CN116714408A - Vehicle damping system and vehicle - Google Patents

Vehicle damping system and vehicle Download PDF

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Publication number
CN116714408A
CN116714408A CN202310687624.4A CN202310687624A CN116714408A CN 116714408 A CN116714408 A CN 116714408A CN 202310687624 A CN202310687624 A CN 202310687624A CN 116714408 A CN116714408 A CN 116714408A
Authority
CN
China
Prior art keywords
coil
vehicle
suspension
control unit
power supply
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CN202310687624.4A
Other languages
Chinese (zh)
Inventor
许大万
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Zhejiang Geely Holding Group Co Ltd
Zhejiang Zeekr Intelligent Technology Co Ltd
Original Assignee
Zhejiang Geely Holding Group Co Ltd
Zhejiang Zeekr Intelligent Technology Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Zhejiang Geely Holding Group Co Ltd, Zhejiang Zeekr Intelligent Technology Co Ltd filed Critical Zhejiang Geely Holding Group Co Ltd
Priority to CN202310687624.4A priority Critical patent/CN116714408A/en
Publication of CN116714408A publication Critical patent/CN116714408A/en
Pending legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/06—Characteristics of dampers, e.g. mechanical dampers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G13/00—Resilient suspensions characterised by arrangement, location or type of vibration dampers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/019—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the type of sensor or the arrangement thereof
    • B60G17/01908—Acceleration or inclination sensors

Abstract

The application provides a vehicle damping system and a vehicle. The suspension is arranged below the vehicle body. The electromagnetic shock absorber comprises a cylinder barrel, a first coil, a piston, a second coil and at least one third coil fixed to the cylinder barrel. The piston is movably arranged in the cylinder barrel. The first coil is fixed at one end of the cylinder barrel close to the vehicle body. One end of the piston is connected to the suspension, and the other end of the piston is provided with a second coil. The power supply unit supplies power to the coil. The detection unit detects the state of the vehicle body and generates a corresponding vehicle body state signal. The control unit receives the vehicle body state signal, controls the direction and the magnitude of the current provided by the power supply unit to the coils, and enables the second coil to respectively generate interaction magnetic force with the first coil and the third coil so as to adjust the height, the rigidity and the damping of the suspension. The vehicle damping system and the vehicle improve response speed and riding comfort.

