Vehicle jump control method, suspension, and vehicle

Abstract

A vehicle (1000) jump control method, comprising: controlling a shock absorber to compress (10); controlling the shock absorber to rebound (10); and during the rebound of the shock absorber (10), controlling the pressure in a compression cavity (13) of the shock absorber (10) to increase. Also provided are a suspension (100) and a vehicle (1000).

Description

Vehicle takeoff control methods, suspension and vehicle

[0001] Cross-reference to related applications

[0002] This application claims priority to Chinese patent application filed on July 11, 2024, with application number 202410931042.0, entitled "Control method for vehicle take-off, suspension and vehicle", the entire contents of which are incorporated herein by reference. Technical Field

[0003] This disclosure relates to the field of vehicle technology, and in particular to a method for controlling vehicle take-off, suspension, and vehicle. Background Technology

[0004] Currently, the suspension system connects the vehicle body and the wheels to transmit the force between the wheels and the vehicle body. However, when the vehicle encounters obstacles or bumpy road sections, the suspension system will generate significant vibrations, which will be transmitted to the driver and passengers through the vehicle body. The suspension system also limits the vehicle height to some extent, which is not conducive to reducing vibrations caused by uneven road surfaces, thereby reducing the driving experience for the driver and passengers.

[0005] Public content

[0006] This disclosure aims to at least address one of the technical problems existing in the prior art. To this end, one object of this disclosure is to provide a vehicle takeoff control method that can reduce vibrations transmitted from the suspension system to the vehicle body, increase the vehicle's takeoff height, thereby improving vehicle passability and the driving experience for passengers.

[0007] This disclosure also proposes a suspension system.

[0008] This disclosure further proposes a vehicle.

[0009] The vehicle jump control method disclosed herein includes: controlling the compression of a shock absorber; controlling the recovery of the shock absorber; and controlling an increase in the pressure of the compression chamber of the shock absorber during the recovery process.

[0010] According to the vehicle jump control method disclosed herein, a pressure difference can be created within the shock absorber by controlling the compression and recovery of the shock absorber. When the shock absorber recovers, the pressure within the compression chamber of the shock absorber can be increased. This configuration allows the vehicle to increase its jump height when encountering obstacles or bumpy road sections, enhancing the vehicle's ability to jump from a standstill, thereby improving the vehicle's passability and the driving experience for passengers.

[0011] In addition, the vehicle control method of the above embodiments of this disclosure may also have the following additional technical features:

[0012] In some examples of this disclosure, during the shock absorber recovery process, the pressure in the compression chamber of the shock absorber is controlled to increase according to the current takeoff speed V of the vehicle body.

[0013] In some examples of this disclosure, controlling the shock absorber to return to its original position includes: determining whether the piston of the shock absorber is compressed to a preset position; if so, controlling the oil to be delivered from the return chamber of the shock absorber to the compression chamber of the shock absorber.

[0014] In some examples of this disclosure, the preset position is the position where the piston compresses the volume of the compression chamber to its minimum.

[0015] In some examples of this disclosure, the step of controlling the increase of pressure in the compression chamber of the shock absorber during the shock absorber recovery process includes: determining whether the current takeoff speed V of the vehicle body has reached a preset speed V0; if so, controlling the increase of the pressure of oil delivered from the recovery chamber of the shock absorber to the compression chamber of the shock absorber.

[0016] In some examples of this disclosure, the relationship between the preset speed V0 and the rated maximum take-off speed V1 of the vehicle body satisfies: 0.5V1≤V0≤V1; wherein, the rated maximum take-off speed V1 of the vehicle body is the maximum take-off speed that the vehicle body can reach when the shock absorber recovers and the pressure of the compression chamber is not increased.

[0017] In some examples of this disclosure, the pressure of increased oil flow from the recovery chamber of the damper to the compression chamber is controlled by opening a first accumulator connected to the compression chamber.

[0018] In some examples of this disclosure, the first accumulator connected to the compression chamber is opened by opening a first control valve connected between the compression chamber and the first accumulator.

[0019] In some examples of this disclosure, when the first accumulator connected to the compression chamber is opened, the second accumulator connected to both the compression chamber and the recovery chamber is controlled to disconnect from the compression chamber; wherein the pressure of the second accumulator is lower than the pressure of the first accumulator.

[0020] In some examples of this disclosure, the second accumulator is controlled to disconnect from the compression chamber by closing a second control valve connected between the compression chamber and the second accumulator.

[0021] In some examples of this disclosure, after the control increases the pressure in the compression chamber of the damper, the method further includes controlling the damper to compress again.

[0022] In some examples of this disclosure, controlling the shock absorber to compress again includes: detecting whether the current takeoff speed V of the vehicle body is decelerating; if so, controlling the oil to be delivered from the compression chamber of the shock absorber to the recovery chamber of the shock absorber.

