CN116181833A

CN116181833A - Suspension device for passenger car

Info

Publication number: CN116181833A
Application number: CN202310446166.5A
Authority: CN
Inventors: 孙帅帅; 巩宁; 龚兴龙; 张世武
Original assignee: University of Science and Technology of China USTC
Current assignee: University of Science and Technology of China USTC
Priority date: 2023-04-24
Filing date: 2023-04-24
Publication date: 2023-05-30
Anticipated expiration: 2043-04-24
Also published as: CN116181833B

Abstract

The present invention provides a suspension device for a passenger car, comprising: a cylinder body, wherein a medium cavity filled with a buffer medium is arranged in the cylinder body; a piston, comprising: a piston rod configured to move between a rest position with respect to the cylinder and an offset position telescoping with respect to the cylinder, adapted to support an external load such that the load has a stable state and a buffered state with the position of the piston rod; a magnetic portion comprising: the first magnetic piece is arranged in the medium cavity; the second magnetic piece is arranged on the first axial end of the piston rod, which is positioned in the cylinder body; wherein, in the state that the piston rod moves from the balance position to the offset position, the first magnetic member is suitable for exerting attractive force or repulsive force which is the same as the movement direction to the piston rod through the second magnetic member so as to further move the piston rod along the movement direction.

Description

Suspension device for passenger car

Technical Field

At least one embodiment of the invention relates to the technical field of automobile accessories, in particular to suspension equipment for a passenger car.

Background

The suspension device is widely applied to the damping field of passenger vehicles and is arranged between a vehicle frame (such as an axle housing) and a vehicle body in many ways so as to damp the vibration of the vehicle frame and the vehicle body and improve the stability of the vehicle in the running process. Based on the differences in the principle of vibration damping, the existing vibration damping techniques can be divided into passive vibration damping, semi-active vibration damping and active vibration damping. Wherein the passive shock absorption is not provided with an energy supply device, and the damping force provided by the passive shock absorption cannot be changed along with the external working condition (such as suspension equipment provided with a spring suspension mechanism); the active damping system is provided with a power source capable of generating acting force, and in an application scene, various sensors are configured to calculate based on the acquired data so as to determine a control mode, so that acting force generated by the power source is controlled, and an executive component works based on the acting force (for example, a closed loop system formed by the sensors, an Electronic Control Unit (ECU) and an active force generator is configured).

In the prior art, a steady control mode adopted by a passive damping technology cannot adapt to a complex running environment; the active damping technique is required to rely on the collected data to calculate so as to output the control quantity, but has the defects of poor stability and high power consumption due to the error of the collected data and the difference of algorithms.

Based on the defects of the two, the semi-active damping mode has certain applicability. Among them, the continuous damping control system (Continuous Damping Control, CDC) is a representative semi-active damping mode. The continuous damping control system is generally composed of a central control unit, a vehicle body acceleration sensor, a wheel acceleration sensor, and a suspension device equipped with a CDC control valve. The vehicle body acceleration sensor and the wheel acceleration sensor are suitable for collecting signals in the running process of the vehicle, and the central control unit outputs control signals to the CDC control valve according to the signals so as to adjust gaps between chambers of suspension equipment communicated with the CDC control valve, so that resistance born by a piston of the suspension equipment is changed, and damping force of the suspension equipment is adjusted. The semi-active damping technology has the advantage of adjustable damping force compared with the passive damping technology and has the advantages of low calculation amount and low power consumption compared with the active damping technology, but the damping force can only be provided by dissipating energy in the mode, and the active force cannot be provided for the supported load (such as a frame).

Disclosure of Invention

To solve at least one technical problem of the above and other aspects of the prior art, the present invention provides a suspension device that buffers a load supported by a piston rod by telescoping with respect to a cylinder, and in a buffered state, a first magnetic member provides a repulsive force in the same direction as a movement direction of the piston rod, so that the suspension device can output energy to the outside, and provides a main power similar to a main power damping technology.

