Suspension system and control method thereof, and vehicle

Abstract

The present disclosure relates to a suspension system and a control method thereof, and a vehicle, wherein the suspension system includes: a driving device; a connecting rod mechanism, wherein the connecting rod mechanism includes a power input end and a power output end, wherein the power input end is connected to the driving device, and the power output end is used to connect a wheel side assembly; wherein the connecting rod mechanism is configured to convert the driving force provided by the driving device received by the power input end into an output force at the power output end, and the output force has a vertical component. The suspension system provided by the present disclosure can adjust the vertical force of the tire contact point through the driving device via the connecting rod mechanism when the vehicle body rolls due to receiving a lateral force, without affecting the roll stiffness of the suspension system, thereby ensuring the ride comfort of the vehicle. In addition, the suspension system omits the stabilizer bar, and adjusts the vertical force of the tire contact point through the cooperation of the driving device and the connecting rod mechanism, which has a simple structure and saves costs.

Description

Technical Field

[0001] The present disclosure relates to the automotive field, and in particular to a suspension system and a control method thereof, and a vehicle. Background Art

[0002] The suspension system is the general term for all force-transmitting connection devices between the vehicle frame (or load-bearing body) and the axle (or wheel). Its function is to transmit the force and torque acting between the wheel and the frame, to cushion the impact force transmitted to the frame or body by the uneven road surface, and to reduce the vibration caused thereby, so as to ensure that the car can run smoothly.

[0003] However, when the car body rolls due to lateral force, the roll stiffness of the internal suspension system increases significantly, affecting ride comfort. Summary of the invention

[0004] In order to overcome the problems existing in the related art, the present disclosure provides a suspension system and a control method thereof, and a vehicle.

[0005] According to a first aspect of the present disclosure, there is provided a suspension system, the suspension system comprising:

[0006] Drive device;

[0007] A connecting rod mechanism, the connecting rod mechanism comprising a power input end and a power output end, the power input end is connected to the driving device, and the power output end is used to connect a wheel assembly;

[0008] Wherein, the connecting rod mechanism is configured to convert the driving force provided by the driving device received by the power input end into the output force of the power output end, and the output force has a vertical component.

[0009] In some embodiments of the present disclosure, the connecting rod mechanism includes a connecting rod and a first control arm, one end of the connecting rod constitutes the power input end, the other end of the connecting rod is rotatably connected to the first end of the first control arm, the second end of the first control arm constitutes the power output end, and a rotatable connection portion is provided on the first control arm, and the rotatable connection portion is used to rotatably connect the first control arm to a frame or a vehicle body.

[0010] In some embodiments of the present disclosure, the connecting rod extends in a horizontal direction, and the driving device provides a driving force in a horizontal direction to the connecting rod.

[0011] In some embodiments of the present disclosure, a buffer device is provided on the connecting rod, and the buffer device is used to buffer the movement of the connecting rod along the axial direction of the connecting rod.

[0012] In some embodiments of the present disclosure, the first control arm includes a first arm portion and a second arm portion arranged at an angle, one end of the first arm portion is the first end of the first control arm, the first end of the second arm portion is the second end of the first control arm, and the rotating connection portion is arranged at the intersection of the other end of the first arm portion and the other end of the second arm portion.

[0013] In some embodiments of the present disclosure, the first arm portion and the second arm portion are perpendicular to each other, and the connecting rod and the second arm portion both extend in a horizontal direction.

[0014] In some embodiments of the present disclosure, the suspension system further includes a shock absorber, one end of which is rotatably connected to the second arm portion, and the other end of the shock absorber is used to connect to the vehicle body.

[0015] In some embodiments of the present disclosure, the driving device includes a cylinder body and a first piston and a second piston arranged in the cylinder body, the cylinder body is fixed to a frame or a body, the first piston and the second piston divide the inner cavity of the cylinder body into three mutually isolated inner cavity units, and the volume change of each of the inner cavity units is used to drive the first piston and the second piston to move, the driving device has a first side and a second side relative to each other, and a connecting rod mechanism is arranged on the first side and the second side of the driving device, and the first piston and the second piston are respectively connected to the connecting rod mechanisms on both sides.

[0016] In some embodiments of the present disclosure, the cylinder body is an elongated structure extending in a horizontal direction, and the first piston and the second piston are arranged in the cylinder body at intervals in the horizontal direction and can move along the extension direction of the cylinder body.

[0017] In some embodiments of the present disclosure, the driving device includes a hydraulic control system, which is used to provide hydraulic oil to each of the inner cavity units and change the amount of hydraulic oil in each of the inner cavity units to drive the first piston and the second piston to move.

[0018] In some embodiments of the present disclosure, the driving device has multiple working modes, and the multiple working modes include:

[0019] The first working mode is used to control the first piston and the second piston to be fixed;

[0020] A second working mode is used to control the first piston and the second piston to move along the cylinder body, and the distance between the first piston and the second piston remains unchanged;

[0021] A third working mode is used to control the first piston and the second piston to move toward or away from each other relative to each other;

[0022] The fourth working mode is used to control the first piston and the second piston to move freely.

[0023] In some embodiments of the present disclosure, the suspension system comprises:

[0024] A second control arm, wherein the first end of the second control arm is used to connect to the wheel assembly, and the second end of the second control arm is used to connect to the vehicle frame or vehicle body.

[0025] According to a second aspect of the present disclosure, a control method for a suspension system is provided, the control method for a suspension system comprising:

[0026] Obtaining vehicle status information and / or road surface information;

[0027] Based on the state information of the vehicle and / or the road surface information, the driving device is controlled to drive the connecting rod mechanism to move, so as to change the size and / or direction of the output force.

[0028] In some embodiments of the present disclosure, the obtaining of vehicle status information and / or road surface information includes:

[0029] Acquire a control instruction received by the vehicle, the control instruction including a throttle control instruction, a steering control instruction and / or a brake control instruction, and use the control instruction as the status information of the vehicle; and / or,

[0030] Acquiring body motion state information of the vehicle, the body motion state information including speed information of the vehicle in the vertical direction, the horizontal direction and / or the tilt direction, and using the body motion state information of the vehicle as the state information of the vehicle; and / or,

[0031] The road surface spectrum information of the road surface on which the vehicle is traveling is obtained, and the road surface spectrum information is used as the road surface information.

[0032] In some embodiments of the present disclosure, the driving device has a first working mode. When the driving device is in the first working mode, the first piston and the second piston in the cylinder of the driving device are controlled to be fixed so that the output force remains unchanged.