[0023] In some examples of this disclosure, when the damper is controlled to compress again, the hydraulic pump connected between the compression chamber and the recovery chamber is controlled to operate at maximum speed.

[0024] In some examples of this disclosure, when the damper is compressed again, the pressure in the recovery chamber of the damper is controlled to increase.

[0025] In some examples of this disclosure, the pressure in the recovery chamber of the damper is controlled by opening a third accumulator connected to the recovery chamber.

[0026] In some examples of this disclosure, the third accumulator connected to the recovery chamber is opened after the damper is compressed again for a preset time t.

[0027] In some examples of this disclosure, the preset time t satisfies the relationship: 0 < t ≤ 1 s.

[0028] In some examples of this disclosure, the third accumulator connected to the recovery chamber is opened by opening a third control valve connected between the recovery chamber and the third accumulator.

[0029] In some examples of this disclosure, when the third accumulator connected to the recovery chamber is opened, the second accumulator connected to both the compression chamber and the recovery chamber is controlled to disconnect from the recovery chamber.

[0030] In some examples of this disclosure, the second accumulator is controlled to disconnect from the recovery chamber by closing a fourth control valve connected between the recovery chamber and the second accumulator.

[0031] A suspension according to an embodiment of the present disclosure includes: a hydraulic cylinder having a compression chamber and a recovery chamber separated by a piston; a hydraulic device connected to the compression chamber and the recovery chamber respectively; a first accumulator connected to the compression chamber; and a controller configured to: first control the compression of the shock absorber and then control the recovery of the shock absorber when the suspension is in a vehicle jump mode, and during the recovery of the shock absorber, control the increase of the pressure in the compression chamber of the shock absorber.

[0032] The vehicle according to the embodiments of this disclosure is controlled by the vehicle take-off control method described above, or includes the suspension described above.

[0033] Additional aspects and advantages of this disclosure will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this disclosure. Attached Figure Description

[0034] The above and / or additional aspects and advantages of this disclosure will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0035] Figure 1 is a flowchart of a vehicle take-off control method according to an embodiment of the present disclosure;

[0036] Figure 2 is a flowchart of the control process for the shock absorber to recover;

[0037] Figure 3 is a flowchart of controlling the pressure in the compression chamber of the shock absorber;

[0038] Figure 4 is a flowchart of controlling the recompression of the shock absorber;

[0039] Figure 5 is a flowchart of the suspension control process;

[0040] Figure 6 is a schematic diagram of a vehicle take-off control method according to an embodiment of the present disclosure;

[0041] Figure 7 is a schematic block diagram of a vehicle according to an embodiment of the present disclosure.

[0042] Reference numerals: 1000, Vehicle; 100, Suspension; 10, Shock absorber; 11, Hydraulic cylinder; 12, Piston; 13, Compression chamber; 14, Recovery chamber; 15, Compression relief valve; 16, Recovery relief valve; 20, Hydraulic device; 21, Hydraulic pump; 22, Motor; 23, Sensor; 24, Controller; 25, Hydraulic pump switch valve; 30, First accumulator; 31, First control valve; 40, Second accumulator; 41, Second control valve; 50, Third accumulator; 51, Third control valve; 60, Fourth control valve; 70, First check valve; 71, Second check valve; 72, Third check valve; 73, Fourth check valve; 74, First throttle valve; 75, Second throttle valve; 200, Central controller. Detailed Implementation

[0043] The embodiments of this disclosure are described in detail below, and the embodiments described with reference to the accompanying drawings are exemplary.

[0044] The following description, with reference to Figures 1-6, describes a vehicle take-off control method according to an embodiment of the present disclosure, which is applied to a vehicle.

[0045] Figure 1 is a flowchart of a vehicle start-up control method according to an embodiment of the present disclosure. As shown in Figure 1, the vehicle start-up control method according to an embodiment of the present disclosure includes: controlling the compression of the shock absorber 10; controlling the recovery of the shock absorber 10; and controlling the increase of the pressure of the compression chamber 13 of the shock absorber 10 during the recovery process of the shock absorber 10.

[0046] In this design, the hydraulic cylinder 11 of the shock absorber 10 is divided into a compression chamber 13 and a recovery chamber 14 by a piston 12. The piston 12 can be connected to the vehicle body via a piston rod, and the cylinder body of the hydraulic cylinder 11 can be connected to the wheel. Understandably, when the vehicle encounters an obstacle or travels over a bumpy road, the shock absorber 10 begins to operate. The vehicle controls the shock absorber 10 to compress, which leads to an imbalance in pressure within the shock absorber 10. When the shock absorber 10 is compressed to its maximum withstand pressure, the vehicle then controls the shock absorber 10 to recover. During the recovery process, the vehicle controls the increase in pressure within the compression chamber 13 of the shock absorber 10. This increases the speed at which the hydraulic fluid enters the compression chamber 13, increases the speed of the piston 12, and further increases the vehicle's takeoff speed, thereby increasing the vehicle's height until the wheels leave the ground and increasing the distance between the wheels and the ground. When the vehicle reaches its highest point, due to gravity and other factors, the vehicle descends to the ground, thus completing the vehicle's takeoff function. This makes the vehicle more stable during driving and improves the driving experience for passengers.