An embodiment of the present invention provides a suspension apparatus including: a cylinder body, wherein a medium cavity filled with a buffer medium is arranged in the cylinder body; a piston, comprising: a piston rod configured to move between a rest position at rest with respect to the cylinder and an offset position at which the piston rod expands and contracts with respect to the cylinder, the piston rod being adapted to support an external load so that the load has a stable state and a buffer state in accordance with the position of the piston rod; a magnetic portion comprising: the first magnetic piece is arranged in the medium cavity; and a second magnetic member mounted on a first end of the piston rod in an axial direction within the cylinder; wherein the first magnetic member is adapted to apply an attractive force or a repulsive force in the same direction as the movement direction to the piston rod through the second magnetic member in a state where the piston rod is moved from the equilibrium position to the offset position, so that the piston rod is further moved in the movement direction.

According to an embodiment of the present invention, the first magnetic member and the second magnetic member are each configured to be magnetized along both ends of the cylinder in the axial direction.

According to an embodiment of the present invention, the first magnetic member is configured to have the same magnetic pole direction as the second magnetic member.

According to an embodiment of the present invention, the magnetic part includes one of the first magnetic members, and the first magnetic member includes a plurality of magnetic posts mounted in the medium chamber at the same axial position as the balance position of the piston rod, and configured to be disposed around the axis of the medium chamber.

According to an embodiment of the present invention, the magnetic part includes two first magnetic members, and the two first magnetic members are respectively mounted at two axial ends of the medium chamber; wherein the first magnetic member is configured in a ring-shaped structure to accommodate the piston rod and/or the buffer medium therethrough.

According to an embodiment of the present invention, the second magnetic member is configured as an annular structure configured to be sleeved outside the first end of the piston rod.

According to an embodiment of the present invention, the suspension device further comprises a continuous damping control valve configured to communicate two subchambers located at both sides of the medium chamber, and to adjust a resistance applied to the piston rod by the damping medium in the subchambers by adjusting an aperture of a hole communicating the two subchambers.

According to an embodiment of the present invention, the cylinder includes: a first cylinder adapted to accommodate the first end of the piston rod, the first end being provided with a piston valve to divide both sides of an interior of the first cylinder into a first sub-chamber and a second sub-chamber; the second cylinder barrel is sleeved outside the first cylinder barrel, and a third subchamber communicated with the first subchamber is defined between the second cylinder barrel and the first cylinder barrel; the third cylinder barrel is sleeved on the outer side of the second cylinder barrel, and a fourth subchamber communicated with the second subchamber is defined between the third cylinder barrel and the second cylinder barrel; wherein, the above-mentioned continuous shock attenuation control valve is installed on above-mentioned third cylinder, and the one end of above-mentioned continuous shock attenuation control valve communicates with above-mentioned third subchamber, and the other end communicates with above-mentioned fourth subchamber, and above-mentioned continuous shock attenuation control valve is applicable to the hole of adjusting the intercommunication between above-mentioned third subchamber and the above-mentioned fourth subchamber.

According to an embodiment of the invention, the cylinder further comprises a lining tube arranged inside the first cylinder tube and adapted to abut against the outside of the piston valve to limit the radial position of the piston valve.

According to an embodiment of the present invention, an inner portion of the middle portion of the liner tube is provided with a mounting groove recessed inward in a radial direction, and the first magnetic member is mounted in the mounting groove.

According to the suspension device provided by the invention, the damping medium in the cylinder body provides damping force for the supported load to cushion through the extension and contraction of the piston rod relative to the cylinder body. In a state in which the piston rod is stretched or compressed with respect to the cylinder, the first magnetic member provides a repulsive force to the second magnetic member in the same direction as the movement direction to further move the piston rod in the movement direction, thereby outputting energy to the outside to provide a main power to the supported load.