Description

Vehicle damping system and vehicle
Technical Field
The application relates to the technical field of automobiles, in particular to a vehicle damping system and a vehicle.
Background
The vehicle damping system can damp vibration during running of the vehicle. The traditional air spring type damping system and the hydraulic type damping system are mostly passive, have the problems of low response speed and the like, and cannot actively adjust the height, damping and rigidity of the damping system according to the state of a vehicle body, so that the vehicle can generate larger bumpy feeling in running, and the riding comfort is reduced.
Accordingly, there is a need to provide an improved vehicle shock absorbing system and vehicle that addresses the above-described problems.
Disclosure of Invention
The application provides a vehicle damping system and a vehicle capable of improving response speed.
The application discloses a vehicle damping system, comprising:
a suspension, which is arranged below the body of the vehicle;
the electromagnetic shock absorber comprises a cylinder barrel, a first coil, a piston, a second coil and at least one third coil, wherein the piston is movably arranged in the cylinder barrel, and the first coil is fixed at one end, close to the vehicle body, of the cylinder barrel; one end of the piston is connected with the suspension, and the other end of the piston is provided with the second coil; the third coil is fixed on the cylinder barrel;
a power supply unit connected with the first coil, the second coil and the third coil for supplying power to the first coil, the second coil and the third coil;
the detection unit is used for detecting the state of the vehicle body and generating corresponding vehicle body state signals; a kind of electronic device with high-pressure air-conditioning system
And the control unit is connected with the detection unit and the power supply unit and is used for receiving a vehicle body state signal from the detection unit, controlling the direction and the magnitude of the current supplied to the first coil, the second coil and the third coil by the power supply unit according to the vehicle body state signal, and enabling the second coil to respectively generate interaction magnetic force with the first coil and the third coil so as to adjust the height, the rigidity and the damping of the suspension.
Further, the detection unit includes an acceleration sensor for detecting a vibration acceleration of the wheel; the control unit is used for respectively determining the direction and the magnitude of the current supplied to the first coil, the second coil and the third coil according to the vibration acceleration of the wheel.
Further, the control unit is used for adjusting the current provided by the power supply unit to the first coil and the second coil so as to adjust the height of the suspension if the vibration acceleration of the wheel is larger than an acceleration threshold value.
Further, the detection unit further includes a height sensor for detecting a height displacement of the suspension; the control unit is used for respectively determining the direction and the magnitude of the current supplied to the first coil, the second coil and the third coil according to the height displacement of the suspension.
Further, the control unit is used for adjusting the current provided by the power supply unit to the first coil and the second coil so as to adjust the height of the suspension frame if the height displacement of the suspension frame is larger than a height displacement threshold value.
Further, the control unit is used for adjusting the current provided by the power supply unit to the third coil so as to adjust the damping and rigidity of the suspension if the vibration acceleration is not greater than the acceleration threshold value and the height displacement of the suspension is not greater than the height displacement threshold value.
Further, the control unit is configured to receive a mode selection signal from a user, the mode selection signal including a comfort mode selection signal and a sport mode selection signal;
the control unit is used for controlling the current provided by the power supply unit to the third coil to be smaller than a first current threshold value if the comfort mode selection signal is received, so that attractive force or repulsive force between the third coil and the second coil is smaller than a first magnetic force threshold value.
Further, the control unit is configured to control, if the motion mode selection signal is received, the current provided by the power supply unit to the third coil to be greater than a second current threshold, so that an attractive force or a repulsive force between the third coil and the second coil is greater than a second magnetic force threshold, the second current threshold is greater than or equal to the first current threshold, and the second magnetic force threshold is greater than or equal to the first magnetic force threshold.
Further, iron cores are arranged in the first coil and the second coil.
The application also discloses a vehicle, comprising:
a vehicle body;
the vehicle shock absorbing system as described above.
