Integrated rigidity damping inerter self-control type two-stage vibration reduction hydro-pneumatic suspension and working method

Abstract

The invention discloses an integrated rigidity damping inerter self-control type two-stage vibration reduction hydro-pneumatic suspension and a working method in the field of automobiles, a hollow plunger extends into an upper cavity of an oil cylinder, the lower end of the hollow plunger is fixedly connected with a piston, and an upper lifting lug runner is sequentially connected with an inerter pipe, an electric control throttle valve and a large hydro-pneumatic chamber through a first hydraulic oil pipe; a lower lifting lug runner is sequentially connected with a damper and a small oil gas chamber through a second hydraulic oil pipe, a built-in rigidity control valve outer cylinder with the lower end fixedly connected with a piston is arranged in the plunger, an inner cylinder with the upper end sealed and the lower end connected with the lower lifting lug through a spherical hinge is coaxially sleeved with the outer cylinder, and three rows of holes are formed in the side wall of the inner cylinder from bottom to top. Two rows of holes are formed in the side wall of the outer cylinder from bottom to top; the flow direction of oil liquid is changed when the suspension works, a seal does not need to be arranged on a piston, a longer oil through hole is formed in an outer barrel, the safety of the control valve is improved, a wheel dynamic vibration absorber is integrated to an oil cylinder, integration is achieved, an external rigidity control valve is replaced with an internal rigidity control valve, and the size of the whole suspension is reduced.

Description

TECHNICAL FIELD

[0001] The present application belongs to the technical field of automobile, and relates to a suspension structure of an automobile and a working method thereof, in particular to a two-stage damping oil-gas suspension for an automobile and a working method thereof. BACKGROUND

[0002] The suspension is an important structure and functional component of the automobile, and can attenuate the vibration transmitted from the wheel to the vehicle body when the automobile travels on a bad road, so that the passengers obtain good ride comfort. In order to obtain good high-frequency vibration suppression effect of the vehicle body, the document with the patent application number CN202510268757.7 and the name "Stiffness Self-control Type Four Inertial Element Two-stage Damping Oil-gas Suspension and Working Method" provides an oil-gas spring adopting an external stiffness control valve, which improves the ride comfort in the bad road driving condition, automatically provides small stiffness and inertance in the ride comfort improvement suspension stroke range, thereby having small stiffness vibration isolation and high-frequency anti-resonance functions, and further combining the high-frequency vibration absorption function of the wheel dynamic vibration absorber to greatly suppress the high-frequency vibration transmitted from the road to the vehicle body; when the suspension stroke exceeds the ride comfort improvement suspension stroke range, large stiffness and large damping are automatically provided to effectively suppress the large suspension dynamic stroke. However, the existing problem is that the external stiffness control valve leads to a large volume of the entire suspension, and the wheel dynamic vibration absorber and the stiffness self-control type oil-gas spring are not integrated, which leads to the difficulty in installing the entire suspension on the automobile. Therefore, the document with the patent application number CN202510329232.X and the name "Compact Stiffness and Damping Inertance Self-control Type Oil-gas Spring and Working Method" provides a double-cylinder type stiffness control valve which can be internally arranged in the oil cylinder and the inner cavity of the plunger, and overcomes the problem of the large volume of the entire suspension caused by the external stiffness control valve. However, the oil-gas spring also has the following deficiencies: first, the integration with the wheel dynamic vibration absorber has not been achieved, and the installation convenience of the entire suspension on the automobile cannot be further improved; second, since the plunger piston needs to isolate the upper and lower cavities of the oil cylinder when moving in the oil cylinder, the outer periphery of the plunger piston needs to be sealed with the inner wall of the oil cylinder, thereby increasing the output Coulomb friction of the oil-gas spring, reducing the vibration isolation function thereof, and increasing the manufacturing cost due to the additional oil seal; third, the large and small oil chambers are directly installed on the outer wall of the oil cylinder, and the outer wall of the oil cylinder needs to be thickened, which is not conducive to the lightweight of the entire suspension system; fourth, the plunger end outside the oil cylinder is not provided with a limiting device, and the piston cannot be completely prevented from colliding with the ball hinge, which has a safety hazard. SUMMARY

[0003] The present application aims to solve the problems existing in the prior art, and provides an integrated stiffness and damping inertance self-control type two-stage damping oil-gas suspension and a working method thereof, which realizes the integration of the entire suspension system, reduces the manufacturing cost, reduces the weight, and improves the installation convenience and safety.