[0047] Therefore, by controlling the compression and recovery of the shock absorber 10, a pressure difference can be formed within the shock absorber 10. When the shock absorber 10 recovers, the pressure in the compression chamber 13 of the shock absorber 10 can be increased. This setting can increase the vehicle's height when it encounters obstacles or bumpy road sections, enhance the vehicle's ability to jump from a standstill, and thus improve the vehicle's passability and the driving experience of the passengers.

[0048] According to a specific embodiment of this disclosure, during the recovery process of the shock absorber 10, the pressure of the compression chamber 13 of the shock absorber 10 is increased according to the current take-off speed V of the vehicle body.

[0049] When the shock absorber 10 returns to its original position, the pressure in the compression chamber 13 is reduced to a minimum. At this time, the vehicle controls the increase of the pressure in the compression chamber 13 according to the vehicle's take-off speed, thereby increasing the pressure in the compression chamber 13, which can better improve the vehicle's speed and increase the vehicle's maximum speed. This setting can protect the shock absorber 10 and thus maintain the stability of the vehicle when passing through obstacles or bumpy roads.

[0050] According to a specific embodiment of this disclosure, controlling the recovery of the shock absorber 10 includes: determining whether the piston 12 of the shock absorber 10 is compressed to a preset position; if so, controlling the oil to be transported from the recovery chamber 14 of the shock absorber 10 to the compression chamber 13 of the shock absorber 10.

[0051] The first control valve 70, the second control valve 71, the third control valve 72, and the fourth control valve 73 are all one-way valves, and the direction of oil flow is as indicated by the arrow. During the recovery process of the shock absorber 10, it is first determined whether the piston 12 of the shock absorber 10 is compressed to the preset position. If the piston 12 of the shock absorber 10 is not compressed to the preset position, the oil in the compression chamber 13 is transported to the recovery chamber 14 through the second control valve 41, the second one-way valve 71, the second accumulator 40, the second throttle valve 75, the third one-way valve 72, and the fourth control valve 60. This preset position is the lowest point of the compression chamber 13. If the piston 12 is at the lowest point of the compression chamber 13, the vehicle control oil flows from the recovery chamber 14 in the shock absorber 10 to the compression chamber 13. This increases the pressure in the compression chamber 13, thereby enabling the shock absorber 10 to provide power to the vehicle, allowing the vehicle body to rise quickly and reach maximum speed through acceleration, thus improving the driving experience for passengers.

[0052] According to a specific embodiment of this disclosure, the preset position is when the piston 12 compresses the volume of the compression chamber 13 to its minimum.

[0053] The piston 12 compresses the volume of the compression chamber 13 to the minimum position as a preset position. This allows the piston 12 to fully compress the compression chamber 13, which facilitates the flow of vehicle control oil from the recovery chamber 14 in the shock absorber 10 to the compression chamber 13, thereby increasing the pressure in the compression chamber 13.

[0054] According to a specific embodiment of this disclosure, during the recovery process of the shock absorber 10, controlling the increase of pressure in the compression chamber 13 of the shock absorber 10 includes: determining whether the current take-off speed V of the vehicle body has reached a preset speed V0; if so, controlling the increase of pressure of oil supplied from the recovery chamber 14 of the shock absorber 10 to the compression chamber 13 of the shock absorber 10.

[0055] Vehicle control fluid flows from the recovery chamber 14 in the shock absorber 10 to the compression chamber 13, thereby keeping the shock absorber 10 in the recovery process and increasing the pressure in the compression chamber 13. At this time, the vehicle body's take-off speed is judged in real time to see if it reaches the preset speed. If the vehicle body's take-off speed does not reach the preset speed, the pressure of the fluid supplied from the recovery chamber 14 to the compression chamber 13 of the shock absorber 10 is not increased. If the vehicle body's take-off speed reaches the preset speed, vehicle control fluid flows from the recovery chamber 14 in the shock absorber 10 to the compression chamber 13, thereby increasing the pressure in the compression chamber 13, which in turn enables the shock absorber 10 to provide power to the vehicle and improve the vehicle body's take-off speed.

[0056] According to a specific embodiment of this disclosure, the relationship between the preset speed V0 and the rated maximum take-off speed V1 of the vehicle body satisfies: 0.5V1≤V0≤V1; wherein, the rated maximum take-off speed V1 of the vehicle body is the maximum take-off speed that the vehicle body can reach when the shock absorber 10 recovers and the pressure of the compression chamber 13 is not increased.