According to the vehicle damping system and the vehicle, the electromagnetic shock absorber is provided with the electromagnetic coils, and the electromagnetic coils are electrified to generate interaction electromagnetic force so as to realize the rapid adjustment of the height, damping and rigidity of the suspension. The power supply unit, the detection unit and the control unit are combined, so that the response speed can be improved, the height, damping and rigidity of the suspension are adjusted according to the state of the vehicle body, and the vehicle damping system is more intelligent, so that the riding comfort is improved.
It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the disclosure.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the specification and together with the description, serve to explain the principles of the specification.
FIG. 1 is a schematic structural view of one embodiment of a vehicle shock absorbing system of the present application.
Reference numerals illustrate: 10. a suspension; 20. an electromagnetic shock absorber; 21. a cylinder; 22. a first coil; 23. a piston rod; 24. a second coil; 25. a third coil; 26. an iron core; 27. an electromagnetic shield; 30. a power supply unit; 31. a power supply; 32. a coil driver; 40. a detection unit; 41. an acceleration sensor; 50. a control unit; 60. a vehicle body; 70. and (3) a wheel.
Detailed Description
Reference will now be made in detail to exemplary embodiments, examples of which are illustrated in the accompanying drawings. When the following description refers to the accompanying drawings, the same numbers in different drawings refer to the same or similar elements, unless otherwise indicated. The implementations described in the following exemplary examples do not represent all implementations consistent with the present specification. Rather, they are merely examples of apparatus and methods consistent with some aspects of the present description as detailed in the accompanying claims.
The terminology used in the description presented herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the description. As used in this specification and the appended claims, the singular forms "a," "an," and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It should also be understood that the term "and/or" as used herein refers to and encompasses any or all possible combinations of one or more of the associated listed items.
It should be understood that although the terms first, second, third, etc. may be used in this specification to describe various information, these information should not be limited to these terms. These terms are only used to distinguish one type of information from another. For example, the first information may also be referred to as second information, and similarly, the second information may also be referred to as first information, without departing from the scope of the present description. The word "if" as used herein may be interpreted as "at … …" or "at … …" or "responsive to a determination", depending on the context.
Next, embodiments of the present specification will be described in detail.
As shown in fig. 1, the present application provides a vehicle damping system, comprising: suspension 10, electromagnetic absorber 20, power supply unit 30, detection unit 40, and control unit 50. The suspension 10 is provided below a body 60 of the vehicle.
The electromagnetic shock absorber 20 includes a cylinder 21, a first coil 22, a piston 23, a second coil 24, and at least one third coil 25. The first coil 22 is fixed to an end of the cylinder 21 near the vehicle body 60. A piston 23 is movably provided in the cylinder 21, one end of which is connected to the suspension 10 and the other end of which is provided with a second coil 24. The third coil 25 is fixed to the cylinder 21 and is located below the first coil 22.
An iron core 26 is disposed in each of the first coil 22 and the second coil 24. The core 26 can concentrate the magnetic induction lines around the coil to circulate in the core 26, thereby increasing the magnetic flux of the coil. The core 26 is magnetized by the magnetic fields of the first coil 22 and the second coil 24, and the magnetized core 26 also becomes a magnet and magnetically conforms to the coil around which it surrounds. The iron core 26 and the coil are overlapped with each other, so that the magnetism of the coil is greatly enhanced.
The power supply unit 30 is connected to the first, second and third coils 22, 24 and 25 for supplying power to the first, second and third coils 22, 24 and 25. Specifically, the power supply unit 30 includes a power supply 31 and a coil driver 32 connected to each other, and the power supply 31 supplies power to the coil driver 32. The coil driver 32 is connected to the first coil 22, the second coil 24 and the third coil 25, and can supply currents of different directions and magnitudes to the first coil 22, the second coil 24 and the third coil 25 to drive the first coil 22, the second coil 24 and the third coil 25 to generate corresponding magnetic forces.
The detecting unit 40 is configured to detect a vehicle body state and generate a corresponding vehicle body state signal. The vehicle body state includes a bump state, a steady state, a pitch state, a roll state, and the like. The control unit 50 is connected to the detection unit 40 and the power supply unit 30, and is configured to receive the vehicle body state signal from the detection unit 40, and control the direction and magnitude of the current supplied to the first coil 22, the second coil 24 and the third coil 25 by the power supply unit 30 according to the vehicle body state signal, so that the second coil 24 and the first coil 22 and the third coil 25 respectively generate the magnetic force interacting with each other, so as to adjust the height, the rigidity and the damping of the suspension 10.