[0004] To achieve the above object, the technical scheme of the integrated stiffness-damping inertia-controlling self-control type two-stage damping hydro-pneumatic suspension is as follows: the integrated stiffness-damping inertia-controlling self-control type two-stage damping hydro-pneumatic suspension is composed of a wheel dynamic vibration absorber and a hydro-pneumatic spring, the hydro-pneumatic spring comprises upper and lower vertical oil cylinders, the lower end surface of the oil cylinder is a sealingly connected lower lug, the lower lug is connected with the wheel, a piston divides the oil cylinder into upper and lower chambers, a hollow plunger is arranged in the upper chamber and is fixedly connected with the piston at the lower end, the upper end of the plunger is fixedly connected with an upper lug, the upper end of the upper lug is connected with a vehicle body, a plurality of piston flow channels are arranged on the outer periphery of the piston, the upper lug is provided with an upper lug flow channel which is communicated with the plunger, the upper lug flow channel is connected with an inertia-controlling tube, an electric control throttle valve and a large oil chamber outside the oil cylinder in sequence through a first hydraulic oil pipe, the lower lug is provided with a lower lug flow channel which is communicated with the lower chamber of the oil cylinder, the lower lug flow channel is connected with a damper and a small oil chamber outside the oil cylinder in sequence through a second hydraulic oil pipe, the second hydraulic oil pipe between the lower lug flow channel and the damper is connected with a hydraulic pump station, the plunger is provided with an inner stiffness control valve outer cylinder which is fixedly connected with the piston at the lower end, the inner stiffness control valve outer cylinder is coaxially sleeved with an inner stiffness control valve inner cylinder which can move up and down, the upper end of the inner stiffness control valve inner cylinder is sealed, and the lower end of the inner stiffness control valve inner cylinder is connected with the lower lug through a ball hinge, the side wall of the inner stiffness control valve inner cylinder is provided with an inner cylinder first row of holes, an inner cylinder second row of holes and an inner cylinder third row of holes from bottom to top, the side wall of the inner stiffness control valve outer cylinder is provided with an outer cylinder first row of holes and an outer cylinder second row of holes from bottom to top, the height of the outer cylinder first row of holes is greater than the height of the inner cylinder second row of holes, and the height of the outer cylinder second row of holes is greater than the height of the inner cylinder third row of holes, when the vehicle body and the wheel are in a static state, the lower edge of the inner cylinder second row of holes is aligned with the lower edge of the outer cylinder first row of holes, and the upper edge of the inner cylinder third row of holes is aligned with the upper edge of the outer cylinder second row of holes.

[0005] The working method of the integrated stiffness-damping inertia-controlling self-control type two-stage damping hydro-pneumatic suspension adopts the technical scheme that:

[0006] When the wheel moves downward away from the vehicle body, the hydraulic oil in the upper chamber of the oil cylinder flows into the lower chamber through the piston flow channel, the inner cylinder of the built-in rigidity control valve moves downward relative to the outer cylinder of the built-in rigidity control valve, when the upper edge of the second row of holes of the inner cylinder is not lower than the lower edge of the first row of holes of the outer cylinder, most of the hydraulic oil flows into the inner cavity of the plunger from the large oil chamber, then flows into the lower chamber of the oil cylinder through the first row of holes of the outer cylinder and the second row of holes of the inner cylinder, and the third row of holes of the inner cylinder and the first row of holes of the inner cylinder, and a small part of the hydraulic oil flows into the lower chamber of the oil cylinder from the small oil chamber, the large oil chamber provides smaller rigidity, the electric control throttle valve and the inerter tube respectively provide smaller damping and smaller inerter; when the upper edge of the second row of holes of the inner cylinder is lower than the lower edge of the first row of holes of the outer cylinder and the upper edge of the third row of holes of the inner cylinder is not lower than the lower edge of the second row of holes of the outer cylinder, most of the hydraulic oil flows into the inner cavity of the plunger from the large oil chamber, then flows into the lower chamber of the oil cylinder through the second row of holes of the outer cylinder and the third row of holes of the inner cylinder, and the first row of holes of the inner cylinder, and a small part of the hydraulic oil flows into the lower chamber of the oil cylinder from the small oil chamber, the large oil chamber provides smaller rigidity, the electric control throttle valve and the inerter tube respectively provide smaller damping and smaller inerter; when the upper edge of the third row of holes of the inner cylinder is lower than the lower edge of the second row of holes of the outer cylinder, the large oil chamber provides larger rigidity, and the damper provides larger damping.

[0007] When the wheel moves upward close to the vehicle body, the hydraulic oil in the lower chamber of the oil cylinder flows into the upper chamber through the piston flow channel, the inner cylinder of the built-in rigidity control valve moves upward relative to the outer cylinder of the built-in rigidity control valve, when the lower edge of the third row of holes of the inner cylinder is not higher than the upper edge of the second row of holes of the outer cylinder, most of the hydraulic oil flows from the lower chamber of the oil cylinder into the inner cavity of the plunger through the first row of holes of the inner cylinder and the second row of holes of the outer cylinder, the second row of holes of the inner cylinder and the first row of holes of the outer cylinder, and then flows into the large oil chamber through the upper ear flow channel, a small part of the hydraulic oil flows from the lower chamber of the oil cylinder into the small oil chamber through the lower ear flow channel, and the large oil chamber provides smaller rigidity; when the lower edge of the third row of holes of the inner cylinder is higher than the upper edge of the second row of holes of the outer cylinder and the lower edge of the second row of holes of the inner cylinder is not higher than the upper edge of the first row of holes of the outer cylinder, most of the hydraulic oil flows from the lower chamber of the oil cylinder into the inner cavity of the plunger through the first row of holes of the inner cylinder, the second row of holes of the inner cylinder and the first row of holes of the outer cylinder, and then flows into the large oil chamber through the upper ear flow channel, a small part of the hydraulic oil flows from the lower chamber of the oil cylinder into the small oil chamber, and the large oil chamber provides smaller rigidity; when the lower edge of the second row of holes of the inner cylinder is higher than the upper edge of the first row of holes of the outer cylinder, there is no hydraulic oil flow between the outer cylinder of the built-in rigidity control valve and the inner cylinder of the built-in rigidity control valve, the large oil chamber provides larger rigidity, and the damper provides larger damping.