[0033] In some embodiments of the present disclosure, controlling the driving device to drive the connecting rod mechanism to move based on the vehicle state information and / or road surface information to change the magnitude and / or direction of the output force includes:

[0034] When it is determined according to the vehicle status information and / or road surface information that the vehicle is traveling on a flat road at a constant speed, the driving device is controlled to be in the first working mode.

[0035] In some embodiments of the present disclosure, the drive device has a second operating mode. When the drive device is in the second operating mode, the first piston and the second piston in the cylinder body of the drive device are controlled to move along the cylinder body, and the distance between the first piston and the second piston remains unchanged, so as to increase the downward vertical component of the output force applied to the wheel toward which the first piston and the second piston move, and increase the upward vertical component of the output force applied to the wheel away from which the first piston and the second piston move.

[0036] In some embodiments of the present disclosure, controlling the driving device to drive the connecting rod mechanism to move based on the vehicle state information and / or road surface information to change the magnitude and / or direction of the output force includes:

[0037] When it is determined according to the vehicle status information and / or road surface information that one side wheel of the vehicle passes through a protrusion or a depression, or when it is determined that the vehicle turns, the drive device is controlled to be in the second working mode.

[0038] In some embodiments of the present disclosure, the drive device has a third operating mode. When the drive device is in the third operating mode, the first piston and the second piston in the cylinder of the drive device are controlled to move relative to each other so as to simultaneously increase the upward vertical component of the output force of the wheels on both sides, or the first piston and the second piston are controlled to move relative to each other so as to simultaneously increase the downward vertical component of the output force of the wheels on both sides.

[0039] In some embodiments of the present disclosure, controlling the driving device to drive the connecting rod mechanism to move based on the vehicle state information and / or road surface information to change the magnitude and / or direction of the output force includes:

[0040] When it is determined according to the vehicle status information and / or road surface information that the vehicle is accelerating, braking, or driving on an uneven road surface, the drive device is controlled to be in the third operating mode.

[0041] In some embodiments of the present disclosure, the driving device has a fourth working mode. When the driving device is in the fourth working mode, the first piston and the second piston in the cylinder of the driving device are controlled to move freely.

[0042] In some embodiments of the present disclosure, controlling the driving device to drive the connecting rod mechanism to move based on the vehicle state information and / or road surface information to change the magnitude and / or direction of the output force includes:

[0043] When it is determined according to the vehicle status information and / or road surface information that one side wheel of the vehicle passes through a protrusion or a depression, or when it is determined that the vehicle turns, the drive device is controlled to be in the fourth working mode.

[0044] According to a third aspect of the present disclosure, a vehicle is provided, comprising the suspension system as described above, or adopting the control method of the suspension system as described above.

[0045] The technical solution provided by the embodiment of the present disclosure may include the following beneficial effects: a connecting rod mechanism is provided between the driving device and the wheel side assembly, and the driving force provided by the driving device is converted into an output force output to the wheel side assembly through the connecting rod mechanism, and the output force has a vertical component to change the vertical force of the tire contact point. In this way, when the vehicle body rolls due to the lateral force, the vertical force of the tire contact point can be adjusted by the driving device through the connecting rod mechanism without affecting the roll stiffness of the suspension system, thereby ensuring the ride comfort of the vehicle. In addition, the suspension system omits the stabilizer bar, and the vertical force of the tire contact point is adjusted by the driving device and the connecting rod mechanism, which has a simple structure and saves costs.

[0046] It is to be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0047] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the invention and, together with the description, serve to explain the principles of the invention.

[0048] Figure 1 It is a structural diagram of a suspension system;

[0049] Figure 2 yes Figure 1 A schematic diagram of the structure of a stabilizer bar of the suspension system shown;

[0050] Figure 3 yes Figure 2 An example diagram of the forces acting on the stabilizer bar shown;

[0051] Figure 4 It is a schematic diagram comparing the roll stiffness of the suspension system when the stabilizer bar is installed and when the stabilizer bar is not installed;

[0052] Figure 5 is a structural schematic diagram of a suspension system according to an exemplary embodiment;

[0053] Figure 6 is a schematic structural diagram of a driving device in a suspension system according to an exemplary embodiment;

[0054] Figure 7is a schematic diagram of output force when a first piston and a second piston in a suspension system move synchronously to the left according to an exemplary embodiment;

[0055] Figure 8 is a schematic diagram of output force when a first piston and a second piston in a suspension system move rightward synchronously according to an exemplary embodiment;

[0056] Fig. 9 is a schematic diagram of output force when a first piston and a second piston in a suspension system move relative to each other according to an exemplary embodiment;

[0057] Fig.10 is a schematic diagram of output force when a first piston and a second piston in a suspension system move away from each other according to an exemplary embodiment;

[0058] Fig.11 is a flow chart of a control method of a suspension system according to an exemplary embodiment.

[0059] In the figure:

[0060] 1-subframe; 2-control arm; 3-shock absorber; 4-spring; 5-wheel assembly; 6-stabilizer bar;

[0061] 61-stabilizing rod; 611-passive stabilizing rod support; 612-stabilizing rod body; 62-stabilizing rod tie rod;

[0062] 10-driving device; 11-first piston; 12-second piston; 13-cylinder body; 131-first inner cavity unit; 132-second inner cavity unit; 133-third inner cavity unit; 14-hydraulic control system; 20-connecting rod mechanism; 201-power input end; 202-power output end; 21-connecting rod; 22-first control arm; 221-first arm part; 222-second arm part; 223-rotating connection part; 30-second control arm; 40-buffer device; 50-shock absorber; 100-wheel side assembly; 200-subframe. DETAILED DESCRIPTION

[0063] Exemplary embodiments will be described in detail herein, examples of which are shown in the accompanying drawings. When the following description refers to the drawings, the same numbers in different drawings represent the same or similar elements unless otherwise indicated. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present invention. Instead, they are merely examples of devices and methods consistent with some aspects of the present invention as detailed in the appended claims.

[0064] The suspension system is mainly divided into passive suspension system and active suspension system.

[0065] The passive suspension system relies on springs and stabilizer bars to control the body roll caused by the lateral force when the vehicle turns. At the same time, the stabilizer bar also distributes the front and rear roll stiffness, thereby adjusting the steering trend of the entire vehicle, and is also important for handling stability. Roll refers to the body tilting to one side. For example, when the vehicle is on a horizontal plane, the central axis perpendicular to the horizontal plane is recorded as the first axis. When the vehicle rolls, there is an angle between its first axis and the plumb line. Roll stiffness refers to the increment of the restoring moment applied by the suspension of one axle (the line connecting the centers of the left and right wheels) to the sprung mass of the vehicle corresponding to a unit increment of the roll angle.

