A vehicle body posture adjustment and stiffness adjustable oil-gas damping system

Abstract

The application belongs to the field of engineering shock absorption technology, and particularly discloses a vehicle body posture adjusting and stiffness adjustable oil-gas damping system, which comprises an oil-gas damper body for being connected between a wheel and a suspension and a volume adjusting cylinder connected with the oil-gas damper body, the oil-gas damper body comprises an oil-gas cylinder and a piston rod slidably arranged in one end of the oil-gas cylinder, one end of the piston rod extends out of the other end of the oil-gas cylinder and is connected with the wheel, the other end of the oil-gas cylinder is connected with the suspension, a first floating piston is arranged in the piston rod, a main gas cavity is formed in one end of the piston rod located at the first floating piston, a second floating piston is slidably arranged in the oil-gas cylinder, a supporting gas cavity is formed in the other end of the oil-gas cylinder located at the second floating piston, damping oil is filled between the first floating piston and the second floating piston, the volume adjusting cylinder is communicated with the supporting gas cavity and is used for adjusting the volume of the supporting gas cavity, and the vehicle body posture and the stiffness of the suspension can be adjusted according to different road conditions and vehicle speeds.

Description

Technical Field

[0001] This invention belongs to the field of engineering vibration reduction technology, specifically relating to an oil-gas damping system with adjustable vehicle body posture and stiffness. Background Technology

[0002] In vehicle suspension applications, controlling vehicle body posture is a crucial aspect. Body tilt causes the suspension to veer, leading to issues like veering during straight-line driving, affecting handling, and in severe cases, increasing the probability of rollover during cornering, endangering occupants. Therefore, traditional passive suspensions adjust vehicle posture before leaving the factory to maintain a level suspension under the vehicle's weight and mass distribution. However, in real-world conditions, variations in passenger numbers, load, and seating distribution can cause uneven distribution of sprung mass, resulting in body tilt and preventing optimal performance, especially during cornering and braking. Therefore, adjusting vehicle height to avoid safety and handling problems caused by uneven sprung mass distribution during cornering and braking is of paramount importance for vehicle performance. Traditional height adjustment methods typically involve using coilover shock absorbers or air suspension. Coilover shock absorbers cannot adjust in real time according to changes in vehicle load, while air suspension, although capable of online height adjustment, requires the coordination of multiple devices, such as solenoid valves, air compressors, high-pressure air tanks, air pipelines, and height and pressure sensors. Firstly, this method significantly increases structural complexity, affecting the compact design of the vehicle structure. Secondly, due to the operating principle of air suspension, which directly reaches the target position to control height, problems such as "overshoot" or "undershoot" inevitably occur during the adjustment process, requiring continuous feedback control. This calculation process affects the response speed and results in a poor driving experience. Furthermore, this method inevitably affects the system stiffness of the suspension during height adjustment, impacting the balance between ride comfort and stability.

[0003] Furthermore, the damping performance of the suspension is an indispensable part of a vehicle. During driving, it is necessary to constantly balance the relationship between ride comfort and handling stability. Since the parameters of traditional passive suspensions are not adjustable, they cannot provide optimal damping performance under different road conditions. Therefore, different types of controllable suspension structures have emerged, most of which focus on controlling damping characteristics. For example, in hydropneumatic suspensions, solenoid valves are used to change the valve opening, or the damping characteristics are adjusted using viscous liquids. However, changing the damping magnitude can only affect the system's damping and energy dissipation characteristics, and cannot adjust the suspension's resonance frequency and other characteristics. Therefore, some systems use air pumps to change the gas pressure in hydropneumatic suspensions to adjust the vehicle's frequency response characteristics. However, air pumps and other components greatly increase the complexity of the structure, and this method cannot quickly and accurately adjust the system pressure, which is not conducive to the practical application of this suspension structure and the establishment of control strategies. Summary of the Invention

[0004] The purpose of this invention is to provide a hydraulic damping system with adjustable vehicle body posture and stiffness, which can adjust the vehicle body posture according to different road conditions and vehicle speeds, and can adjust the suspension stiffness as needed, thereby achieving a balance between vehicle handling and comfort.

[0005] To achieve the above objectives, the present invention provides a hydraulic damping system with adjustable vehicle body posture and stiffness, comprising a hydraulic damper body for connecting between a wheel and a suspension, and a volume adjustment cylinder connected to the hydraulic damper body. The hydraulic damper body includes a hydraulic cylinder and a piston rod slidably disposed within one end of the hydraulic cylinder. One end of the piston rod extends beyond one end of the hydraulic cylinder and is connected to the wheel. The other end of the hydraulic cylinder is connected to the suspension. A first floating piston is disposed within the piston rod, and a main air chamber is formed within the piston rod at one end of the first floating piston. A second floating piston is slidably disposed within the hydraulic cylinder, and a support air chamber is formed within the hydraulic cylinder at the other end of the second floating piston. Damping oil is filled between the first floating piston and the second floating piston. The volume adjustment cylinder communicates with the support air chamber and is used to adjust the volume of the support air chamber.

[0006] Furthermore, a main piston is provided between the other end of the piston rod and the oil-gas cylinder, and the main piston is provided with a damping hole.