[0008] The technical scheme of the present application has the following beneficial effects:

[0009] (1) The present application compares with the "rigidity self-control type four-inertia element secondary damping oil gas suspension" provided in the document with patent application number CN202510268757.7, the wheel dynamic vibration absorber is integrated on the oil cylinder of the oil gas spring, the two are integrated into one, realizing the integration of the whole suspension system; the built-in rigidity control valve is used to replace the external rigidity control valve, reducing the volume of the whole suspension and improving the installation convenience.

[0010] (2) The present application compares with the compact rigidity damping inertance self-control type oil gas spring provided in the document with patent application number CN202510329232.X, the flow channels are arranged on the upper and lower hangers to connect the large and small oil chambers respectively, reducing the mass of the oil cylinder; at the same time, the oil liquid flowing into or out of the large oil chamber does not need to pass through the lower cavity of the oil cylinder and the inner cavity of the plunger to flow into or out of the inner cavity of the plunger, changing the flow direction of the oil liquid during the operation of the suspension, so that the seal on the plunger is not needed between the upper and lower cavities of the oil cylinder, the seal between the plunger and the inner wall of the oil cylinder is cancelled, the manufacturing cost is reduced, the friction between the plunger and the oil cylinder is reduced, and the vibration isolation performance of the whole suspension system is improved (in the document CN202510329232.X, if the plunger has no oil seal, the inner cavity of the plunger and the oil liquid of the oil cylinder are always communicated, and the rigidity control valve does not work).

[0011] (3) The present application compares with the compact rigidity damping inertance self-control type oil gas spring provided in the document with patent application number CN202510329232.X, avoiding directly connecting the first and second hydraulic oil pipes to the outer walls of the oil cylinder and the plunger, so that the cylinder wall does not need to be thickened, the thickness of the cylinder wall of the oil cylinder and the plunger is reduced, thereby achieving weight reduction.

[0012] (4) The present application compares with the compact rigidity damping inertance self-control type oil gas spring provided in the document with patent application number CN202510329232.X, a limiter is arranged on the upper end of the plunger outside the oil cylinder, avoiding the plunger from contacting the spherical hinge, and improving the safety.

[0013] (5) The compact rigidity damping inertance self-control type oil gas spring provided in the document with patent application number CN202510329232.X is to arrange a higher oil passage hole on a smaller inner cylinder, and the present application compares with it by arranging a higher oil passage hole of the same size on a larger outer cylinder, so that the hole spacing on the circumference is larger, the rigidity of the higher oil passage hole cylinder is improved, and the safety of the built-in rigidity control valve is improved.

[0014] (6) the compact stiffness damping inertance self-control type oil gas spring provided in the document with the patent application number CN202510329232.X, the plunger is below the oil cylinder, compared with the present application, the oil cylinder is designed below the plunger, which provides an installation point for the installation of the wheel dynamic vibration absorber, thereby having two installation points, and further connecting the wheel dynamic vibration absorber and the oil gas spring more reliably into an integral whole. BRIEF DESCRIPTION OF DRAWINGS

[0015] Figure 1 is a structural schematic diagram of the integral stiffness damping inertance self-control type two-stage damping oil gas suspension of the present application;

[0016] In the figure: 1. upper lifting lug; 2. upper lifting lug runner; 3. plunger; 4. first nut; 5. first baffle; 6. first clamp; 7. first buffer block; 8. vibration absorbing mass; 9. second buffer block; 10. second baffle; 11. second clamp; 12. second nut; 13. force transmission rod; 14. piston runner; 15. piston; 16. spherical hinge; 17. lower lifting lug; 18. lower lifting lug runner; 19. inner cylinder first row of holes; 20. damper; 21. small oil gas chamber; 22. hydraulic pump station; 23. inner cylinder second row of holes; 24. outer cylinder first row of holes; 25. outer cylinder second row of holes; 26. inner cylinder third row of holes; 27. built-in stiffness control valve outer cylinder; 28. built-in stiffness control valve inner cylinder; 29. oil cylinder; 30. electric control throttle valve; 31. large oil gas chamber; 32. inertance tube; 33. position limiter. DETAILED DESCRIPTION

[0017] As Figure 1 shown, the integral stiffness damping inertance self-control type two-stage damping oil gas suspension of the present application is composed of a wheel dynamic vibration absorber and an oil gas spring, the oil gas spring includes an oil cylinder 29, the oil cylinder 29 is arranged vertically up and down, the lower end surface of the oil cylinder 29 is a lower lifting lug 17, the upper part of the lower lifting lug 17 is sealingly and fixedly connected with the side wall of the oil cylinder 29 as the lower end surface of the oil cylinder 29. The lower end of the lower lifting lug 17 is connected with a wheel.

[0018] The oil cylinder 29 is provided with a piston 15, the piston 15 divides the oil cylinder 29 into two chambers up and down in the oil cylinder 29. The plunger 3 is a hollow structure, extends in the upper chamber and is fixedly connected with the piston 15 at the lower end bottom, the upper end of the plunger 3 extends out of the oil cylinder 29 and is fixedly connected with the upper lifting lug 1, the upper end surface of the plunger 3 is the lower part of the upper lifting lug 1, the upper lifting lug 1 is sealingly and fixedly connected with the side wall of the plunger 3 as the upper end surface of the plunger 3, and the upper end of the upper lifting lug 1 is connected with a vehicle body.