Drawings

Figure 1 shows a cross-section of a suspension device of the invention;

FIG. 2 shows a cross-sectional view in the A-A direction of the suspension device shown in FIG. 1;

FIG. 3 shows a schematic diagram of a magnetic part of the suspension device shown in FIG. 1, showing the magnetic part with a first magnetic element;

FIG. 4 shows a schematic diagram of another magnetic part of the suspension device shown in FIG. 1, showing a magnetic part with two first magnetic members;

fig. 5 shows a schematic view of the oil circuit of the suspension device shown in fig. 1.

In the drawings, the reference numerals have the following meanings:

1. a piston;

11. a piston rod;

12. a piston valve;

2. a cylinder;

21. a first cylinder;

22. a second cylinder;

23. a third cylinder;

24. an inner liner tube;

241. a damping hole;

25. an end cap;

26. a bottom valve;

27. a guide;

3. a continuous damping control valve;

31. a first channel;

32. a second channel;

33. a valve body;

4. a medium chamber;

41. a first subchamber;

42. a second subchamber;

43. a third subchamber;

44. a fourth subchamber;

5. lifting lugs;

6. a magnetic section;

61. a first magnetic member;

62. and a second magnetic member.

Detailed Description

The present invention will be further described in detail below with reference to specific embodiments and with reference to the accompanying drawings, in order to make the objects, technical solutions and advantages of the present invention more apparent.

The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. The terms "comprises," "comprising," and/or the like, as used herein, specify the presence of stated features, steps, operations, and/or components, but do not preclude the presence or addition of one or more other features, steps, operations, or components.

All terms, including technical and scientific terms, used herein have the meaning commonly understood by one of ordinary skill in the art unless otherwise defined. It should be noted that the terms used herein should be construed to have meanings consistent with the context of the present specification and should not be construed in an idealized or overly formal manner.

Where expressions like at least one of "A, B and C, etc. are used, the expression" system having at least one of A, B and C "shall be construed, for example, in general, in accordance with the meaning of the expression as commonly understood by those skilled in the art, and shall include, but not be limited to, systems having a alone, B alone, C alone, a and B together, a and C together, B and C together, and/or A, B, C together, etc. Where a formulation similar to at least one of "A, B or C, etc." is used, such as "a system having at least one of A, B or C" shall be interpreted in the sense one having ordinary skill in the art would understand the formulation generally, for example, including but not limited to systems having a alone, B alone, C alone, a and B together, a and C together, B and C together, and/or A, B, C together, etc.

Fig. 1 shows a cross-section of a suspension device according to the invention.

According to the present invention, as shown in fig. 1, the suspension device includes a cylinder 2, a piston 1, and a magnetic portion 6. A medium cavity 4 filled with buffer medium is arranged in the cylinder body 2. The piston 1 comprises a piston rod 11, the piston rod 11 being configured to move between a rest position with respect to the cylinder 2 and an offset position of extension and retraction with respect to the cylinder 2, adapted to support an external load such that the load has a stable state and a buffer state with the position of the piston rod 11. The magnetic portion 6 includes a first magnetic member 61 and a second magnetic member 62. The first magnetic member 61 is mounted in the medium chamber 4. The second magnetic member 62 is mounted on a first end of the piston rod 11 in the axial direction within the cylinder 2. In a state in which the piston rod 11 is moved from the equilibrium position to the offset position, the first magnetic member 61 is adapted to apply an attractive or repulsive force in the same direction as the movement direction to the piston rod 11 via the second magnetic member 62 to further move the piston rod 11 in the movement direction.

In such an embodiment, the piston rod expands and contracts with respect to the cylinder, so that the damping medium in the cylinder provides a damping force to the load supported thereby to damp the load. In a state in which the piston rod is stretched or compressed with respect to the cylinder, the first magnetic member provides a repulsive force and/or attractive force to the second magnetic member in the same direction as the movement direction to further move the piston rod in the movement direction, thereby outputting energy to the outside to provide the main power to the supported load.

In an exemplary embodiment, the buffer medium includes, but is not limited to, hydraulic oil.