When the first coil 22 and the second coil 24 are energized, the control unit 50 controls the current directions of the first coil 22 and the second coil 24 so that the magnetic fields generated by the two coils are opposite, and the first coil 22 and the second coil 24 generate a repulsive force. At this time, the iron core 26 in the first coil 22 is homopolar-opposed to the iron core 26 in the second coil 24.
The control unit 50 controls the magnitudes of currents of the first coil 22 and the second coil 24 to change the magnitude of the repulsive force therebetween. Since the piston 23 is provided with the second coil 24 at one end and is connected to the suspension 10 at the other end, the piston 23 moves up and down in the cylinder 21 with a change in force applied to the second coil 24. The suspension 10 can move along with the movement of the piston 23, and the height is changed to adapt to the requirements of the ground clearance under different road conditions, so that riding comfort is improved.
The vehicle damping system proposed by the present application is provided with four electromagnetic dampers 20 corresponding to four wheels 70 of the vehicle. When the sum of the magnitudes of the repulsive forces between the four first coils 22 and the four second coils 24 in the vehicle is equal to the weight of the vehicle body 60, the suspension 10 of the vehicle is balanced in height.
If the current of the first coil 22 or the second coil 24 is increased, the repulsive force between the first coil 22 and the second coil 24 is increased, the second coil 24 is away from the first coil 22, the piston 23 moves downward, the height of the suspension 10 is driven to decrease, and the ground clearance of the vehicle is reduced. If the current of the first coil 22 or the second coil 24 is reduced, the repulsive force between the first coil 22 and the second coil 24 is reduced, the second coil 24 approaches the first coil 22, the piston 23 moves upward, the height of the suspension 10 is driven to rise, and the ground clearance of the vehicle is increased.
The third coil 25 is energized to generate an interaction magnetic force with the second coil 24. The control unit 50 controls the direction and magnitude of the current of the second coil 24 and the third coil 25, so that the third coil 25 generates attractive or repulsive forces with different magnitudes on the second coil 24. If the magnetic fields of the second coil 24 and the third coil 25 are in the same direction, attractive force is generated therebetween. If the magnetic fields of the second coil 24 and the third coil 25 are opposite in direction, a repulsive force is generated therebetween.
If the current of the second coil 24 or the third coil 25 is increased, the attractive force or repulsive force of the third coil 25 to the second coil 24 increases, and the piston 23 is hindered from moving up and down in the cylinder 21, so that the up and down movement of the suspension 10 becomes more difficult, and the damping and rigidity of the suspension 10 are increased. If the current of the second coil 24 or the third coil 25 is reduced, the attractive force or repulsive force of the third coil 25 to the second coil 24 is reduced, which facilitates the up-and-down movement of the piston 23 in the cylinder 21, makes the up-and-down movement of the suspension 10 easier, and reduces the damping and rigidity of the suspension 10.
Specifically, in the present embodiment, the number of the third coils 25 is two. By providing two third coils 25, the stress range of the second coil 24 in the up-down direction can be increased, thereby increasing the movable stroke of the piston 23 and widening the adjustment range of the height, damping and rigidity of the suspension 10. The magnitude and direction of the current in the two third coils 25 can be adjusted according to the instruction of the control unit 50, so that the forces acting on the second coils 24 by the different third coils 25 are also different. Superposition of attractive or repulsive forces of different magnitudes from the different third coils 25 may allow for a more accurate and fine movement of the second coil 24, and a more flexible and variable adjustment of damping and stiffness of the suspension 10. In other embodiments, the number of third coils 25 may be three or more.
The control unit 50 can adjust the change slope of the current in addition to the direction and magnitude of the current in the first coil 22, the second coil 24 and the third coil 25. If the current change slope is large, the current change speed is high, and the height, rigidity and damping of the suspension 10 can be adjusted more quickly. If the current change slope is small, the current change speed is slow, and the height, rigidity and damping of the suspension 10 can be adjusted more gently.
The electromagnetic damper 20 further includes an electromagnetic shield 27 provided outside the cylinder 21 to prevent the magnetic lines generated by the first, second and third coils 22, 24 and 25 from leaking. The electromagnetic shield 27 is made of metal.
It is understood that the vehicle damping system according to the present application may include a plurality of power supply units 30 and a plurality of control units 50 for individually supplying and controlling the four electromagnetic dampers 20, respectively. It is also possible to include only one power supply unit 30 and one control unit 50, and to "four-in-one" control of the four electromagnetic absorbers 20.