[0019] A plurality of piston flow channels 14 are arranged on the periphery of the plunger 3 on the piston 15, and the piston flow channels 14 communicate with the upper and lower chambers of the oil cylinder 29. No oil seal is arranged between the outer wall of the piston 15 and the inner wall of the oil cylinder 29, and only a guide is arranged in contact with the inner wall of the oil cylinder 29. The piston 15 can move up and down along the oil cylinder 29, so that no sealing structure is used, the manufacturing cost is reduced, the friction between the piston 15 and the plunger 3 and the oil cylinder 29 is reduced, and the vibration isolation performance of the entire suspension system is improved.

[0020] The upper lug 1 is provided with an upper lug flow channel 2, which is connected with the inner cavity of the plunger 3. The upper lug flow channel 2 is connected with the inerter tube 32, the electric control throttle valve 30 and the large oil gas chamber 31 located outside the plunger 3 and the oil cylinder 29 in sequence through the first hydraulic oil pipe, so as to connect the inner cavity of the plunger 3 with the large oil gas chamber 31. The lower lug 17 is provided with a lower lug flow channel 18, which is connected with the lower chamber of the oil cylinder 29. The lower lug flow channel 18 is connected with the damper 20 and the small oil gas chamber 21 located outside the oil cylinder 29 in sequence through the second hydraulic oil pipe, and the hydraulic pump station 22 is further connected on the second hydraulic oil pipe of the lower lug flow channel 18 and the damper 20. Avoiding the first hydraulic oil pipe and the second hydraulic oil pipe being directly connected to the outer wall of the oil cylinder 29 and the plunger 3 needs to thicken the cylinder wall, so that the thickness of the cylinder wall of the oil cylinder 29 and the plunger 3 is reduced, thereby achieving weight reduction.

[0021] The working volume of the large oil gas chamber 31 is greater than that of the small oil gas chamber 21.

[0022] The built-in stiffness control valve outer cylinder 27 is arranged in the inner cavity of the plunger 3, and the entire built-in stiffness control valve outer cylinder 27 is located in the inner cavity of the plunger 3, the lower end is fixedly connected with the piston 15, and the upper end vertically penetrates into the inner cavity of the plunger 3. A built-in stiffness control valve inner cylinder 28 coaxially sleeved in the built-in stiffness control valve outer cylinder 27 can move up and down in the built-in stiffness control valve outer cylinder 27, the upper end of the built-in stiffness control valve inner cylinder 28 is sealed, the middle section is located in the built-in stiffness control valve outer cylinder 27, and the lower section penetrates through the piston 15 and is connected with the upper end surface of the lower lug 17 of the bottom surface of the oil cylinder 29 through the ball hinge 16.

[0023] The central axes of the built-in stiffness control valve outer cylinder 27 and the built-in stiffness control valve inner cylinder 28 are collinear.

[0024] The limiter 33 is arranged at the upper end of the plunger 3, which limits the position of the downward movement of the plunger 3 and the piston 15, avoids the piston 15 from not contacting the ball hinge 16 when moving downward, and improves the safety.

[0025] The side wall of the inner cylinder 28 of the built-in rigidity control valve is provided with the inner cylinder first row of holes 19, the inner cylinder second row of holes 23 and the inner cylinder third row of holes 26 from bottom to top; the holes in the same row of the inner cylinder are at the same height, and the inner cylinder first row of holes 19 is always located in the lower chamber of the oil cylinder 29. The side wall of the outer cylinder 27 of the built-in rigidity control valve is provided with the outer cylinder first row of holes 24 and the outer cylinder second row of holes 25 from bottom to top; the holes in the same row of the outer cylinder are at the same height, and the outer cylinder first row of holes 24 and the outer cylinder second row of holes 25 are always located in the inner cavity of the plunger 3. Moreover, the height of the hole of the outer cylinder first row of holes 24 in the vertical direction is greater than the hole height of the inner cylinder second row of holes 23, and the height of the hole of the outer cylinder second row of holes 25 in the vertical direction is greater than the hole height of the inner cylinder third row of holes 26.

[0026] When the vehicle body and the wheels are in the initial state of static, the lower edge of the inner cylinder second row of holes 23 is aligned with the lower edge of the outer cylinder first row of holes 24, and the upper edge of the inner cylinder third row of holes 26 is aligned with the upper edge of the outer cylinder second row of holes 25. At this time, the inner cylinder second row of holes 23 and the inner cylinder third row of holes 26, and the outer cylinder first row of holes 24 and the outer cylinder second row of holes 25 are all located in the inner cavity of the plunger 3.

[0027] The wheel dynamic vibration absorber is fixedly connected with the side wall of the oil cylinder 29 on the side of the oil cylinder 29, and includes the vibration absorbing mass 8, the force transmission rod 13 and the buffer blocks 7 and 9. The middle of the wheel dynamic vibration absorber is the vibration absorbing mass 8, and the overall structure is symmetrical above and below the center of the vibration absorbing mass 8. The force transmission rod 13 is a circular rod structure with threads on the upper and lower segments and a smooth middle segment. The vibration absorbing mass 8 is coaxially and slidingly sleeved on the middle segment of the force transmission rod 13. The first nut 4, the first baffle 5 and the first buffer block 7 are arranged in close contact from top to bottom above the vibration absorbing mass 8, and are all fixedly connected to the upper segment of the force transmission rod 13 coaxially through threads. The second nut 12, the second baffle 10 and the second buffer block 9 are arranged in close contact from bottom to top below the vibration absorbing mass 8, and are all fixedly connected to the lower segment of the force transmission rod 13 coaxially through threads. The first baffle 5 and the second baffle 10 are both middle-slotted disc-shaped in height. The first baffle 5 is fixed to the upper end of the oil cylinder 29 through the slot in the first baffle 5 by the first clamp 6, and the second baffle 10 is fixed to the lower end of the oil cylinder 29 through the slot in the second baffle 10 by the second clamp 11, so as to reliably connect the wheel dynamic vibration absorber and the rigidity-damping-inertance self-control type oil gas spring into an integrated rigidity-damping-inertance self-control type two-stage damping oil gas suspension.