[0066] Figure 1 A structural schematic diagram of a suspension system is shown, such as Figure 1 As shown, the suspension system includes a subframe 1, control arms 2 (5 in total), shock absorbers 3, springs 4, wheel rim assemblies 5 and stabilizer bars 6. Among them, the shock absorber 3 is a traditional passive shock absorber, and the spring 2 is a coil spring.

[0067] The subframe 1 is connected to the vehicle body through a bushing, the control arm 2 is connected to the subframe 1 and the wheel assembly 5, the shock absorber 3 is connected to the vehicle body and one of the control arms 2, and the spring 4 is also connected to the vehicle body and one of the control arms 2. The stabilizer bar 6 is installed on the subframe 1 through a bushing and a bracket, and is connected to the wheel assembly 5 through a connecting rod.

[0068] In this way, the control arm 2, the subframe 1 and the wheel assembly 5 form a single degree of freedom motion mechanism with vertical motion. The vertical motion is supported by the spring 4, which plays a bearing role. The shock absorber 3 is a damping element that can quickly attenuate the vertical vibration excitation from the road surface. Due to the demand for comfort, the vertical vibration offset frequency of the suspension support weight is usually controlled between 1 and 1.7, and the vertical stiffness range converted to the wheel assembly is usually 25 to 40 N / mm. However, when turning, due to the effect of lateral acceleration, the body produces a roll angle. In order to avoid excessive body roll, a stabilizer bar 6 is needed to increase the wheel center stiffness, generally reaching 50 to 100 N / mm, that is, to increase the roll stiffness, in order to meet the needs of the whole vehicle.

[0069] Other independent suspensions, such as McPherson suspension, three-link (Qudral-link and Central-link) suspension, E-type multi-link (SLA) suspension, integrated link (Intergral-link) suspension, etc., all require the use of stabilizer bars to increase roll stiffness.

[0070] Figure 2 A schematic diagram of the structure of a passive stabilizer bar is shown in FIG. Figure 2As shown, the passive stabilizer bar includes a stabilizer bar 61 and stabilizer bar pull rods 62 arranged at both ends of the stabilizer bar, wherein the stabilizer bar 61 includes a stabilizer bar body 612 and a passive stabilizer bar support 611 arranged on the stabilizer bar body 612, the passive stabilizer bar support 611 is usually fixedly connected to the subframe or the vehicle body, and connected to the stabilizer bar body 612 through a bushing, and the stabilizer bar body 612 can rotate around the center line of the bushing. The stabilizer bar body 612 is usually made of spring steel and can withstand a certain degree of torsion and bending.

[0071] When the vehicle turns, the lateral acceleration generates centrifugal force, which acts on the center of mass of the vehicle, causing the vehicle body to twist and the load on the left and right wheels to transfer. At the same time, the inner wheel drops and the outer wheel rises. The force on the stabilizer bar 61 is as follows: Figure 3 As shown, since the stabilizer bar itself has a certain torsional rigidity, a reaction force is generated to prevent the body from twisting.

[0072] Figure 4 A schematic diagram showing the comparison of the roll stiffness of the suspension system when the stabilizer bar is installed and when the stabilizer bar is not installed. Figure 4 The dotted line is the roll stiffness curve when the stabilizer bar is not installed, and the solid line is the roll stiffness curve when the stabilizer bar is installed. Figure 4 It can be seen that installing a stabilizer bar can greatly increase the roll stiffness of the suspension system, thereby reducing the roll angle of the vehicle body when turning. The roll stiffness of the passive stabilizer bar is related to the lever ratio of the connecting rod, the stabilizer bar diameter and the stabilizer bar bushing stiffness. Therefore, in a given suspension system, the stabilizer bar diameter of a passive stabilizer bar can only correspond to one roll stiffness, namely the static stiffness.

[0073] The stabilizer bar can also be an active stabilizer bar, which usually includes a first rod portion and a second rod portion arranged at intervals, and the first rod portion and the second rod portion are connected by a servo mechanism, and the servo mechanism can disconnect and connect the first rod portion and the second rod portion. In this way, when a wheel on one side passes over a bump or a pothole, it will not affect the wheel on the other side. When turning, the servo mechanism connects the first rod portion and the second rod portion, thereby increasing the roll stiffness.

[0074] The active stabilizer bar can also use two motors to control the first rod part and the second rod part respectively, and adjust the relative torsional speed and relative fixity of the first rod part and the second rod part through the motor, so as to achieve the purpose of dynamically adjusting the roll stiffness, and at the same time, the longitudinal tilt of the vehicle body can also be controlled.

[0075] The above-mentioned stabilizer bar, whether it is a passive stabilizer bar or an active stabilizer bar, is connected to the wheel side assembly 5 or the control arm 2, so that the wheel jump (tire jump) on both sides affects each other. When the tires on both sides jump in the same direction, the stabilizer bar has basically no effect on the vertical stiffness of the wheel center. When jumping in the opposite direction, the stabilizer bar produces torsional movement, thereby increasing the stiffness of the suspension system. The increase in the stiffness of the suspension system will affect the ride comfort.

[0076] Active suspension includes active shock absorbers and air springs. There are two types of active shock absorbers. One is similar to traditional shock absorbers. It can only adjust the damping force level according to the actual driving conditions through the control unit, and it is still a damping element. The other has a work system. The shock absorber can generate force through the hydraulic unit to do work and react to the road excitation, thereby achieving the goal of improving comfort and handling. Air springs can mainly achieve changes in spring stiffness and load, so as to maintain the vertical vibration frequency of the sprung mass under different load conditions and lift the body, thereby improving comfort and passability.

[0077] In one embodiment, the active suspension is compared to Figure 1 The passive suspension shown in the figure has the following main differences: air springs are used to replace coil springs, active shock absorbers are used to replace passive shock absorbers, and air reservoirs, hydraulic servo mechanisms, and air compressors are added. At the same time, the stabilizer bar is eliminated, and its function is completed by the active shock absorber. When the vehicle is driving in a straight line, the active shock absorber adjusts the damping according to the vibration excitation of the road surface, and the hydraulic servo mechanism does not need to participate in the work; when the vehicle is driving in a curve, the lateral force causes the body to roll, and the hydraulic servo mechanism lengthens the outer active shock absorber, which can instantly increase the roll stiffness. At the same time, the air spring can also participate in the work to increase the roll stiffness; when the vehicle is driving in a straight line and in a curve, other control strategies are adopted according to different working conditions such as acceleration, braking, and steering input.