Because the four electromagnetic absorbers 20 can work independently, the vehicle can dynamically adjust each electromagnetic absorber 20 in real time according to road condition information or mode selection of a user, so as to ensure that the vehicle body posture is in a required state and the driving stability is in a mode state required by the user. Therefore, when designing the vehicle, the auxiliary adjustment of the transverse stabilizer bar of the vehicle body can be omitted, the manufacturing cost of the vehicle is reduced, and the weight of the vehicle body is reduced.
The vehicle damping system provided by the application realizes the rapid adjustment of the height, damping and rigidity of the suspension 10 through electromagnetic force generated by energizing the coil. In combination with the power supply unit 30, the detection unit 40, and the control unit 50, the suspension height, the shock-absorbing damping force, and the suspension rigidity required for the vehicle are rapidly predicted. Because the response speed of electromagnetic signals is close to the light speed in theory, the response speed of the vehicle damping system is extremely high, instant signal acquisition and transmission can be realized, the electromagnetic coil generates corresponding electromagnetic force, and the running dynamic performance requirement of the vehicle is met.
In the present embodiment, the detection unit 40 includes an acceleration sensor 41. The acceleration sensor 41 is provided on a side of the suspension 10 near the wheel 70, and is electrically connected to the control unit 50 for detecting the vibration acceleration of the wheel 70. The vibration acceleration of the wheel 70 reflects the jounce of the wheel 70 in the running state. The control unit 50 is configured to determine the direction and magnitude of the current supplied to the first coil 22, the second coil 24, and the third coil 25, respectively, based on the vibration acceleration of the wheel 70.
In the present embodiment, the detection unit 40 further includes a height sensor. The height sensor is provided on the suspension 10 and is electrically connected to the control unit 50 for detecting the height displacement of the suspension 10. The height displacement of the suspension 10 reflects the change in position of the suspension 10 relative to the road surface in the running state. The control unit 50 is used for determining the direction and magnitude of the current supplied to the first, second and third coils 22, 24 and 25, respectively, according to the height displacement of the suspension 10.
The control unit 50 is configured to adjust the current provided by the power supply unit 30 to the first coil 22 and the second coil 24 to adjust the height of the suspension 10 if the vibration acceleration of the wheel 70 is greater than the acceleration threshold. The control unit 50 is used for adjusting the current provided by the power supply unit 30 to the first coil 22 and the second coil 24 to adjust the height of the suspension 10 if the height displacement of the suspension 10 is greater than the height displacement threshold.
In this way, if the vehicle is in a bumpy road condition during running, such as a large pit or a bump on the road surface, and any one of the vibration acceleration of the wheel 70 and the height displacement of the suspension 10 is greater than the set threshold, the control unit 50 will adjust the current of the first coil 22 and the second coil 24, and preferably adjust the height of the suspension 10 to resist the force from the impact of the road surface, so as to adapt the height of the suspension 10 to the bumpy road condition rapidly.
The control unit 50 is used for adjusting the current supplied to the third coil 25 by the power supply unit 30 to adjust the damping and stiffness of the suspension 10 if the vibration acceleration is not greater than the acceleration threshold value and the height displacement of the suspension 10 is not greater than the height displacement threshold value.
Thus, if the vehicle is in a stable road condition during running, the vibration acceleration of the wheel 70 and the height displacement of the suspension 10 are not greater than the set threshold values, the control unit 50 will preferably adjust the current of the third coil 25, and fine adjustment is performed on the posture of the vehicle by controlling the damping and rigidity of the suspension 10, so that the vehicle can maintain better stability under the stable road condition, and the riding comfort is improved.
In some embodiments, the detection unit 40 may detect the body angular displacement, generating a body angular displacement signal. In some embodiments, the detection unit 40 includes a gyroscopic sensor mounted to the body 60, outputting a body angular displacement signal. The control unit 50 determines the direction and magnitude of the current supplied to the first coil 22, the second coil 24, and the third coil 25 of the plurality of electromagnetic absorbers 20 located at the plurality of wheels 70, respectively, according to the vehicle body angular displacement signal, so that the height, damping, and rigidity of each part of the suspension 10 are adjusted and balanced, and when the vehicle is pitching and rolling due to acceleration, deceleration, steering, etc., the vehicle body 60 is always maintained in a relatively smooth state, improving the steering stability of the vehicle.