[0028] The central axes of the vibration absorbing mass 8, the force transmission rod 13 and the buffer blocks 7 and 9 are collinear and parallel to the central axes of the oil cylinder 29 and the like.

[0029] When the automobile runs on bad road and the wheel moves downward far away from the automobile body, the hydraulic oil in the upper chamber of the oil cylinder 29 flows into the lower chamber through the piston flow channel 14, the oil cylinder 29 moves downward relative to the plunger 3, the plunger 3 moves upward relative to the oil cylinder 29, the internal space of the plunger 3 becomes smaller, the sum of the volumes of the upper and lower chambers of the oil cylinder 29 increases, and the inner cylinder 28 of the built-in stiffness control valve moves downward relative to the outer cylinder 27 of the built-in stiffness control valve. When the upper edge of the second row of holes 23 of the inner cylinder moves to a position not lower than the lower edge of the first row of holes 24 of the outer cylinder, part of the second row of holes 23 of the inner cylinder is shielded by the cylinder body of the outer cylinder 27 of the built-in stiffness control valve, and the other part is still communicated with the first row of holes 24 of the outer cylinder. The third row of holes 26 of the inner cylinder is not shielded by the cylinder body of the outer cylinder 27 of the built-in stiffness control valve and is still communicated with the second row of holes 25 of the outer cylinder. At this time, the inner cylinder 28 of the built-in stiffness control valve is communicated with the third row of holes 26 of the inner cylinder which is not shielded and the second row of holes 23 of the inner cylinder which is partially shielded. When the same amount of oil flows out, the pressure in the large oil gas chamber 31 decreases slowly due to the large volume of the gas chamber, and the pressure in the small oil gas chamber 21 decreases quickly due to the small volume of the gas chamber. The pressure in the large oil gas chamber 31 is higher than that in the small oil gas chamber 21, so that most of the hydraulic oil flows from the large oil gas chamber 31 through the electric control throttle valve 30, the inerter tube 32, the upper ear flow channel 2 into the inner cavity of the plunger 3, and then flows into the lower chamber of the oil cylinder 29 through the first row of holes 24 of the outer cylinder, the partially shielded second row of holes 23 of the inner cylinder, the second row of holes 25 of the outer cylinder, the third row of holes 26 of the inner cylinder which is not shielded, and the first row of holes 19 of the inner cylinder. At the same time, a small part of the hydraulic oil flows from the small oil gas chamber 21 through the damper 20 and the lower ear flow channel 18 into the lower chamber of the oil cylinder 29. At this time, the large oil gas chamber 31 provides a small stiffness (when the same amount of oil flows out, the larger the volume of the oil gas chamber, the smaller the change of the gas pressure in the chamber, and the smaller the stiffness provided), the electric control throttle valve 30 and the inerter tube 32 provide small damping and small inerter respectively, small stiffness vibration isolation and anti-resonance vibration reduction are realized.When the built-in stiffness control valve inner cylinder 28 moves downward relative to the built-in stiffness control valve outer cylinder 27 to the upper edge of the inner cylinder second row of holes 23 below the lower edge of the outer cylinder first row of holes 24, and the upper edge of the inner cylinder third row of holes 26 is not lower than the lower edge of the outer cylinder second row of holes 25, at this time, the inner cylinder second row of holes 23 is completely shielded by the built-in stiffness control valve outer cylinder 27, and the inner cylinder third row of holes 26 is not completely shielded by the built-in stiffness control valve outer cylinder 27, and is also communicated with the outer cylinder second row of holes 25, at this time, the built-in stiffness control valve inner cylinder 28 is communicated with the built-in stiffness control valve outer cylinder 27 through the inner cylinder third row of holes 26 which is not completely shielded, so that most of the hydraulic oil flows from the large oil gas chamber 31 through the electric control throttle valve 30, the inerter pipe 32, the upper ear flow channel 2 into the inner cavity of the plunger 3, and then through the outer cylinder second row of holes 25 and the inner cylinder third row of holes 26 which is not completely shielded and the inner cylinder first row of holes 19 into the lower chamber of the oil cylinder 29, while a small part of the hydraulic oil flows from the small oil gas chamber 21 through the damper 20 and the lower ear flow channel 18 into the lower chamber of the oil cylinder 29, at this time, the stiffness is mainly provided by the large oil gas chamber 31, the electric control throttle valve 30 and the inerter pipe 32 respectively provide small damping and small inerter, further execute small stiffness vibration isolation and anti-resonance vibration reduction. When the built-in stiffness control valve inner cylinder 28 continues to move downward relative to the built-in stiffness control valve outer cylinder 27 to the upper edge of the inner cylinder third row of holes 26 below the lower edge of the outer cylinder second row of holes 25, the inner cylinder second row of holes 23 and the inner cylinder third row of holes 26 are completely shielded by the outer cylinder 27, and there is no hydraulic oil flow between the built-in stiffness control valve outer cylinder 27 and the built-in stiffness control valve inner cylinder 28, mainly by the small oil gas chamber 21 to provide larger stiffness, the damper 20 provides larger damping, and realizes larger stiffness and larger damping to limit the suspension dynamic stroke to be larger.