[0078] The above-mentioned active suspension also needs to increase the roll stiffness when the vehicle body rolls, which will also affect the ride comfort.

[0079] Based on this, the present disclosure provides a suspension system, in which a connecting rod mechanism is arranged between a driving device and a wheel rim assembly, and the driving force provided by the driving device is converted into an output force output to the wheel rim assembly through the connecting rod mechanism, and the output force has a vertical component to change the vertical force of the tire contact point. In this way, when the vehicle body rolls due to lateral force, the vertical force of the tire contact point can be adjusted by the driving device through the connecting rod mechanism without affecting the roll stiffness of the suspension system, thereby ensuring the ride comfort of the vehicle.

[0080] An exemplary embodiment of the present disclosure provides a suspension system, such as Figure 5As shown, the suspension system includes a drive device 10 and a connecting rod mechanism 20 connected to each other. The drive device 10 is used to provide a driving force to the connecting rod mechanism 20 to drive the connecting rod mechanism 20 to move. The connecting rod mechanism 20 is used to convert the driving force provided by the drive device 10 into an output force and output it to the wheel side assembly 100.

[0081] Among them, the connecting rod mechanism 20 includes a power input end 201 and a power output end 202, the power input end 201 is connected to the drive device 10, and the power output end 202 is used to connect a wheel rim assembly 100, for example, the power output end 202 is rotatably connected to the wheel rim assembly 100, for example, it is hinged to the wheel rim assembly 100 through a bushing or a ball pin. The connecting rod mechanism 20 is configured to convert the driving force provided by the drive device 10 received by the power input end 201 into an output force of the power output end 202, and the output force has a vertical component. It can be understood that the vertical component of the output force described here refers to the component of the output force in a direction perpendicular to the tire contact surface, and the vertical component is used to provide an upward lifting force to the tire, or to provide a downward downforce to the tire. The direction of the vertical component is, for example, Figure 5 A direction shown in .

[0082] In this embodiment, a connecting rod mechanism 20 is provided between the driving device 10 and the wheel side assembly 100, and the driving force provided by the driving device 10 is converted into an output force output to the wheel side assembly 100 through the connecting rod mechanism 20, and the output force has a vertical component to change the vertical force of the tire contact point. In this way, when the vehicle body rolls due to the lateral force, the vertical force of the tire contact point can be adjusted by the driving device 10 through the connecting rod mechanism 20, and what is changed is the shape of the connecting rod mechanism 20, and the roll stiffness of the suspension system will not be affected, thereby ensuring the ride comfort of the vehicle. In addition, the suspension system omits the stabilizer bar, and the vertical force of the tire contact point is adjusted by the driving device 10 and the connecting rod mechanism 20, which has a simple structure and saves costs.

[0083] The connecting rod mechanism 20 can be, for example, a double crank mechanism, a crank rocker mechanism, a crank slider mechanism, etc., or a combination of various mechanism units. The present disclosure does not impose any restrictions on this. The direction and size of the vertical component of the output force can be adjusted by changing the shape of the connecting rod mechanism 20.

[0084] It can be understood that in this embodiment, the connecting rod mechanism 20 is used to connect with one wheel side assembly 100. Usually, there are four wheel side assemblies 100 in the vehicle, and each wheel side assembly 100 is connected to a corresponding connecting rod mechanism 20. The driving device 10 can drive only one connecting rod mechanism 20 to move, or it can drive multiple connecting rod mechanisms 20 at the same time.

[0085] An exemplary embodiment of the present disclosure provides a suspension system, such as Figure 5As shown, the suspension system includes a driving device 10 and a connecting rod mechanism 20. The connecting rod mechanism 20 includes a connecting rod 21 and a first control arm 22, one end of the connecting rod 21 constitutes a power input end 201, the other end of the connecting rod 21 is rotatably connected to the first end of the first control arm 22, the second end of the first control arm 22 constitutes a power output end 202, and the first control arm 22 is provided with a rotating connection portion 223, which is used to rotatably connect the first control arm 22 to the frame or the body.

[0086] The vehicle frame is, for example, a subframe 200 that supports a suspension system, and the vehicle body is, for example, a body steel plate of a load-bearing vehicle body. The first control arm 22 is connected to the vehicle frame or the vehicle body through a rotating connection portion 223. Since the vehicle frame and the vehicle body are relatively fixed structures, the position of the rotating connection portion 223 is also relatively fixed, so that when the first control arm 22 rotates, the force of the first end of the first control arm 22 is transmitted to the second end, so that the output force is applied to the wheel side assembly 100 through the second end of the first control arm 22.

[0087] Usually, upper and lower control arms are provided in the suspension system. In the present embodiment, a control arm constitutes a part of the linkage mechanism 20, thereby simplifying the structure and reducing the cost while ensuring that an output force with a vertical component is provided to the wheel side assembly 100.

[0088] Continue to refer Figure 5 The suspension system also includes a second control arm 30, a first end of the second control arm 30 is used to connect to the wheel side assembly 100, and a second end of the second control arm 30 is used to connect to the frame or the vehicle body. The second control arm 30 is located above the first control arm 22. The first control arm 22, the second control arm 30, the frame and the wheel side assembly 100 constitute a motion mechanism with a single degree of freedom of vertical motion.

[0089] The rotating connection part 223 can be, for example, a bushing, a ball pin or other structures. Of course, the rotating connection part 223 can also be other rotating connection structures that can rotatably connect the first control arm 22 to the frame or the body, and the present disclosure does not limit this.

[0090] In one embodiment, if Figure 5 As shown, the connecting rod 21 extends in the horizontal direction, and the driving device 10 provides a driving force in the horizontal direction to the connecting rod 21. In this embodiment, the connecting rod 21 is set as a horizontal rod, which can reduce the vertical size of the suspension system on the one hand, making the structure of the suspension system more compact, and on the other hand, since the tires of the vehicle are usually arranged oppositely to the left and right, the connecting rod mechanism 20 is also arranged oppositely to the left and right. In this way, the driving device 10 can be set between the two oppositely arranged connecting rod mechanisms 20, so that the driving device 10 can drive the two opposite connecting rod mechanisms 20 to move at the same time.