In an exemplary embodiment, the first magnetic member 61 and/or the second magnetic member 62 includes, but is not limited to, being made of a permanent magnet.

In another exemplary embodiment, the first magnetic member 61 and/or the second magnetic member 62 are made using electromagnets.

According to an embodiment of the present invention, as shown in fig. 1, the suspension apparatus further includes a continuous damping control valve 3 configured to communicate the two subchambers located at both sides of the medium chamber 4, and adjust the resistance applied to the piston rod 11 by the damping medium in the subchambers by adjusting the aperture of the hole communicating the two subchambers.

According to an embodiment of the present invention, as shown in fig. 1, the cylinder block 2 includes a first cylinder tube 21, a second cylinder tube 22, and a third cylinder tube 23. The first cylinder 21 is adapted to receive a first end of the piston rod 11, on which the piston valve 12 is arranged to divide the interior of the first cylinder 21 into a first subchamber 41 (the chamber on the left side of the piston valve 12 as shown in fig. 1) and a second subchamber 42 (the chamber on the right side of the piston valve 12 as shown in fig. 1). The second cylinder 22 is sleeved outside the first cylinder 21, and a third subchamber 43 communicated with the first subchamber 41 is defined between the second cylinder 22 and the first cylinder 21. The third cylinder 23 is sleeved outside the second cylinder 22, and a fourth subchamber 44 communicated with the second subchamber 42 is defined between the third cylinder 23 and the second cylinder 22. The continuous damping control valve 3 is mounted on the third cylinder 23, one end of the continuous damping control valve 3 is communicated with the third subchamber 43, the other end is communicated with the fourth subchamber 44, and the continuous damping control valve 3 is suitable for adjusting the pore of the pore communicated between the third subchamber 43 and the fourth subchamber 44.

According to an embodiment of the invention, as shown in fig. 1, the cylinder 2 further comprises a lining tube 24, the lining tube 24 being arranged inside the first cylinder 21, adapted to rest against the outside of the piston valve 12 to limit the radial position of the piston valve 12.

In an exemplary embodiment, as shown in fig. 1, the first cylinder 21 is constructed in a cylindrical structure, and the liner tube 24 is mounted on the inner surface of the first cylinder 21, and both axial ends of the first cylinder 21 are formed with openings. Further, one axial end (left end as viewed in fig. 1) of the first cylinder tube 21 is fitted with a guide 27, and the guide 27 is adapted to receive a second axial end (left end as viewed in fig. 1) of the piston rod therethrough so that the second end of the piston rod protrudes outside the medium chamber to coincide the piston rod 11 with the extending direction of the axis of the cylinder 2 and so that the piston rod 11 moves in the extending direction of the axis of the cylinder 2.

In an exemplary embodiment, as shown in fig. 1, the first cylinder 21 and the liner tube 24 are provided with a damping hole 241 penetrating in a thickness direction (up and down directions as shown in fig. 1) so as to communicate the first sub-chamber 41 and the third sub-chamber 43. Further, the other end (right end as viewed in fig. 1) in the axial direction of the first cylinder tube 21 is fitted with a bottom valve 26 to communicate the second subchamber 42 with the fourth subchamber 44.

In an exemplary embodiment, as shown in fig. 1, the second cylinder 22 is coaxially sleeved outside the first cylinder 21. In detail, both axial ends of the second cylinder 22 are fitted to the outer wall surface of the first cylinder 21 so as to be inwardly converged to define a third sub-chamber 43 with the outer wall surface of the first cylinder 21.

In an exemplary embodiment, as shown in fig. 1, the third cylinder 23 is coaxially sleeved outside the second cylinder 22. In detail, the third cylinder 23 is configured in a cylindrical barrel structure, the third cylinder 23 is fitted to the outside of the first cylinder 21 through an opening provided at one side, and the opening of the third cylinder 23 is provided to the outside of one end (the left end as viewed in fig. 1) of the first cylinder 21 in the axial direction. Further, an end cap 25 is mounted at the opening position of the third cylinder 23 to close the medium chamber defined in the third cylinder 23.