In some embodiments, the detection unit 40 is configured to determine the level of the wheels 70, and determine whether the vehicle is in a pitch or roll state by the difference in the level of the wheels 70 on different sides. If the difference in the horizontal heights of the front and rear wheels 70 is greater than the set threshold value, it is determined that the vehicle is in a pitching state. If the difference in the horizontal heights of the left and right wheels 70 is greater than the set threshold value, it is determined that the vehicle is in a roll state. The control unit 50 determines the direction and magnitude of the current of the first coil 22, the second coil 24, and the third coil 25 of the plurality of electromagnetic absorbers 20 located at the plurality of wheels 70 according to the difference in the level of the wheels 70, so that the vehicle body 60 reaches the balanced state.
It can be appreciated that the above control manner only gives an exemplary reference, and in the actual design and application process of the vehicle damping system, the intelligent algorithm of the control unit 50 can be variously set, and the control unit is combined with various sensors of the vehicle to perform more complex and flexible processing, so that the adjustment manner of the vehicle damping system is more intelligent, and different road conditions can be properly processed.
The vehicle damping system provided by the application can also automatically adjust the style of the suspension 10 according to the selection of the driving mode of the user. The control unit 50 is configured to receive a mode selection signal from a user, wherein the mode selection signal includes a comfort mode selection signal and a sport mode selection signal.
The control unit 50 is configured to control the current provided to the third coil 25 by the power supply unit 30 to be less than the first current threshold value, so that the attractive force or repulsive force between the third coil 25 and the second coil 24 is less than the first magnetic force threshold value, if the comfort mode selection signal is received. At this time, the movement stroke of the piston 23 is increased, the rigidity and damping of the suspension 10 are reduced, the shock impact from the road surface is effectively buffered, the excessive impact load is avoided, and the experience of passengers is more comfortable.
The control unit 50 is configured to control the current provided to the third coil 25 by the power supply unit 30 to be greater than the second current threshold value, so that the attractive force or repulsive force between the third coil 25 and the second coil 24 is greater than the second magnetic force threshold value, if the motion mode selection signal is received. The second current threshold is greater than or equal to the first current threshold and the second magnetic force threshold is greater than or equal to the first magnetic force threshold. At this time, the movement stroke of the piston 23 is reduced, the rigidity and damping of the suspension 10 are increased, the supporting performance for the vehicle body 60 is enhanced, the curve response is slow, the roll degree of the vehicle is reduced at the time of turning, and the requirement of violent driving can be met.
It should be understood that the driving mode of the user according to the present application is not limited to the comfort mode and the sport mode, and may further include various driving modes such as a mountain mode, a mud mode, a racing mode, etc. in the actual design and application process, the design of the control unit 50 may be performed according to the need.
According to the vehicle damping system and the vehicle, the electromagnetic shock absorber is provided with the electromagnetic coils, and the electromagnetic coils are electrified to generate interaction electromagnetic force so as to realize the rapid adjustment of the height, damping and rigidity of the suspension 10. By combining the power supply unit 30, the detection unit 40 and the control unit 50, the suspension height, the shock absorption damping force and the rigidity required by the vehicle are rapidly pre-judged, the response speed is improved, the vehicle shock absorption system is more flexible, and the riding comfort is improved.
And, only need control a set of electromagnetic force parameter (the size and direction of each coil in electromagnetic damper 20) can realize the overall adjustment of suspension 10 height, rigidity and damping simultaneously, simplified structural design and operation flow, make the algorithm of control unit 50 remain bigger design space, make the vehicle travel more intelligent.
The foregoing describes specific embodiments of the present disclosure. Other embodiments are within the scope of the following claims. In some cases, the actions or steps recited in the claims can be performed in a different order than in the embodiments and still achieve desirable results. In addition, the processes depicted in the accompanying figures do not necessarily require the particular order shown, or sequential order, to achieve desirable results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.
The present application is not limited to the above-mentioned embodiments, but is not limited to the above-mentioned embodiments, and any person skilled in the art can make some changes or modifications to the above-mentioned embodiments without departing from the scope of the present application.