[0091] To further improve the ride comfort of the vehicle, Figure 5 As shown, a buffer device 40 is provided on the connecting rod 21, and the buffer device 40 is used to buffer the movement of the connecting rod 21 along its axial direction to avoid vehicle bumps and ensure ride comfort. The buffer device 40 can be, for example, a spring, a damper, or other structure that can buffer the movement. Exemplarily, the buffer device 40 is a spring, and when the connecting rod 21 moves, the spring can provide elastic force in the direction of movement and expand and contract in the direction of movement to ensure comfort. The spring can be an air spring, and the air spring can also achieve changes in stiffness to adapt to different load conditions.

[0092] Among them, the connecting rod 21 may include a first connecting rod portion and a second connecting rod portion, one end of the first connecting rod portion is connected to the first end of the first control arm 22, the other end of the first connecting rod portion is connected to one end of the buffer device 40, one end of the second connecting rod portion is connected to the driving device 10, and the other end of the second connecting rod portion is connected to the other end of the buffer device 40, and the axes of the first connecting rod portion, the second connecting rod portion and the buffer device 40 coincide to ensure the transmission of axial force between each other without radial displacement.

[0093] In one embodiment, if Figure 5 As shown, the first control arm 22 includes a first arm portion 221 and a second arm portion 222 arranged at an angle, one end of the first arm portion 221 is the first end of the first control arm 22, the first end of the second arm portion 222 is the second end of the first control arm 22, and the rotation connection portion 223 is arranged at the intersection of the other end of the first arm portion 221 and the other end of the second arm portion 222. For example, the other end of the first arm portion 221 and the other end of the second arm portion 222 are both connected to the side of the rotation connection portion 223.

[0094] Compared with the two-force rod structure control arm and the triangular arm structure control arm in the related art, in this embodiment, the first control arm 22 is set to a bent structure. On the one hand, it can reduce the vertical size of the suspension system and make the structure of the suspension system more compact. On the other hand, by setting the angle between the first arm portion 221 and the second arm portion 222, the output force has more vertical components.

[0095] For example, reference Figure 5 As shown, the first arm 221 and the second arm 222 are perpendicular to each other, and the connecting rod 21 and the second arm 222 both extend in the horizontal direction. Therefore, when the connecting rod 21 moves in the horizontal direction, the output force applied by the first control arm 22 to the wheel assembly 100 is a vertical force, thereby improving the force transmission efficiency. Figure 5Taking the connecting rod mechanism 20 on the left side as an example, when the connecting rod 21 moves to the left, the first end of the first control arm 22 is driven to the left, and the second end of the first control arm 22 applies a downward output force to the wheel side assembly 100; and when the connecting rod 21 moves to the right, the first end of the first control arm 22 is driven to the right, and the second end of the first control arm 22 applies an upward output force to the wheel side assembly 100. The movement mode of the connecting rod mechanism 20 on the right side is similar and will not be repeated here.

[0096] In one embodiment, the suspension system further includes a shock absorber 50, one end of which is rotatably connected to the second arm 222, and the other end of the shock absorber 50 is used to connect to the vehicle body. The shock absorber 50 is provided to attenuate vertical vibration excitation from the road surface, thereby further improving comfort.

[0097] An exemplary embodiment of the present disclosure provides a suspension system, such as Figure 5 As shown, the suspension system includes a drive device 10 and a connecting rod mechanism 20 connected to each other. Figure 6 As shown, the drive device 10 includes a cylinder body 13 and a first piston 11 and a second piston 12 arranged in the cylinder body 13. The cylinder body 13 is fixed to the frame or the body. The first piston 11 and the second piston 12 divide the inner cavity of the cylinder body 13 into three mutually isolated inner cavity units. The volume change of each inner cavity unit is used to drive the first piston 11 and the second piston 12 to move. The drive device 10 has a first side and a second side opposite to each other. A connecting rod mechanism 20 is arranged on the first side and the second side of the drive device 10. The first piston 11 and the second piston 12 are respectively connected to the connecting rod mechanism 20 on both sides. For example, the first piston 11 is connected to the connecting rod mechanism 20 on one side through the first piston rod, and the second piston 12 is connected to the connecting rod mechanism 20 on the other side through the second piston rod.

[0098] In this embodiment, the two connecting rod mechanisms 20 can be driven by the action of two pistons in one cylinder 13. For example, the action of the two pistons can be driven by changing the amount of fluid in each inner cavity unit, thereby further simplifying the structure and control of the suspension system and reducing costs. The fluid can be, for example, gas or liquid, with a fast response speed, thus being able to adapt to transient working conditions.

[0099] As an example, the driving device 10 includes a hydraulic control system 14, which is used to provide hydraulic oil to each inner cavity unit and change the amount of hydraulic oil in each inner cavity unit to drive the first piston 11 and the second piston 12 to move. The hydraulic control system 14 includes, for example, a hydraulic pump and an oil pipeline, the oil pipeline is connected to each inner cavity unit, and the hydraulic pump delivers hydraulic oil to each inner cavity unit and extracts hydraulic oil from each inner cavity unit through the oil pipeline, thereby changing the amount of hydraulic oil in each inner cavity unit. The hydraulic control system can achieve an operating frequency of more than 60 Hz, thereby improving the response speed of the suspension system.

[0100] In one embodiment, if Figure 6 As shown, the cylinder 13 is an elongated structure extending in the horizontal direction, and the first piston 11 and the second piston 12 are arranged in the cylinder 13 at intervals in the horizontal direction and can move along the extension direction of the cylinder 13. For the convenience of description, the three mutually isolated inner cavity units are recorded from left to right as the first inner cavity unit 131, the second inner cavity unit 132 and the third inner cavity unit 133. For the left connecting rod mechanism 20, when the volume of the first inner cavity unit 131 is reduced and the volume of the second inner cavity unit 132 is increased, the first piston 11 can be driven to move leftward, the first piston 11 drives the connecting rod 21 to move leftward, the first end of the first control arm 22 is subjected to the leftward driving force, and the second end of the first control arm 22 applies a downward output force to the wheel side assembly 100. When the volume of the first inner cavity unit 131 is increased and the volume of the second inner cavity unit 132 is decreased, the first piston 11 can be driven to move rightward, the first piston 11 drives the connecting rod 21 to move rightward, the first end of the first control arm 22 is subjected to the rightward driving force, and the second end of the first control arm 22 applies an upward output force to the wheel side assembly 100. The action of the right connecting rod mechanism 20 is similar and will not be described in detail here.