In an exemplary embodiment, as shown in fig. 1, a continuous damping control valve (CDC valve) 3 is mounted on the third cylinder 23. In detail, the continuous shock absorption control valve (CDC valve) 3 includes a first passage 31, a second passage 32, and a valve body 33.

In an exemplary embodiment, as shown in fig. 1, the first passage 31 of the continuous damping control valve (CDC valve) 3 extends in a radial direction of the cylinder (up and down directions as shown in fig. 1), and communicates with the third subchamber 43 through the second cylinder 22; the second passage 32 of the continuous damping control valve (CDC valve) 3 is provided outside the first passage 31, and communicates with the fourth subchamber 44 through the third cylinder 23. Further, the valve body 33 is mounted in a hole formed between the first passage 31 and the second passage 32, including but not limited to, being configured as an annular hole. Thus, the valve body 33 adjusts the area of the covered hole by adjusting the position with respect to the hole to adjust the aperture of the hole, thereby adjusting the flow rate of the buffer medium passing through the hole to form the damping force.

In such an embodiment, during the movement of the piston rod 11 from the equilibrium position (the position where the second magnetic member 62 is located between the first magnetic members 61 as shown in fig. 1) relative to the cylinder 2 to the offset position (including the compressed position where the piston rod 11 is close to the cylinder 2 and the extended position where the piston rod 11 is far away from the cylinder 2), hydraulic oil flows between the first sub-chamber 41, the third sub-chamber 43, the second sub-chamber 42 and the fourth sub-chamber 44 (in the order or in the reverse order) under the action of the piston rod, and the continuous damping control valve (CDC valve) 3 adjusts the flow rate of hydraulic oil allowed to pass by adjusting the size of the aperture of the hole between the third sub-chamber 43 and the fourth sub-chamber 44 to adjust the damping force to the piston rod 11 (the larger the damping force is smaller the aperture is the larger the damping force).

According to the embodiment of the present invention, as shown in fig. 1, both the first magnetic member 61 and the second magnetic member 62 are configured to be magnetized along both ends of the axial direction of the cylinder 2.

Figure 2 shows a cross-section in A-A of the suspension device shown in figure 1.

According to an embodiment of the invention, as shown in fig. 2, the magnetic part 6 comprises a first magnetic member 61. The first magnetic member 61 includes a plurality of magnetic posts mounted within the media cavity 4 and configured to be disposed about an axis of the media cavity 4.

According to an embodiment of the present invention, as shown in fig. 2, the second magnetic member 62 is configured in a ring-shaped structure configured to be fitted outside the first end of the piston rod 11.

According to an embodiment of the present invention, as shown in fig. 1, the inside of the middle portion of the liner tube 24 is provided with a mounting groove recessed inward in the radial direction, and the first magnetic member 61 is mounted in the mounting groove.

In an exemplary embodiment, as shown in fig. 2, the first magnetic member 61 includes a plurality of magnetic posts that are engaged in mounting grooves formed in the liner tube 24. In detail, both axial ends of the magnetic pole (the ends facing the paper surface and facing away from the paper surface as shown in fig. 2) are abutted against the groove wall of the mounting groove. Further, the magnetic post includes, but is not limited to, being affixed to the mounting groove by adhesive, snap fit, or other means of attachment. In this way, in a state where the magnetic columns are assembled with the mounting grooves, the magnetic strength of the first magnetic member 61 can be adjusted to fit the second magnetic member 62 by the number, size (including length and/or diameter) and density of the magnetic columns provided. It should be understood that embodiments of the present invention are not limited thereto.

For example, the first magnetic member 61 is configured in a ring-shaped structure, and is fitted over the inner surface of the first cylinder 21 outside the second magnetic member 62.