[0030] While the built-in stiffness control valve inner cylinder 28 moves downward relative to the built-in stiffness control valve outer cylinder 27, the oil cylinder 29 drives the wheel dynamic vibration absorber to move downward. The oil cylinder 29 pushes the vibration absorbing mass 8 downward through the first clamp 6, the first baffle 5 and the first buffer block 7, so that the first buffer block 7 is compressed and the vibration absorbing mass 8 has a speed, respectively converting the kinetic energy of the wheel transmitted to the vehicle body into elastic potential energy and kinetic energy, thereby realizing vibration absorption and reducing wheel vibration.

[0031] When the car is running on bad road and the wheel is approaching the body upward, the hydraulic oil in the lower chamber of the oil cylinder 29 flows into the upper chamber through the piston flow channel 14, the oil cylinder 29 moves upward relative to the plunger 3, the plunger 3 extends downward into the oil cylinder 29, the internal space of the oil cylinder 29 becomes larger, so that the sum of the volumes of the upper and lower chambers of the oil cylinder 29 decreases, and the inner cylinder 28 of the built-in stiffness control valve moves upward relative to the outer cylinder 27 of the built-in stiffness control valve. When the lower edge of the third row of holes 26 of the inner cylinder moves to a position not higher than the upper edge of the second row of holes 25 of the outer cylinder, part of the third row of holes 26 of the inner cylinder is shielded by the cylinder body of the outer cylinder 27 of the built-in stiffness control valve, and the other part is still communicated with the second row of holes 25 of the outer cylinder, while the second row of holes 23 of the inner cylinder is not shielded by the outer cylinder 27 of the built-in stiffness control valve, and is still communicated with the first row of holes 24 of the outer cylinder. At this time, the inner cylinder 28 of the built-in stiffness control valve is communicated with the outer cylinder 27 of the built-in stiffness control valve through the partially shielded third row of holes 26 of the inner cylinder and the unshielded second row of holes 23 of the inner cylinder. When the same amount of oil flows in, the pressure in the large oil chamber 31 increases slowly due to the large volume of the chamber, while the pressure in the small oil chamber 21 increases quickly due to the small volume of the chamber, resulting in that the pressure in the large oil chamber 31 is lower than that in the small oil chamber 21. Most of the hydraulic oil flows from the lower chamber of the oil cylinder 29 through the first row of holes 19 of the inner cylinder, the partially shielded third row of holes 26 of the inner cylinder and the second row of holes 25 of the outer cylinder, and the unshielded second row of holes 23 of the inner cylinder and the first row of holes 24 of the outer cylinder into the inner cavity of the plunger 3, and then flows into the large oil chamber 31 through the upper ear flow channel 2, the inerter tube 32 and the electric control throttle valve 30. At the same time, a small part of the hydraulic oil flows from the lower chamber of the oil cylinder 29 through the lower ear flow channel 18, the damper 20 and into the small oil chamber 21. At this time, the large oil chamber 31 mainly provides smaller stiffness to realize small stiffness vibration isolation and anti-resonance vibration reduction.When the inner cylinder 28 moves upward relative to the outer cylinder 27 to the lower edge of the third row of holes 26 of the inner cylinder being higher than the upper edge of the second row of holes 25 of the outer cylinder, and the lower edge of the second row of holes 23 of the inner cylinder is not higher than the upper edge of the first row of holes 24 of the outer cylinder, the third row of holes 26 of the inner cylinder is completely shielded by the outer cylinder 27, and the second row of holes 23 of the inner cylinder is not completely shielded and communicates with the first row of holes 24 of the outer cylinder. At this time, the inner cylinder 28 communicates with the outer cylinder 27 through the second row of holes 23 of the inner cylinder which is not completely shielded, and most of the hydraulic oil flows from the lower chamber of the oil cylinder 29 into the inner cavity of the plunger 3 through the first row of holes 19 of the inner cylinder, the second row of holes 23 of the inner cylinder which is not completely shielded, and the first row of holes 24 of the outer cylinder, and then flows into the large oil gas chamber 31 through the upper ear flow channel 2, the inerter tube 32, and the electric control throttle valve 30. At the same time, a small part of the hydraulic oil flows from the lower chamber of the oil cylinder 29 into the small oil gas chamber 21 through the lower ear flow channel 18 and the damper 20. At this time, a smaller stiffness is mainly provided by the large oil gas chamber 31, and further small stiffness isolation and anti-resonance vibration reduction are performed.

[0032] When the inner cylinder 28 is driven to move upward relative to the outer cylinder 27, the oil cylinder 29 drives the wheel dynamic vibration absorber to move upward. The oil cylinder 29 pushes the vibration absorbing mass 8 upward through the second clamp 11, the second baffle 10, and the second buffer block 9, so that the second buffer block 9 is compressed and the vibration absorbing mass 8 has a speed, respectively converting the kinetic energy transmitted by the wheel to the vehicle body into elastic potential energy and kinetic energy, thereby realizing vibration absorption and reducing wheel vibration.