[0101] In this embodiment, the driving device 10 can be set to multiple working modes, and the multiple working modes may include a first working mode, a second working mode, a third working mode and a fourth working mode. When the driving device is in the first working mode, the first piston 11 and the second piston 12 are controlled to be fixed, so that the output force applied to the wheels on both sides remains unchanged.

[0102] like Figure 7 and Figure 8 As shown, when the driving device 10 is in the second working mode, the first piston 11 and the second piston 12 are controlled to move along the cylinder body 13, and the distance between the first piston 11 and the second piston 12 remains unchanged. The movement directions of the first piston 11 and the second piston 12 are as shown in FIG. Figure 7 and Figure 8 As shown by the arrow in the middle. Figure 7As shown, if the first piston 11 and the second piston 12 move to the left synchronously, the left wheel side assembly 100 is subjected to a downward pressure output force, and the right wheel side assembly 100 is subjected to a lifting output force, as shown in FIG. Figure 8 As shown, if the first piston 11 and the second piston 12 move to the right synchronously, the left wheel side assembly 100 is subjected to a lifting output force, and the right wheel side assembly 100 is subjected to a pressing output force.

[0103] like Fig. 9 and Fig.10 As shown, when the driving device 10 is in the third working mode, the first piston 11 and the second piston 12 are controlled to move relative to each other or move away from each other. The movement directions of the first piston 11 and the second piston 12 are as shown in FIG. Fig. 9 and Fig.10 As shown by the arrow in the middle. Fig. 9 As shown, when the first piston 11 and the second piston 12 move relative to each other, the left wheel assembly 100 and the right wheel assembly 100 are both subjected to a lifting output force, such as Fig.10 As shown, when the first piston 11 and the second piston 12 move away from each other, both the left wheel rim assembly 100 and the right wheel rim assembly 100 are subjected to a downward output force.

[0104] When the driving device 10 is in the fourth working mode, the first piston 11 and the second piston 12 are controlled to move freely. It can be understood that the free movement mentioned here means that the first piston 11 is not restricted by the position of the second piston 12, and the second piston 12 is not restricted by the position of the first piston 11, and both can move to any position in the cylinder body 13.

[0105] In this embodiment, different working modes can be selected according to the driving condition of the vehicle and the road conditions (described in detail later) so that the working mode of the drive device is more closely matched with the current working condition of the vehicle. In addition, the driver can also manually select the working mode of the drive device according to actual conditions.

[0106] An exemplary embodiment of the present disclosure further provides a method for controlling a suspension system, which can be used to control the suspension system as described above. Fig.11 As shown, the control method of the suspension system includes:

[0107] S100: Acquire vehicle status information and / or road surface information.

[0108] In this step, the vehicle status information and road surface information can reflect the current working condition of the vehicle. The vehicle status information can be detected by a detection device, or can be determined based on the driver's control actions on the center console, steering wheel, etc. The road surface information can be determined, for example, by road surface image recognition, road surface scanning, etc.

[0109] S200: Based on the vehicle status information and / or road surface information, control the driving device to drive the connecting rod mechanism to change the magnitude and / or direction of the output force.

[0110] In this embodiment, according to the current working condition of the vehicle, the driving device is controlled to drive the connecting rod mechanism to change the shape of the connecting rod mechanism, thereby changing the size and / or direction of the output force output to the wheel rim assembly, so that the force on the wheel rim assembly is more adapted to the current vehicle posture, thereby improving ride comfort.

[0111] In step S100, the state information of the vehicle can be obtained based on the information detected by the detection device, the driver's control actions, etc. In one embodiment, the control instructions received by the vehicle can be obtained, and the control instructions include throttle control instructions, steering control instructions and / or brake control instructions, and the control instructions are used as the state information of the vehicle. For example, when the driver steps on the accelerator, it can be determined that the vehicle is in an accelerating state, when the driver steps on the brake, it can be determined that the vehicle is in a braking state, when the driver turns the steering wheel to the left, it can be determined that the vehicle is in a left turn state, and when the driver turns the steering wheel to the right, it can be determined that the vehicle is in a right turn state.

[0112] In another embodiment, the vehicle body motion state information may be obtained, the vehicle body motion state information includes speed information of the vehicle body in the vertical direction, the horizontal direction and / or the tilt direction, and the speed information may include, for example, linear speed information and angular speed information, and the vehicle body motion state information is used as the vehicle state information. For example, when a horizontal forward acceleration is detected, it can be determined that the vehicle is in an accelerating state, when a horizontal backward acceleration is detected, it can be determined that the vehicle is in a braking state, when a left-leaning acceleration is detected, it can be determined that the vehicle is in a left turn state, and when a right-leaning acceleration is detected, it can be determined that the vehicle is in a right turn state.

[0113] In step S100, the road surface information can be determined by road surface image recognition, road surface scanning, etc. For example, the road surface spectrum information of the road surface on which the vehicle is traveling can be obtained and used as the road surface information. By analyzing the road surface spectrum information, the current road surface condition can be known, such as whether the current road surface is flat, whether it is convex, whether it is concave, etc.

[0114] As mentioned above, the drive device has a plurality of working modes, and thus the drive device can be controlled to switch between different working modes according to the vehicle status information and / or road surface information.

[0115] In one embodiment, the drive device has a first working mode. When the drive device is in the first working mode, the first piston and the second piston in the cylinder of the drive device are controlled to be fixed so that the output force remains unchanged. For example, when it is determined according to the vehicle state information and / or road surface information that the vehicle is traveling at a constant speed on a flat road, the drive device is controlled to be in the first working mode. Under this working condition, there is no need to control the action of the connecting rod mechanism. When the vehicle body has a very small roll, the shock absorber and the buffer device can be responsible for attenuation.

[0116] In one embodiment, the driving device has a second working mode. When the driving device is in the second working mode, the first piston and the second piston in the cylinder of the driving device are controlled to move along the cylinder, and the distance between the first piston and the second piston remains unchanged, so as to increase the downward vertical component of the output force applied to the wheel toward which the first piston and the second piston move, and increase the upward vertical component of the output force applied to the wheel away from which the first piston and the second piston move. In this embodiment, since the first piston and the second piston move synchronously, the increment of the downward vertical component of the output force applied to the wheel toward which the first piston and the second piston move is equal to the increment of the upward vertical component of the output force applied to the wheel away from which the first piston and the second piston move.