Fig. 3 is a schematic diagram of the magnetic part of the suspension device of an exemplary embodiment shown in fig. 1, showing the magnetic part with one first magnetic element.

According to an embodiment of the present invention, as shown in fig. 3, the first magnetic member 61 is configured to have the same magnetic pole direction as the second magnetic member 62.

In an exemplary embodiment, as shown in fig. 3, the first magnetic member 61 and the second magnetic member 62 are each configured to have a left end as an N pole and a right end as an S pole. In detail, in a state where the piston rod 11 is in the equilibrium position (i.e., the second magnetic member 62 is located between the first magnetic members 61, and zero points of magnetic poles of the first magnetic member 61 and the second magnetic member 62 are aligned, not shown in the drawings), the suspension apparatus is in a stable state against a load (e.g., a vehicle frame) supported. Further, in a state in which the piston rod 11 is subjected to an externally applied force such that the piston rod 11 is moved from an offset position (shown in fig. 3) to the left of the equilibrium position, the N pole of the second magnetic member 62 is subjected to a repulsive force (i.e., F1) applied by the N pole of the first magnetic member 61, and the S pole of the second magnetic member 62 is subjected to an attractive force (i.e., F2) applied by the N pole of the first magnetic member 61, such that the piston rod 11 has a main force to move to the left, and the main force gradually decreases with the stroke of the left movement of the piston rod 11, such that the main force is nonlinear.

Similarly, in a state in which the piston rod 11 is subjected to an externally applied force such that the piston rod 11 is moved from an offset position (not shown in the drawing) to the right side of the equilibrium position, the S pole of the second magnetic member 62 is subjected to a repulsive force applied by the S pole of the first magnetic member 61, and the N pole of the second magnetic member 62 is subjected to an attractive force applied by the S pole of the first magnetic member 61 such that the piston rod 11 has a main force to move to the right.

In such an embodiment, the magnetic pole directions of the first magnetic member and the second magnetic member are the same, so that the zero point of the second magnetic member can provide the piston rod with the main power which is the same as the movement direction and nonlinear in a state of not separating from the magnetic pole of the first magnetic member. In this way, the stroke for providing the main power to the piston rod can be adjusted by setting the size (such as the axial length) of the first magnetic element (such as the longer the axial length of the first magnetic element, the correspondingly increased stroke of the first magnetic element for providing the main power to the piston rod) so as to meet the requirement of the main power required to be provided by the suspension device.

Fig. 4 is a schematic diagram of the magnetic part of the suspension device of another exemplary embodiment shown in fig. 1, showing the magnetic part with two first magnetic elements.

According to an embodiment of the present invention, as shown in fig. 4, the magnetic part 6 includes two first magnetic members 61. Two first magnetic members 61 are respectively mounted at both axial ends of the medium chamber 4. The first magnetic member 61 is configured in a ring-shaped structure to accommodate the passage of the piston rod 11 and/or the damping medium.

In an exemplary embodiment, as shown in fig. 4, two first magnetic members 61 and one second magnetic member 62 are each configured to have a left end as an N pole and a right end as an S pole. In detail, in a state in which the piston rod 11 is in the equilibrium position (i.e., the second magnetic member 62 is located between the two first magnetic members 61, and the zero point of the magnetic pole of the second magnetic member 62 is located at the midpoint position of the magnetic fields of the two first magnetic members 61), the suspension apparatus is in a stable state against the load supported (e.g., the vehicle frame). Further, in a state in which the piston rod 11 is subjected to an externally applied force such that the piston rod 11 is moved from an offset position (shown in fig. 4) of the balance position to the left, the second magnetic member 62 is mainly subjected to an attractive force (i.e., F3) applied by the S pole of the first magnetic member 61 located on the left such that the piston rod 11 has a main power of moving to the left, and the main power is gradually increased with the stroke of the piston rod 11 to the left such that the main power is nonlinear.