[0057] The preset speed V0 and the vehicle's rated maximum takeoff speed V1 must be within a reasonable range. If the preset speed V0 is less than half of the vehicle's rated maximum takeoff speed V1, the vehicle control fluid will flow from the recovery chamber 14 in the shock absorber 10 to the compression chamber 13 before the piston 12 compresses the compression chamber 13 to its lowest position. This will result in insufficient pressure in the compression chamber 13, thus failing to maintain vehicle stability. If the preset speed V0 and the vehicle's rated maximum takeoff speed V1 are within a reasonable range, this setting allows the vehicle control fluid to flow from the recovery chamber 14 in the shock absorber 10 to the compression chamber 13, thereby increasing the pressure in the compression chamber 13. This allows the shock absorber 10 to provide power to the vehicle, increasing the vehicle's takeoff speed. For example, V0 can be V1.

[0058] According to a specific embodiment of this disclosure, by opening the first accumulator 30 connected to the compression chamber 13, the pressure of the oil being delivered from the recovery chamber 14 of the damper 10 to the compression chamber 13 of the damper 10 is controlled to increase.

[0059] The first accumulator 30 is connected to the compression chamber 13. When the vehicle needs to control the flow of oil from the recovery chamber 14 in the shock absorber 10 to the compression chamber 13, the first accumulator 30 and the compression chamber 13 are connected, thereby increasing the pressure of the oil flowing from the recovery chamber 14 in the shock absorber 10 to the compression chamber 13. This configuration increases the distance between the wheels and the ground, thereby enabling the vehicle to jump and improving vehicle comfort. The first accumulator 30 can be a high-pressure accumulator, which can release oil into the compression chamber 13 when opened.

[0060] According to a specific embodiment of this disclosure, as shown in FIG6, the first accumulator 30 connected to the compression chamber 13 is opened by opening the first control valve 31 connected between the compression chamber 13 and the first accumulator 30.

[0061] The first control valve 31 is located between the compression chamber 13 and the first accumulator 30. When the vehicle needs to control the flow of hydraulic fluid from the recovery chamber 14 in the shock absorber 10 to the compression chamber 13, the first control valve 31 opens, connecting the first accumulator 30 and the compression chamber 13, thereby increasing the pressure of the hydraulic fluid flowing from the recovery chamber 14 to the compression chamber 13. When the vehicle does not need to control the flow of hydraulic fluid from the recovery chamber 14 in the shock absorber 10 to the compression chamber 13, the first control valve 31 closes, disconnecting the first accumulator 30 from the compression chamber 13. This arrangement facilitates the control of the connection and disconnection between the compression chamber 13 and the first accumulator 30 through the first control valve 31, thereby improving vehicle safety.

[0062] According to a specific embodiment of this disclosure, when the first accumulator 30 connected to the compression chamber 13 is opened, the second accumulator 40, which is connected to the compression chamber 13 and the recovery chamber 14 respectively, is controlled to disconnect from the compression chamber 13; wherein, the pressure of the second accumulator 40 is lower than the pressure of the first accumulator 30.

[0063] Specifically, the second accumulator 40 is connected between the compression chamber 13 and the recovery chamber 14, allowing it to connect to both chambers. When the first control valve 31 opens, the first accumulator 30 is connected to the compression chamber 13, while the second accumulator 40 is disconnected. This controls the increase in oil pressure delivered from the recovery chamber 14 to the compression chamber 13 of the shock absorber 10, ensuring the pressure of the first accumulator 30 is greater than that of the second accumulator 40. This guarantees the pressure of oil delivered from the recovery chamber 14 to the compression chamber 13, thereby enhancing the vehicle's stationary jump capability. The second accumulator 40 can be a low-pressure accumulator, capable of collecting a portion of the oil flowing out of the compression chamber 13 or the recovery chamber 14 to store energy, which will be released at an appropriate time.

[0064] According to a specific embodiment of this disclosure, as shown in FIG6, the second accumulator 40 is controlled to disconnect from the compression chamber 13 by closing the second control valve 41 connected between the compression chamber 13 and the second accumulator 40.

[0065] The second control valve 41 is located between the compression chamber 13 and the second accumulator 40. The second control valve 41 can control the disconnection and connection between the compression chamber 13 and the second accumulator 40. This arrangement allows the second control valve 41 to disconnect when the first accumulator 30 is connected to the compression chamber 13, thereby ensuring the pressure of the oil delivered from the recovery chamber 14 to the compression chamber 13 of the shock absorber 10, and thus enhancing the vehicle's stationary jump function.