Claims (10)

1. A vehicle shock absorbing system, comprising:
a suspension, which is arranged below the body of the vehicle;
the electromagnetic shock absorber comprises a cylinder barrel, a first coil, a piston, a second coil and at least one third coil, wherein the piston is movably arranged in the cylinder barrel, and the first coil is fixed at one end, close to the vehicle body, of the cylinder barrel; one end of the piston is connected with the suspension, and the other end of the piston is provided with the second coil; the third coil is fixed on the cylinder barrel;
a power supply unit connected with the first coil, the second coil and the third coil for supplying power to the first coil, the second coil and the third coil;
the detection unit is used for detecting the state of the vehicle body and generating corresponding vehicle body state signals; a kind of electronic device with high-pressure air-conditioning system
And the control unit is connected with the detection unit and the power supply unit and is used for receiving a vehicle body state signal from the detection unit, controlling the direction and the magnitude of the current supplied to the first coil, the second coil and the third coil by the power supply unit according to the vehicle body state signal, and enabling the second coil to respectively generate interaction magnetic force with the first coil and the third coil so as to adjust the height, the rigidity and the damping of the suspension.
2. The vehicle vibration reduction system according to claim 1, wherein the detection unit includes an acceleration sensor for detecting a vibration acceleration of the wheel; the control unit is used for respectively determining the direction and the magnitude of the current supplied to the first coil, the second coil and the third coil according to the vibration acceleration of the wheel.
3. The vehicle damping system according to claim 2, wherein the control unit is configured to adjust the current supplied from the power supply unit to the first coil and the second coil to adjust the height of the suspension if the vibration acceleration of the wheel is greater than an acceleration threshold.
4. The vehicle damping system according to claim 2, wherein the detection unit further comprises a height sensor for detecting a height displacement of the suspension; the control unit is used for respectively determining the direction and the magnitude of the current supplied to the first coil, the second coil and the third coil according to the height displacement of the suspension.
5. The vehicle damping system according to claim 4, wherein the control unit is configured to adjust the current supplied to the first coil and the second coil by the power supply unit to adjust the height of the suspension if the height displacement of the suspension is greater than a height displacement threshold.
6. The vehicle vibration reduction system according to claim 4, wherein the control unit is configured to adjust the current supplied to the third coil by the power supply unit to adjust the damping and stiffness of the suspension if the vibration acceleration is not greater than the acceleration threshold value and the height displacement of the suspension is not greater than the height displacement threshold value.
7. The vehicle shock absorbing system of claim 1, wherein the control unit is configured to receive a mode selection signal from a user, the mode selection signal comprising a comfort mode selection signal and a sport mode selection signal;
the control unit is used for controlling the current provided by the power supply unit to the third coil to be smaller than a first current threshold value if the comfort mode selection signal is received, so that attractive force or repulsive force between the third coil and the second coil is smaller than a first magnetic force threshold value.
8. The vehicle damping system according to claim 7, wherein the control unit is configured to control the current supplied to the third coil by the power supply unit to be greater than a second current threshold value, such that an attractive force or repulsive force between the third coil and the second coil is greater than a second magnetic force threshold value, the second current threshold value being greater than or equal to the first current threshold value, and the second magnetic force threshold value being greater than or equal to the first magnetic force threshold value, if the motion mode selection signal is received.
9. The vehicle vibration reduction system according to claim 1, wherein an iron core is disposed in each of the first coil and the second coil.
10. A vehicle, characterized by comprising:
a vehicle body;
the vehicle shock absorbing system according to any one of claims 1 to 9.
CN202310687624.4A 2023-06-09 2023-06-09 Vehicle damping system and vehicle Pending CN116714408A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202310687624.4A CN116714408A (en) 2023-06-09 2023-06-09 Vehicle damping system and vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202310687624.4A CN116714408A (en) 2023-06-09 2023-06-09 Vehicle damping system and vehicle

Publications (1)

Publication Number Publication Date
CN116714408A true CN116714408A (en) 2023-09-08

Family

ID=87869272

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202310687624.4A Pending CN116714408A (en) 2023-06-09 2023-06-09 Vehicle damping system and vehicle

Country Status (1)

Country Link
CN (1) CN116714408A (en)

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