Similarly, in a state in which the piston rod 11 is subjected to an externally applied force so that the piston rod 11 is moved from an offset position (not shown in the drawing) to the right side of the equilibrium position, the S pole of the second magnetic member 62 is subjected to an attractive force applied by the N pole of the first magnetic member 61 so that the piston rod 11 has a main force to move to the right.

In such an embodiment, by means of two first magnetic elements arranged at both axial ends of the medium chamber, the piston rod can be provided with a main force which is non-linear in the same direction as the movement by means of the attractive force exerted by the first magnetic elements on the second magnetic elements.

In an exemplary embodiment, the radially outer portions of the two first magnetic members 61 may be fitted into the mounting groove formed by the liner tube 24, and the radially inner portions of the two first magnetic members 61 may protrude inward from the notch of the mounting groove, so that the orthographic projections of the first magnetic member and the second magnetic member along the axial direction of the medium chamber (including the first sub-chamber and the second sub-chamber) are at least partially overlapped to provide a larger attractive force.

In an exemplary embodiment, the suspension device further comprises a lifting lug 5 arranged at the end of the third cylinder 23 remote from the piston rod (right end as shown in fig. 5). In detail, the suspension device is connected to the load (e.g., one end is connected to the tire truck and the other end is connected to the frame) via the shackle 5 and a connecting mechanism provided at a second end (left end as shown in fig. 5) of the piston rod 11.

In such an embodiment, when a vehicle equipped with the suspension device is in a jounce state during traveling, signals collected by sensors (such as a body acceleration sensor and/or a wheel acceleration sensor) communicatively connected to the continuous shock absorption control valve (CDC valve) are processed by the central control unit, and control signals are sent to the continuous shock absorption control valve (CDC valve) to adjust the size of the aperture to adjust the damping force provided.

For example, a relatively far-away extension stroke of the piston rod 11 relative to the cylinder 2 occurs (as shown in fig. 5, i.e., the piston rod moves leftward), part of the hydraulic oil in the first subchamber 41 is pushed into the third chamber 43 by the piston rod 11 along the damping hole 241, and the hydraulic oil in the third chamber 43 further passes through the hole of the continuous damping control valve (CDC valve) into the fourth chamber 44, and finally flows back into the second chamber 42 through the bottom valve 26. Wherein, continuous shock attenuation control valve (CDC valve) can be through the aperture of the hole between regulation third cavity and fourth cavity, adjusts the hydraulic oil in the first subchamber and provides the resistance to the piston rod to adjust the damping force of hanging equipment.

In this process, by changing the positions of the first magnetic member and the second magnetic member, a nonlinear main power extending in the movement direction of the piston rod can be provided within a certain stroke range of the piston rod. Under the combined action of the nonlinear main power and the adjustable damping power, the damping effect similar to that of the active damping technology can be provided, and the defects of poor stability and high power consumption generated by the active damping technology are avoided. In this way, through other mechanisms (such as a vehicle body acceleration sensor, a wheel acceleration sensor and a central control unit) arranged outside the suspension device, a current control signal can be output according to a control rule and transmitted to the suspension device, so that the real-time control of the semi-active damping force is realized. And the semi-active damping force can be regulated and controlled in real time according to the instant response of the vehicle body, so that the vibration of the vehicle body is controlled.

It should be noted that, in the embodiments, directional terms, such as "upper", "lower", "front", "rear", "left", "right", etc., refer to the directions of the drawings only, and are not intended to limit the scope of the present invention. Like elements are denoted by like or similar reference numerals throughout the drawings. Conventional structures or constructions will be omitted when they may cause confusion in understanding the present invention.

The embodiments of the present invention are described above. However, these examples are for illustrative purposes only and are not intended to limit the scope of the present invention. Although the embodiments are described above separately, this does not mean that the measures in the embodiments cannot be used advantageously in combination. The scope of the invention is defined by the appended claims and equivalents thereof. Various alternatives and modifications can be made by those skilled in the art without departing from the scope of the invention, and such alternatives and modifications are intended to fall within the scope of the invention.