[0066] According to a specific embodiment of this disclosure, after controlling the increase in pressure of the compression chamber 13 of the damper 10, the method further includes controlling the damper 10 to compress again.

[0067] After the pressure in the compression chamber 13 of the shock absorber 10 increases, the vehicle control shock absorber 10 is compressed again, thereby lifting the vehicle's wheels, reducing the distance between the vehicle body and the wheels, and thus improving the vehicle's passability.

[0068] According to a specific embodiment of this disclosure, controlling the shock absorber 10 to compress again includes: detecting whether the current takeoff speed V of the vehicle body is decelerating; if so, controlling the oil to be delivered from the compression chamber 13 of the shock absorber 10 to the recovery chamber 14 of the shock absorber 10.

[0069] The first control valve 70, the second control valve 71, the third control valve 72, and the fourth control valve 73 are all one-way valves. The direction of oil flow is as indicated by the arrow. When the vehicle controls the shock absorber 10 to compress again, the vehicle detects whether the current take-off speed of the vehicle body has decelerated. If the current take-off speed of the vehicle body has not decelerated, the vehicle continues to control the first accumulator 30 to pressurize the compression chamber 13. The oil in the recovery chamber 14 is delivered to the compression chamber 13 through the fourth control valve 60, the fourth one-way valve 73, the second accumulator 40, the first throttle valve 74, the first one-way valve 70, and the second control valve 41. If the current take-off speed of the vehicle body begins to decelerate, the vehicle controls the oil to be delivered from the compression chamber 13 of the shock absorber 10 to the recovery chamber 14 of the shock absorber 10, thereby raising the wheels and better reducing the distance between the wheels and the vehicle body, ensuring the stability of the vehicle during driving, and thus improving the driving experience of the passengers.

[0070] According to a specific embodiment of this disclosure, when the damper 10 is compressed again, the hydraulic pump 21 connected between the compression chamber 13 and the recovery chamber 14 is controlled to run at its maximum speed.

[0071] Hydraulic pump 21 is connected to compression chamber 13 and recovery chamber 14 respectively, thereby providing pressure to either chamber. After the vehicle detects the initial bounce speed and begins to decelerate, the vehicle controls the shock absorber 10 to compress again. At this time, the vehicle controls the hydraulic pump 21 to operate at its maximum speed, thereby controlling the oil flow from the compression chamber 13 to the recovery chamber 14 of the shock absorber 10, thus ensuring the stability of the vehicle during operation. For example, pressure sensors 23 are installed at both the inlet and outlet ends of the hydraulic pump 21, facilitating the detection of the pressure difference between the inlet and outlet ends by the pressure sensors 23.

[0072] According to a specific embodiment of this disclosure, when the damper 10 is compressed again, the pressure of the recovery chamber 14 of the damper 10 is increased.

[0073] When the shock absorber 10 is compressed again, the vehicle control increases the pressure in the recovery chamber 14 of the shock absorber 10, which can quickly reduce the distance between the wheel and the body and increase the height of the wheel, thereby ensuring the stability of the vehicle during driving and improving the driving experience of the passengers.

[0074] According to a specific embodiment of this disclosure, the pressure of the recovery chamber 14 of the damper 10 is controlled by opening a third accumulator 50 connected to the recovery chamber 14.

[0075] The third accumulator 50 is connected to the recovery chamber 14. The third accumulator 50 can increase the pressure inside the recovery chamber 14, thereby increasing the pressure in the recovery chamber 14 of the shock absorber 10 and ensuring the stability of the vehicle during driving. The third accumulator 50 is a high-voltage accumulator.

[0076] According to a specific embodiment of this disclosure, after the damper 10 is compressed again for a preset time t, the third accumulator 50 connected to the recovery chamber 14 is opened, and the preset time t satisfies the relationship: 0 < t ≤ 1s.

[0077] When the preset time after the shock absorber 10 is recompressed is within the aforementioned range, the third accumulator 50 and the recovery chamber 14 are connected, thereby allowing the third accumulator 50 to pressurize the recovery chamber 14, which in turn allows the vehicle control to increase the pressure in the recovery chamber 14 of the shock absorber 10. For example, if the preset time is 0.1s, this setting allows the third accumulator 50 and the recovery chamber 14 to quickly connect after the shock absorber 10 is recompressed, thus ensuring the stability of the vehicle during driving.

[0078] According to a specific embodiment of this disclosure, the third accumulator 50 connected to the recovery chamber 14 is opened by opening the third control valve 51 connected between the recovery chamber 14 and the third accumulator 50.