[0033] Before the automobile travels, when the vehicle body height is lower than the expected height, the control hydraulic pump station 22 supplies oil to the oil cylinder 29 through the lower ear flow channel 18 until the vehicle body height rises to the expected height position, thereby completing the vehicle body height adjustment. When the vehicle body height is higher than the expected height, the control hydraulic pump station 22 pumps oil from the oil cylinder 29 through the lower ear flow channel 18 until the vehicle body height falls to the expected height position, thereby completing the vehicle body height adjustment.

Claims

1. An integrated stiffness-damping inertia-controlled two-stage vibration-damping oil-pneumatic suspension, consisting of a wheel dynamic vibration absorber and an oil-pneumatic spring, characterized by: The oil-gas spring comprises an oil cylinder (29) vertically arranged vertically above and below, the lower end surface of the oil cylinder (29) is a lower hanging ear (17) in a sealed connection, and the lower end of the lower hanging ear (17) is connected to the wheel; The piston (15) divides the oil cylinder (29) into two upper and lower chambers. The hollow plunger (3) extends into the upper chamber and is fixedly connected to the piston (15) at its lower end and fixedly connected to the upper lifting lug (1) at its upper end. The upper end of the upper lifting lug (1) is connected to the vehicle body. A plurality of piston flow channels (14) are provided on the piston (15) outside the plunger (3). The upper lifting lug (1) is provided with an upper lifting lug flow channel (2) communicating with the plunger (3), and the upper lifting lug flow channel (2) is sequentially connected to the inertia tube (32) located outside the oil cylinder (29), the electric control throttle valve (30) and the large oil and gas chamber (31) through a first hydraulic oil pipe; The lower lifting lug (17) is provided with a lower lifting lug flow channel (18) communicating with the lower chamber of the oil cylinder (29); the lower lifting lug flow channel (18) is sequentially connected to a damper (20) and a small oil and gas chamber (21) located outside the oil cylinder (29) via a second hydraulic oil pipe; the second hydraulic oil pipe between the lower lifting lug flow channel (18) and the damper (20) is connected to a hydraulic pump station (22); The plunger (3) is provided with an outer cylinder (27) of a built-in stiffness control valve whose lower end is fixedly connected to the piston (15). The outer cylinder (27) is provided with an inner cylinder (28) of a built-in stiffness control valve which can move up and down and is sealed at the upper end and connected to the lower ear (17) through a ball joint (16) at the lower end. The side wall of the inner cylinder (28) of the built-in stiffness control valve is provided with a first row of inner cylinder holes (19), a second row of inner cylinder holes (23) and a third row of inner cylinder holes (26) from bottom to top; the side wall of the outer cylinder (27) of the built-in stiffness control valve is provided with a first row of outer cylinder holes (24) and a second row of outer cylinder holes (25) from bottom to top; the hole height of the first row of outer cylinder holes (24) is greater than the hole height of the second row of inner cylinder holes (23), and the hole height of the second row of outer cylinder holes (25) is greater than the hole height of the third row of inner cylinder holes (26); when the vehicle body and the wheel are in a stationary state, the lower edge of the second row of inner cylinder holes (23) is aligned with the lower edge of the first row of outer cylinder holes (24), and the upper edge of the third row of inner cylinder holes (26) is aligned with the upper edge of the second row of outer cylinder holes (25).

2. The integrated stiffness, damping and inertia self-controlled two-stage vibration damping oil-pneumatic suspension according to claim 1 is characterized by: A stopper (33) is provided at the upper end of the plunger (3) so that the piston (15) does not contact the ball joint (16) when moving downward.

3. The integrated stiffness, damping and inertia self-controlled two-stage vibration damping oil-pneumatic suspension according to claim 1 is characterized by: There is no oil seal between the outer wall circumference of the piston (15) and the inner wall of the oil cylinder (29).

4. The integrated stiffness-damping-inertia-controlled two-stage vibration-damping oil-pneumatic suspension according to any one of claims 1 to 3, characterized in that: The wheel dynamic vibration absorber is located beside the oil cylinder (29) and is fixedly connected to the side wall of the oil cylinder (29). The wheel dynamic vibration absorber (29) includes a vibration absorbing mass (8) and a force transmission rod (13). The vibration absorbing mass (8) is located in the middle. The overall structure is symmetrical about the center of the vibration absorbing mass (8). The force transmission rod (13) is a round rod structure with threads on the upper and lower sections and a smooth middle section. The vibration absorbing mass (8) is coaxially slidably sleeved on the outside of the middle section of the force transmission rod (13). Nuts, baffles and buffer blocks are provided above and below the vibration absorbing mass (8), which are all coaxially fixedly connected to the force transmission rod (13) through threads and are tightly fitted in sequence. The two baffles are both discs with a slot in the middle in height. The clamps are fixed to the baffles on the oil cylinder (29) through the slots on the baffles.

5. The integrated stiffness, damping and inertia self-controlled two-stage vibration damping oil-pneumatic suspension according to claim 4 is characterized in that: The central axes of the vibration absorbing mass (8), the force transmission rod (13) and the buffer block are collinear and parallel to the central axis of the oil cylinder (29).