Claims

1. A suspension device for a passenger vehicle, characterized by comprising:

the device comprises a cylinder body (2), wherein a medium cavity (4) filled with a buffer medium is arranged in the cylinder body (2);

piston (1), comprising:

-a piston rod (11), the piston rod (11) being configured to move between a rest position, stationary with respect to the cylinder (2), and an offset position, telescopic with respect to the cylinder (2), suitable for supporting an external load, such that the load has a stable state and a buffer state with the position of the piston rod (11);

a magnetic part (6) comprising:

a first magnetic member (61) mounted in the medium chamber (4); and

a second magnetic member (62) mounted on a first end of the piston rod (11) in an axial direction within the cylinder (2);

wherein the first magnetic member (61) is adapted to apply an attractive force or a repulsive force in the same direction as the movement direction to the piston rod (11) by the second magnetic member (62) in a state in which the piston rod (11) is moved from the equilibrium position to the offset position, so that the piston rod (11) is further moved in the movement direction.

2. Suspension device according to claim 1, characterized in that the first magnetic element (61) and the second magnetic element (62) are each configured to be magnetized along both ends of the axial direction of the cylinder (2).

3. Suspension device according to claim 2, characterized in that the first magnetic element (61) is configured to have the same pole direction as the second magnetic element (62).

4. A suspension device according to any one of claims 1-3, characterized in that the magnetic part (6) comprises one of the first magnetic members (61), the first magnetic member (61) comprising a plurality of magnetic columns mounted in the medium chamber (4) at the same axial position as the equilibrium position of the piston rod (11), configured to be arranged around the axis of the medium chamber (4).

5. A suspension device according to any one of claims 1-3, characterized in that the magnetic part (6) comprises two first magnetic members (61), the two first magnetic members (61) being mounted at the two ends of the medium chamber (4) in the axial direction, respectively;

wherein the first magnetic element (61) is configured in a ring-shaped structure for receiving the piston rod (11) and/or a buffer medium therethrough.

6. A suspension device according to any one of claims 1-3, characterized in that the second magnetic member (62) is configured as a ring-shaped structure configured to be sleeved outside the first end of the piston rod (11).

7. A suspension device according to any one of claims 1-3, further comprising a continuous damping control valve (3) configured to communicate two subchambers located on both sides of the medium chamber (4) and to regulate the resistance exerted by the damping medium in the subchambers on the piston rod (11) by adjusting the aperture of the hole communicating the two subchambers.

8. Suspension device according to claim 7, characterized in that the cylinder (2) comprises:

-a first cylinder (21), said first cylinder (21) being adapted to accommodate said first end of said piston rod (11), said first end being provided with a piston valve (12) to divide the two sides of the interior of said first cylinder (21) into a first subchamber (41) and a second subchamber (42);

the second cylinder (22) is sleeved outside the first cylinder (21), and a third subchamber (43) communicated with the first subchamber (41) is defined between the second cylinder (22) and the first cylinder (21); and

a third cylinder (23) sleeved outside the second cylinder (22), wherein a fourth subchamber (44) communicated with the second subchamber (42) is defined between the third cylinder (23) and the second cylinder (22);

the continuous damping control valve (3) is mounted on the third cylinder barrel (23), one end of the continuous damping control valve (3) is communicated with the third subchamber (43), the other end of the continuous damping control valve is communicated with the fourth subchamber (44), and the continuous damping control valve (3) is suitable for adjusting the pore of a hole communicated between the third subchamber (43) and the fourth subchamber (44).

9. Suspension device according to claim 8, wherein the cylinder (2) further comprises a lining tube (24), the lining tube (24) being arranged inside the first cylinder tube (21) adapted to abut against the outside of the piston valve (12) to limit the radial position of the piston valve (12).

10. Suspension device according to claim 9, wherein the inner part of the middle part of the liner tube (24) is provided with a mounting groove recessed inwards in the radial direction, in which mounting groove the first magnetic element (61) is mounted.