[0079] The third control valve 51 is located between the recovery chamber 14 and the third accumulator 50. When the vehicle needs to control the pressure flowing from the compression chamber 13 in the shock absorber 10 to the recovery chamber 14, the third control valve 51 opens, connecting the third accumulator 50 and the recovery chamber 14, thereby increasing the pressure of the oil flowing from the compression chamber 13 in the shock absorber 10 to the recovery chamber 14. When the vehicle does not need to control the flow of oil from the compression chamber 13 in the shock absorber 10 to the recovery chamber 14, the third control valve 51 closes, disconnecting the third accumulator 50 from the recovery chamber 14. This arrangement facilitates the control of the connection and disconnection between the recovery chamber 14 and the third accumulator 50 through the third control valve 51, thereby improving vehicle safety.

[0080] According to a specific embodiment of this disclosure, when the third accumulator 50 connected to the recovery chamber 14 is opened, the second accumulator 40, which is connected to the compression chamber 13 and the recovery chamber 14 respectively, is controlled to disconnect from the recovery chamber 14.

[0081] When the third accumulator 50 is connected to the recovery chamber 14, the second control valve 41 disconnects the connection between the second accumulator 40 and the recovery chamber 14, thereby enabling the third accumulator 50 to pressurize the recovery chamber 14.

[0082] According to a specific embodiment of this disclosure, the second accumulator 40 is controlled to disconnect from the recovery chamber 14 by closing the fourth control valve 60 connected between the recovery chamber 14 and the second accumulator 40.

[0083] The fourth control valve 60 is located between the recovery chamber 14 and the second accumulator 40. The fourth control valve 60 can control the disconnection and connection between the recovery chamber 14 and the second accumulator 40. This arrangement allows the fourth control valve 60 to disconnect when the third accumulator 50 is connected to the recovery chamber 14, thereby ensuring the pressure of the oil delivered from the compression chamber 13 to the recovery chamber 14 of the shock absorber 10, and thus enhancing the vehicle's stationary jump function.

[0084] As a specific embodiment, the vehicle will go through four stages under the control of the vehicle jump control method. The first stage involves installing a compression relief valve 15 and a recovery relief valve 16 inside the piston 12. The controller 24 is connected to the motor 22, allowing the controller 24 to control the motor 22 to drive the hydraulic pump 21 to rotate forward or backward. When the controller 24 controls the hydraulic pump 21 to rotate in reverse, oil is transported from the compression chamber 13 in the shock absorber 10 to the recovery chamber 14. The piston 12 in the shock absorber 10 moves towards the compression chamber 13. The speed of the piston 12 is linearly positively correlated with the rotational speed of the controller 24, i.e., v = n * c, where c is the displacement of the hydraulic pump 21. Due to the incompressibility of the oil, when the oil is transported from the compression chamber 13 to the recovery chamber 14, the pressure in the recovery chamber 14 will be greater than the pressure in the compression chamber 13. The force on the upper end face of the piston 12 is P1A1, where P1 is the pressure on the upper end face of the piston 12 and A1 is the area of ​​the upper end face of the piston 12. The force on the lower end face of the piston 12 is P2A2, where P2 is the pressure on the lower end face of the piston 12 and A2 is the area of ​​the lower end face of the piston 12. Moreover, the force on the upper end face of the piston 12 is greater than the force on the lower end face of the piston 12. When piston 12 moves toward compression chamber 13, the spring on piston 12 is also compressed rapidly, thus storing elastic potential energy. The change in spring force is ΔF = P1A1 - P2A2. The maximum pressure on the upper end face of piston 12 is determined by compression relief valve 15, which is 15 MPa. Moreover, the greater the pressure on the upper end face of piston 12, the greater the change in spring force. When the pressure in the recovery chamber 14 reaches the maximum allowable pressure, the pressure in the recovery chamber 14 no longer increases, and piston 12 stops moving.

[0085] Second stage: After piston 12 stops moving, controller 24 controls hydraulic pump 21 to rotate forward at 5000 rpm. Oil is delivered from recovery chamber 14 to compression chamber 13. At this time, piston 12 accelerates towards recovery chamber 14, which causes the pressure in compression chamber 13 to be greater than the pressure in recovery chamber 14. The pressure on the lower end of piston 12 will increase rapidly, and the pressure on the upper end of piston 12 will decrease rapidly to about 1 MPa. When the pressure on the lower end of piston 12 reaches the maximum pressure value, that is, 15 MPa allowed by recovery overflow valve 16, piston 12 provides an upward force to the vehicle body of P2A2-P1A1. The spring force and the upward force of piston 12 work together on the vehicle body, thereby driving the vehicle body to move upward with acceleration a, a=[ΔF+(P2A2-P1A1)] / m, where m is the mass of the vehicle body. As the vehicle speed increases, the pressure in the compression chamber 13 decreases until the vehicle reaches its maximum speed. At this point, the maximum speed of the vehicle is limited by the maximum flow rate of the hydraulic pump 21. In order to further increase the vehicle speed, the first control valve 31 (e.g., the first switching valve) opens and the second control valve 41 (e.g., the second switching valve) closes, thereby further increasing the upward speed of the vehicle.