[0117] Exemplarily, when it is determined according to the vehicle status information and / or the road surface information that one side wheel of the vehicle passes through a protrusion or a depression, or when it is determined that the vehicle is turning, the driving device is controlled to be in the second working mode. For example, when it is determined according to the vehicle status information and / or the road surface information that the first wheel of the vehicle passes through a protrusion, the upward vertical component of the output force applied to the first wheel is controlled to increase, so that the first wheel is lifted to maintain the stability of the vehicle body. For example, if the first wheel is the left front wheel, then for the driving device between the left front wheel and the right front wheel, the first piston and the second piston both move synchronously to the right, thereby lifting the left front wheel.

[0118] When it is determined according to the vehicle state information and / or road surface information that the second wheel of the vehicle passes through a depression, the downward vertical component of the output force applied to the second wheel is controlled to increase, so that the second wheel is pressed down to maintain the stability of the vehicle body. For example, if the second wheel is the left front wheel, then for the drive device between the left front wheel and the right front wheel, the first piston and the second piston both move synchronously to the left side, so as to press the left front wheel down.

[0119] When the vehicle is turning according to the vehicle state information and / or road surface information, the downward vertical component of the output force applied to the outer wheel is controlled to increase, and the upward vertical component of the output force applied to the inner wheel is controlled to increase, so that the inner wheel is pressed down and the outer wheel is lifted up to reduce the body roll. For example, when the vehicle turns left, the first piston and the second piston are driven to move synchronously to the left, and when the vehicle turns right, the first piston and the second piston are driven to move synchronously to the right.

[0120] In one embodiment, the driving device has a third working mode. When the driving device is in the third working mode, the first piston and the second piston in the cylinder of the driving device are controlled to move relative to each other so as to simultaneously increase the upward vertical component of the output force of the wheels on both sides, or the first piston and the second piston are controlled to move relative to each other so as to simultaneously increase the downward vertical component of the output force of the wheels on both sides.

[0121] Exemplarily, when it is determined based on the vehicle status information and / or road surface information that the vehicle is accelerating, braking, or traveling on an uneven road surface, the drive device is controlled to be in the third operating mode.

[0122] For example, when it is determined that the vehicle is accelerating, the upward vertical component of the output force applied to the left front wheel and the right front wheel is controlled to increase, and the downward vertical component of the output force applied to the left rear wheel and the right rear wheel can also be controlled to increase, so that the support force of the left front wheel and the right front wheel is reduced, and the support force of the left rear wheel and the right rear wheel is increased, thereby offsetting the axle load rearward displacement caused by acceleration. Exemplarily, for the drive device between the left front wheel and the right front wheel, the first piston and the second piston move closer to each other, thereby reducing the preload of the buffer device such as a spring; for the drive device between the left rear wheel and the right rear wheel, the first piston and the second piston move away from each other, thereby increasing the preload of the buffer device such as a spring. It can be understood that the left, right, front and back described here are directions with the driver as a reference, the tire on the front side of the driver's left hand side is the left front wheel, the tire on the rear side of the left hand side is the left rear wheel, the tire on the front side of the right hand side is the right front wheel, and the tire on the rear side of the right hand side is the right rear wheel.

[0123] When it is determined that the vehicle is braking, the downward vertical component of the output force applied to the left front wheel and the right front wheel is controlled to increase, and the upward vertical component of the output force applied to the left rear wheel and the right rear wheel can also be controlled to increase, so that the support force of the left front wheel and the right front wheel is increased, and the support force of the left rear wheel and the right rear wheel is reduced, thereby offsetting the forward displacement of the axle load caused by acceleration. Exemplarily, for the drive device between the left front wheel and the right front wheel, the first piston and the second piston move away from each other relative to increase the preload of the buffer device such as a spring; for the drive device between the left rear wheel and the right rear wheel, the first piston and the second piston move toward each other relative to reduce the preload of the buffer device such as a spring.

[0124] When it is determined that the vehicle is traveling on an uneven road, the downward vertical component of the output force applied to each wheel is controlled to increase, thereby lifting the vehicle body. For example, the first piston and the second piston are controlled to move relative to each other to increase the vertical force applied by the wheel to the ground, thereby lifting the vehicle body.

[0125] In one embodiment, the driving device has a fourth working mode. When the driving device is in the fourth working mode, the first piston and the second piston in the cylinder of the driving device are controlled to move freely, so that the first piston and the second piston can move to any position in the cylinder, so as to flexibly adjust the size and direction of the output force received by the wheels on both sides.

[0126] For example, when it is determined that one side of the vehicle's wheel passes through a bump or a depression, or when it is determined that the vehicle is turning, the control drive device is in the fourth working mode to make the wheel's posture more suitable for the current working condition. Especially when the vehicle undergoes a transient rotation, such as in extreme working conditions such as the moose test, the control drive device is in the fourth working mode, and the single-axis roll stiffness and the front and rear roll stiffness distribution can be adjusted to establish the lateral force of the entire vehicle in the optimal mode, and the tire adhesion can be adjusted to improve the handling.

[0127] An exemplary embodiment of the present disclosure provides a vehicle, which may be, for example, a fuel vehicle, an electric vehicle, or a hybrid vehicle. The vehicle includes the suspension system as described above, or adopts the control method of the suspension system as described above.

[0128] Those skilled in the art will readily appreciate other embodiments of the present invention after considering the specification and practicing the invention disclosed herein. This application is intended to cover any variations, uses or adaptations of the present invention that follow the general principles of the present invention and include common knowledge or customary techniques in the art that are not disclosed in this disclosure. The specification and examples are to be considered exemplary only, and the true scope and spirit of the present invention are indicated by the following claims.

[0129] It should be understood that the present invention is not limited to the exact construction that has been described above and shown in the drawings and that various modifications and changes may be made without departing from the scope thereof. The scope of the present invention is limited only by the appended claims.

Claims

1. A suspension system, characterized in that: The suspension system comprises: Drive device; A connecting rod mechanism, the connecting rod mechanism comprising a power input end and a power output end, the power input end is connected to the driving device, and the power output end is used to connect a wheel assembly; Wherein, the connecting rod mechanism is configured to convert the driving force provided by the driving device received by the power input end into the output force of the power output end, and the output force has a vertical component; The connecting rod mechanism includes a connecting rod and a first control arm, one end of the connecting rod constitutes the power input end, the other end of the connecting rod is rotatably connected to the first end of the first control arm, the second end of the first control arm constitutes the power output end, and the first control arm is provided with a rotatable connection part, and the rotatable connection part is used to rotatably connect the first control arm to the frame or the body; The first control arm includes a first arm portion and a second arm portion arranged at an angle, one end of the first arm portion is the first end of the first control arm, the first end of the second arm portion is the second end of the first control arm, and the rotating connection portion is arranged at the intersection of the other end of the first arm portion and the other end of the second arm portion.

