensor (4) and a second pressure sensor (5) electrically connected to the first controller. The first pressure sensor (4) is used to acquire the hydraulic parameters of the upper chamber (14) and send them to the first controller. The second pressure sensor (5) is used to acquire the hydraulic parameters of the lower chamber (15) and send them to the first controller.

4. The active vibration damper according to claim 1, characterized in that, It also includes an accumulator assembly connected to the inner cylinder (12) for compensating for oil volume when the piston rod (9) extends and retracts in the inner cylinder (12), the accumulator assembly including a first accumulator (7) connected to the lower chamber (15).

5. The active vibration damper according to claim 4, characterized in that, The energy storage assembly also includes a second energy storage unit (7a), which is connected to the upper cavity (14).

6. The active vibration damper according to claim 5, characterized in that, It also includes an outer cylinder (11) fixed on the valve seat (13), the outer cylinder (11) being sleeved on the inner cylinder (12) with a gap between them, the gap forming an outer chamber, the upper chamber (14) being connected to the outer chamber, the hydraulic pump assembly (6) connecting the outer cylinder (11) to the outer chamber and the upper chamber (14), the valve seat (13) being provided with a flow channel communicating with the lower chamber (15), and the hydraulic pump assembly (6) communicating with the lower chamber (15) through the flow channel of the valve seat (13).

7. The active vibration damper according to claim 6, characterized in that, The second accumulator (7a) is connected to the outer cylinder (11), thereby connecting the outer chamber and the upper chamber (14) by connecting the outer cylinder (11).

8. The active vibration damper according to claim 6, characterized in that, The second accumulator (7a) is configured as an annular airbag and disposed inside the outer cylinder (11).

9. An active suspension system, characterized in that, Including the active damper as described in any one of claims 1 to 8.

10. A vehicle, characterized in that, The active suspension system as described in claim 9 is employed.

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