[0086] Third stage: When piston 12 continues to move to the maximum allowable travel of suspension 100mm, the spring stops stretching. Due to the continuous acceleration of the vehicle body in the second stage and inertia, the vehicle body also has a certain upward speed, thus allowing the vehicle body to continue moving upward. Suspension 100 is set between the vehicle body and the wheels, so that the wheels follow the vehicle body off the ground. Under the action of gravity, the vehicle body speed gradually decreases to 0, and then the vehicle body moves downward. During the process of the vehicle body speed decreasing, controller 24 rotates in the opposite direction at 5000rpm, the fourth control valve 60 (e.g., the fourth switching valve) closes, and the third control valve 51 (e.g., the third switching valve) opens. At this time, the third accumulator 50 can be connected to the recovery chamber 14, so that the oil can be delivered from the compression chamber 13 to the recovery chamber 14 again, thereby increasing the wheel's ground clearance.

[0087] Fourth stage: After the vehicle speed gradually decreases to 0, the vehicle moves downward due to gravity, and the wheels also decrease to 0 and move downward. At this time, the controller 24 stops, the vehicle lands, and the vehicle jump function is completed.

[0088] As shown in Figures 5 and 6, the suspension 100 according to an embodiment of the present disclosure includes a hydraulic cylinder 11, a hydraulic device 20, a first accumulator 30, and a controller 24. The hydraulic cylinder 11 has a compression chamber 13 and a recovery chamber 14 separated by a piston 12. The hydraulic device 20 is connected to the compression chamber 13 and the recovery chamber 14 respectively. The first accumulator 30 is connected to the compression chamber 13. The controller 24 is configured to: first control the shock absorber 10 to compress when the suspension 100 is operating in vehicle jump mode, and then control the shock absorber 10 to recover. During the recovery process of the shock absorber 10, the controller controls the increase of pressure in the compression chamber 13 of the shock absorber 10.

[0089] Understandably, the piston 12 divides the cavity inside the hydraulic cylinder 11 into a compression chamber 13 and a recovery chamber 14. The hydraulic device 20 consists of a motor 22 and a hydraulic pump 21. The controller 24 is connected to the motor 22, so that the controller 24 can control the motor 22 to drive the hydraulic pump 21 to rotate forward or in reverse. The hydraulic pump 21 is connected to the compression chamber 13 and the recovery chamber 14 respectively, so that the hydraulic pump 21 can provide pressure to the compression chamber 13 or the recovery chamber 14. The first accumulator 30 is connected to the compression chamber 13, so that the first accumulator 30 can provide pressure to the compression chamber 13, thereby facilitating the vehicle to achieve the jump function.

[0090] Further embodiments of this disclosure also propose a central controller 200.

[0091] The central controller 200 stores a vehicle control program. The central controller 200 is connected to both sensor 23 and controller 24. The vehicle control program can execute the vehicle take-off control method described in the above embodiments. For example, sensor 23 is a height sensor that can detect the height at which the vehicle body takes off. Controller 24 can calculate the corresponding take-off speed of the vehicle body based on the height sensor reading.

[0092] The vehicle 1000 can be a pure electric vehicle, a gasoline vehicle, or a hybrid vehicle.

[0093] The vehicle 1000 according to the embodiments of this disclosure is controlled by the above-described vehicle jump control method, or includes the above-described suspension 100, as shown in FIG7. By controlling the compression and recovery of the shock absorber 10, a pressure difference can be formed within the shock absorber 10. When the shock absorber 10 recovers, the pressure within the compression chamber 13 of the shock absorber 10 can be controlled to increase. This configuration can enhance the vehicle 1000's ability to jump from a standstill when encountering obstacles or bumpy road sections, thereby improving the driving experience for passengers.

[0094] In the description of this disclosure, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this disclosure and 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 disclosure.

[0095] In the description of this disclosure, "first feature" and "second feature" may include one or more of the features. In the description of this disclosure, "a plurality of" means two or more. In the description of this disclosure, "above" or "below" the second feature may include direct contact between the first and second features, or contact between the first and second features not in direct contact but through another feature between them. In the description of this disclosure, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature.

[0096] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of this disclosure. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0097] Although embodiments of this disclosure have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of this disclosure, the scope of which is defined by the claims and their equivalents.

Claims

1. A method for controlling vehicle takeoff, characterized in that, include: Control the compression of the shock absorber; Control the shock absorber to return to its original state; and During the recovery process of the shock absorber, the pressure in the compression chamber of the shock absorber is controlled to increase.

2. The vehicle takeoff control method according to claim 1, characterized in that, During the shock absorber's recovery process, the pressure in the shock absorber's compression chamber is increased according to the vehicle's current takeoff speed V.