6. An operating method of the integrated stiffness-damping-inertia-controlled two-stage vibration-damping oil-pneumatic suspension according to claim 1, characterized in that: When the wheel moves downward away from the vehicle body, the hydraulic oil in the upper chamber of the oil cylinder (29) flows into the lower chamber through the piston flow channel (14), and the inner cylinder (28) of the built-in stiffness control valve moves downward relative to the outer cylinder (27) of the built-in stiffness control valve. When the upper edge of the second row of holes (23) of the inner cylinder is not lower than the lower edge of the first row of holes (24) of the outer cylinder, most of the hydraulic oil flows from the large oil and gas chamber (31) into the inner cavity of the plunger (3), and then flows through the first row of holes (24) of the outer cylinder and the second row of holes (23) of the inner cylinder, as well as the third row of holes (26) and the first row of holes (19) of the inner cylinder into the lower chamber of the oil cylinder (29). A small part of the hydraulic oil flows from the small oil and gas chamber (21) into the lower chamber of the oil cylinder (29). The large oil and gas chamber (31) provides a smaller stiffness, and the electronically controlled throttle valve (30) and the inertia tube (32) provide a smaller damping and a smaller inertia respectively. When the upper edge of the second row of holes (23) of the inner cylinder is lower than the lower edge of the first row of holes (24) of the outer cylinder and the upper edge of the third row of holes (26) of the inner cylinder is not lower than the lower edge of the second row of holes (25) of the outer cylinder, most of the hydraulic oil flows from the large oil and gas chamber (31) into the inner cavity of the plunger (3), and then flows into the lower chamber of the oil cylinder (29) through the second row of holes (25) of the outer cylinder, the third row of holes (26) of the inner cylinder, and the first row of holes (19) of the inner cylinder. A small portion of the hydraulic oil flows from the small oil and gas chamber (21) into the lower chamber of the oil cylinder (29). The large oil and gas chamber (31) provides a smaller rigidity, and the electronically controlled throttle valve (30) and the inertia tube (32) provide a smaller damping and a smaller inertia respectively. When the upper edge of the third row of holes (26) of the inner cylinder is lower than the lower edge of the second row of holes (25) of the outer cylinder, the small oil and gas chamber (21) provides greater rigidity and the damper (20) provides greater damping.

7. The working method according to claim 6, characterized in that: When the inner cylinder (28) of the built-in stiffness control valve moves downward relative to the outer cylinder (27) of the built-in stiffness control valve, the oil cylinder (29) drives the wheel dynamic vibration absorber to move downward to achieve vibration absorption.

8. An operating method of the integrated stiffness-damping-inertia-controlled two-stage vibration-damping oil-pneumatic suspension according to claim 1, characterized in that: When the wheel moves upwards and approaches the vehicle body, the hydraulic oil in the lower chamber of the oil cylinder (29) flows into the upper chamber through the piston flow channel (14), and the inner cylinder (28) of the built-in stiffness control valve moves upward relative to the outer cylinder (27) of the built-in stiffness control valve. When the lower edge of the third row of holes (26) of the inner cylinder is not higher than the upper edge of the second row of holes (25) of the outer cylinder, most of the hydraulic oil flows from the lower chamber of the oil cylinder (29) through the first row of holes (19) of the inner cylinder and the second row of holes (25) of the outer cylinder, the second row of holes (23) of the inner cylinder and the first row of holes (24) of the outer cylinder into the inner chamber of the plunger (3), and then flows into the large oil and gas chamber (31) through the upper ear flow channel (2). A small part of the hydraulic oil flows from the lower chamber of the oil cylinder (29) through the lower ear flow channel (18) into the small oil and gas chamber (21), and the large oil and gas chamber (31) provides a smaller stiffness. When the lower edge of the third row of holes (26) of the inner cylinder is higher than the upper edge of the second row of holes (25) of the outer cylinder and the lower edge of the second row of holes (23) of the inner cylinder is not higher than the upper edge of the first row of holes (24) of the outer cylinder, most of the hydraulic oil flows from the lower chamber of the oil cylinder (29) through the first row of holes (19) of the inner cylinder, the second row of holes (23) of the inner cylinder and the first row of holes (24) of the outer cylinder into the inner cavity of the plunger (3), and then flows into the large oil and gas chamber (31) through the upper ear flow channel (2), and a small part of the hydraulic oil flows from the lower chamber of the oil cylinder (29) into the small oil and gas chamber (21), and the large oil and gas chamber (31) provides less rigidity; When the lower edge of the second row of holes (23) of the inner cylinder is higher than the upper edge of the first row of holes (24) of the outer cylinder, no hydraulic oil flows between the outer cylinder (27) of the built-in stiffness control valve and the inner cylinder (28) of the built-in stiffness control valve, and the small oil-gas chamber (21) provides greater stiffness, and the damper (20) provides greater damping.

9. The working method according to claim 8, characterized in that: While driving the inner cylinder (28) of the built-in stiffness control valve to move upward relative to the outer cylinder (27) of the built-in stiffness control valve, the oil cylinder (29) drives the wheel dynamic vibration absorber to move upward to achieve vibration absorption.

10. The working method according to any one of claims 6 to 9, characterized in that: Before the vehicle travels, when the vehicle body height is lower than the desired height, the hydraulic pump station (22) supplies oil to the oil cylinder (29) through the lower lug flow channel (18) until the vehicle body height rises to the desired height position; when the vehicle body height is higher than the desired height, the hydraulic pump station (22) draws oil from the oil cylinder (29) through the lower lug flow channel (18) until the vehicle body height falls back to the desired height position, thereby completing the vehicle body height adjustment.

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