2. The suspension system according to claim 1, characterized in that: The connecting rod extends in a horizontal direction, and the driving device provides a driving force in a horizontal direction to the connecting rod.

3. The suspension system according to claim 1, characterized in that: The connecting rod is provided with a buffer device, and the buffer device is used to buffer the movement of the connecting rod along the axial direction thereof.

4. The suspension system according to claim 1, characterized in that: The first arm portion and the second arm portion are perpendicular to each other, and the connecting rod and the second arm portion both extend in a horizontal direction.

5. The suspension system according to claim 1, characterized in that: The suspension system further comprises a shock absorber, one end of which is rotatably connected to the second arm portion, and the other end of which is used to be connected to a vehicle body.

6. The suspension system according to any one of claims 1 to 5, characterized in that: The driving device includes a cylinder body and a first piston and a second piston arranged in the cylinder body. The cylinder body is fixed to a vehicle frame or a vehicle body. The first piston and the second piston divide the inner cavity of the cylinder body into three mutually isolated inner cavity units. The volume change of each inner cavity unit is used to drive the first piston and the second piston to move. The driving device has a first side and a second side opposite to each other. A connecting rod mechanism is arranged on the first side and the second side of the driving device. The first piston and the second piston are respectively connected to the connecting rod mechanisms on both sides.

7. The suspension system according to claim 6, characterized in that: The cylinder body is an elongated structure extending in a horizontal direction. The first piston and the second piston are arranged in the cylinder body at intervals in the horizontal direction and can move along the extending direction of the cylinder body.

8. The suspension system according to claim 6, characterized in that The driving device includes a hydraulic control system, which is used to provide hydraulic oil to each of the inner cavity units and change the amount of hydraulic oil in each of the inner cavity units to drive the first piston and the second piston to move.

9. The suspension system according to claim 6, characterized in that: The driving device has multiple working modes, and the multiple working modes include: The first working mode is used to control the first piston and the second piston to be fixed; A second working mode is used to control the first piston and the second piston to move along the cylinder body, and the distance between the first piston and the second piston remains unchanged; A third working mode is used to control the first piston and the second piston to move toward or away from each other relative to each other; The fourth working mode is used to control the first piston and the second piston to move freely.

10. The suspension system according to any one of claims 1 to 5, characterized in that: The suspension system comprises: A second control arm, wherein the first end of the second control arm is used to connect to the wheel assembly, and the second end of the second control arm is used to connect to the vehicle frame or vehicle body.

11. A method for controlling a suspension system, characterized in that: Using the suspension system according to any one of claims 1 to 10, the control method of the suspension system comprises: Obtaining vehicle status information and / or road surface information; Based on the state information of the vehicle and / or the road surface information, the driving device is controlled to drive the connecting rod mechanism to move, so as to change the size and / or direction of the output force.

12. The control method of the suspension system according to claim 11, characterized in that: The obtaining of vehicle status information and / or road surface information includes: Acquire a control instruction received by the vehicle, the control instruction including a throttle control instruction, a steering control instruction and / or a brake control instruction, and use the control instruction as the status information of the vehicle; and / or, Acquiring body motion state information of the vehicle, the body motion state information including speed information of the vehicle in the vertical direction, the horizontal direction and / or the tilt direction, and using the body motion state information of the vehicle as the state information of the vehicle; and / or, The road surface spectrum information of the road surface on which the vehicle is traveling is obtained, and the road surface spectrum information is used as the road surface information.

13. The control method of the suspension system according to claim 11, characterized in that: The driving device has a first working mode. When the driving device is in the first working mode, the first piston and the second piston in the cylinder of the driving device are controlled to be fixed so that the output force remains unchanged.

14. The control method of the suspension system according to claim 13, characterized in that: The controlling the driving device to drive the connecting rod mechanism to move based on the vehicle state information and / or road surface information to change the magnitude and / or direction of the output force includes: When it is determined according to the vehicle status information and / or road surface information that the vehicle is traveling on a flat road at a constant speed, the driving device is controlled to be in the first working mode.

15. The control method of the suspension system according to claim 11, characterized in that: The drive device has a second working mode. When the drive device is in the second working mode, the first piston and the second piston in the cylinder body of the drive device are controlled to move along the cylinder body, and the distance between the first piston and the second piston remains unchanged, so as to increase the downward vertical component of the output force applied to the wheel toward which the first piston and the second piston move, and increase the upward vertical component of the output force applied to the wheel away from which the first piston and the second piston move.

16. The control method of the suspension system according to claim 15, characterized in that: The controlling the driving device to drive the connecting rod mechanism to move based on the vehicle state information and / or road surface information to change the magnitude and / or direction of the output force includes: When it is determined according to the vehicle status information and / or road surface information that one side wheel of the vehicle passes through a protrusion or a depression, or when it is determined that the vehicle turns, the drive device is controlled to be in the second working mode.

17. The control method of the suspension system according to claim 11, characterized in that: The drive device has a third working mode. When the drive device is in the third working mode, the first piston and the second piston in the cylinder of the drive device are controlled to move relative to each other so as to increase the upward vertical component of the output force of the wheels on both sides at the same time, or the first piston and the second piston are controlled to move relative to each other so as to increase the downward vertical component of the output force of the wheels on both sides at the same time.

18. The control method of the suspension system according to claim 17, characterized in that: The controlling the driving device to drive the connecting rod mechanism to move based on the vehicle state information and / or road surface information to change the magnitude and / or direction of the output force includes: When it is determined according to the vehicle status information and / or road surface information that the vehicle is accelerating, braking, or driving on an uneven road surface, the drive device is controlled to be in the third operating mode.

19. The control method of the suspension system according to claim 11, characterized in that: The driving device has a fourth working mode. When the driving device is in the fourth working mode, the first piston and the second piston in the cylinder of the driving device are controlled to move freely.

20. The control method of the suspension system according to claim 19, characterized in that: The controlling the driving device to drive the connecting rod mechanism to move based on the vehicle state information and / or road surface information to change the magnitude and / or direction of the output force includes: When it is determined according to the vehicle status information and / or road surface information that one side wheel of the vehicle passes through a protrusion or a depression, or when it is determined that the vehicle turns, the drive device is controlled to be in the fourth working mode.

21. A vehicle, characterized in that: It comprises the suspension system as claimed in any one of claims 1 to 10, or adopts the control method of the suspension system as claimed in any one of claims 11 to 20.

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