3. The vehicle takeoff control method according to claim 1 or 2, characterized in that, The control of the shock absorber's recovery includes: Determine whether the piston of the shock absorber is compressed to a preset position; If so, the control oil is supplied from the recovery chamber of the shock absorber to the compression chamber of the shock absorber.

4. The vehicle takeoff control method according to claim 3, characterized in that, The preset position is the position where the piston compresses the volume of the compression chamber to its minimum.

5. The vehicle takeoff control method according to any one of claims 1-4, characterized in that, During the recovery process of the shock absorber, controlling the increase of pressure in the compression chamber of the shock absorber includes: Determine whether the vehicle's current takeoff speed V has reached the preset speed V0; If so, the pressure of the oil supplied from the recovery chamber of the shock absorber to the compression chamber of the shock absorber is increased.

6. The vehicle takeoff control method according to claim 5, characterized in that, The relationship between the preset speed V0 and the rated maximum takeoff speed V1 of the vehicle body satisfies: 0.5V1≤V0≤V1; Wherein, the rated maximum takeoff speed V1 of the vehicle body is the maximum takeoff speed that the vehicle body can reach when the shock absorber recovers and the pressure of the compression chamber is not increased.

7. The vehicle takeoff control method according to claim 5, characterized in that, By opening the first accumulator connected to the compression chamber, the pressure of the oil supplied from the recovery chamber of the shock absorber to the compression chamber of the shock absorber is controlled to increase.

8. The vehicle takeoff control method according to claim 7, characterized in that, The first accumulator connected to the compression chamber is opened by opening the first control valve connected between the compression chamber and the first accumulator.

9. The vehicle takeoff control method according to claim 7 or 8, characterized in that, When the first accumulator connected to the compression chamber is opened, the second accumulator connected to the compression chamber and the recovery chamber respectively is controlled to disconnect from the compression chamber; The pressure of the second accumulator is lower than that of the first accumulator.

10. The vehicle takeoff control method according to claim 9, characterized in that, By closing the second control valve connected between the compression chamber and the second accumulator, the second accumulator is controlled to disconnect from the compression chamber.

11. The vehicle takeoff control method according to claim 9 or 10, characterized in that, After the control increases the pressure in the compression chamber of the damper, the method further includes: Control the damper to compress again.

12. The vehicle takeoff control method according to claim 11, characterized in that, The control of the damper to compress again includes: Detect whether the current takeoff speed V of the vehicle body is decelerating; If so, the control oil is supplied from the compression chamber of the shock absorber to the recovery chamber of the shock absorber.

13. The vehicle takeoff control method according to claim 11 or 12, characterized in that, When the shock absorber is compressed again, the hydraulic pump connected between the compression chamber and the recovery chamber is controlled to run at its maximum speed.

14. The vehicle takeoff control method according to any one of claims 11-13, characterized in that, When the damper is compressed again, the pressure in the recovery chamber of the damper is increased.

15. The vehicle takeoff control method according to claim 14, characterized in that, The pressure in the recovery chamber of the shock absorber is controlled by opening a third accumulator connected to the recovery chamber.

16. The vehicle takeoff control method according to claim 15, characterized in that, After the vibration damper is compressed again for a preset time t, the third accumulator connected to the recovery chamber is opened.

17. The vehicle takeoff control method according to claim 16, characterized in that, The preset time t satisfies the following relationship: 0 < t ≤ 1s.

18. The vehicle takeoff control method according to any one of claims 15-17, characterized in that, The third control valve, which connects the recovery chamber and the third accumulator, is opened to open the third accumulator connected to the recovery chamber.

19. The vehicle takeoff control method according to any one of claims 15-18, characterized in that, When the third accumulator connected to the recovery chamber is opened, the second accumulator connected to the compression chamber and the recovery chamber respectively is controlled to disconnect from the recovery chamber.

20. The vehicle takeoff control method according to claim 19, characterized in that, By closing the fourth control valve connected between the recovery chamber and the second accumulator, the second accumulator is controlled to disconnect from the recovery chamber.

21. A suspension (100), characterized in that, include: A hydraulic cylinder (11) having a compression chamber (13) and a recovery chamber (14) separated by a piston (12); A hydraulic device (20) is connected to the compression chamber (13) and the recovery chamber (14) respectively; A first accumulator (30) is connected to the compression chamber (13); and The controller (24) is configured to: first control the shock absorber (10) to compress when the suspension (100) is in vehicle jump mode, then control the shock absorber (10) to recover, and during the recovery of the shock absorber (10), control the increase of the pressure of the compression chamber (13) of the shock absorber (10).

22. A vehicle (1000), characterized in that, Controlled by the vehicle take-off control method according to any one of claims 1-20, or including the suspension (100) according to claim 21.

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