[0007] Furthermore, a first chamber is formed inside the piston rod at the other end of the first floating piston, and a second chamber is formed inside the oil-gas cylinder at one end of the second floating piston.

[0008] Furthermore, both the main air chamber and the supporting air chamber are filled with high-pressure nitrogen, and both the first chamber and the second chamber are filled with damping oil.

[0009] Furthermore, a stop block is provided on the inner wall of the oil-gas cylinder at one end of the second floating piston, the stop block being used to limit the displacement of the second floating piston.

[0010] Furthermore, the volume regulating cylinder includes an regulating cylinder outer cylinder, a moving piston slidably disposed within the regulating cylinder outer cylinder, and a driving assembly for driving the moving piston. An regulating air chamber is provided at the other end of the moving piston within the regulating cylinder outer cylinder, and the regulating air chamber is connected to the supporting air chamber.

[0011] Furthermore, the drive assembly includes a support seat disposed at one end of the outer cylinder of the regulating cylinder, a lead screw rotatably disposed within the support seat, a lead screw flange slidably disposed within the outer cylinder of the regulating cylinder, and a lead screw outer cylinder connected between the lead screw flange and the moving piston, wherein the lead screw is threadedly connected to the lead screw flange.

[0012] Furthermore, the drive assembly also includes a stepper motor, which is connected to the lead screw via a coupling.

[0013] Furthermore, the supporting air chamber is provided with a first connecting hole, and the adjusting air chamber is provided with a second connecting hole, and the first connecting hole and the second connecting hole are connected by a connecting pipe.

[0014] Furthermore, the outer wall of the moving piston is provided with a first sealing ring, and the outer wall of the second floating piston is provided with a second sealing ring.

[0015] The present invention has the following beneficial effects:

[0016] In the vehicle body attitude adjustment and stiffness adjustable hydrophilic damping system of this invention, the hydrophilic damper body is connected between the wheel and the suspension. When the vehicle tilts during steering and braking, or when the load on various points of the suspension is uneven, the rotation of the lead screw drives the movement of the piston. Since the pressure of this system depends only on the size of the sprung mass of the suspension, the distance between the wheel and the suspension is directly related to the movement of the lead screw, thereby achieving the effect of adjusting the vehicle body attitude. This avoids the change in suspension stiffness during the adjustment of the vehicle body attitude of traditional air suspension. Furthermore, the suspension stiffness can be changed by switching between single and dual air chambers according to the driver's driving habits and actual road conditions, thereby achieving a balance between vehicle handling and comfort. Attached Figure Description

[0017] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the following description of the embodiments will be briefly introduced. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 A schematic diagram of a vehicle body posture adjustment and stiffness adjustable oil-gas damping system provided in an embodiment of the present invention;

[0019] Figure 2 This is a schematic diagram illustrating the application of the vehicle body posture adjustment and stiffness adjustable oil-gas damping system provided in an embodiment of the present invention.

[0020] Figure 3 This is a schematic diagram of a driving component provided in an embodiment of the present invention.

[0021] Explanation of the markings in the image:

[0022] 1. Oil-gas damper body; 2. Volume adjustment cylinder; 3. Wheel; 10. Stop block; 11. Oil-gas cylinder barrel; 12. Piston rod; 13. First floating piston; 14. Main air chamber; 15. Second floating piston; 16. Support air chamber; 17. Main piston; 18. First chamber; 19. Second chamber; 20. Connecting pipe; 21. Adjusting cylinder outer cylinder; 22. Moving piston; 23. Adjusting air chamber; 24. Support seat; 25. Lead screw; 26. Lead screw flange; 27. Lead screw outer cylinder; 28. Stepper motor; 29. ​​Coupling; 31. Suspension; 151. Second sealing ring; 161. First connecting hole; 171. Damping hole; 221. First sealing ring; 231. Second connecting hole; 291. Coupling cover. Detailed Implementation

[0023] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0024] It should be understood that, when used in this specification and the appended claims, the terms "comprising" and "including" indicate the presence of the described features, integrals, steps, operations, elements and / or components, but do not exclude the presence or addition of one or more other features, integrals, steps, operations, elements, components and / or collections thereof.

[0025] It should also be understood that the terminology used in this specification is for the purpose of describing particular embodiments only and is not intended to limit the invention. As used in this specification and the appended claims, the singular forms “a,” “an,” and “the” are intended to include the plural forms unless the context clearly indicates otherwise.

[0026] It should also be further understood that the term "and / or" as used in this specification and the appended claims refers to any combination of one or more of the associated listed items and all possible combinations, and includes such combinations.

[0027] Example

[0028] Please see Figure 1-3 As shown, the vehicle body attitude adjustment and stiffness adjustable hydropneumatic damping system provided in this embodiment includes a hydropneumatic damper body 1 for connecting between the wheel and the suspension, and a volume adjustment cylinder 2 connected to the hydropneumatic damper body. The hydropneumatic damper body 1 includes a hydropneumatic cylinder 11 and a piston rod 12 slidably disposed in one end of the hydropneumatic cylinder 11. One end of the piston rod 12 extends out of one end of the hydropneumatic cylinder 11 and is connected to the wheel 3. The other end of the hydropneumatic cylinder 11 is connected to the suspension 31. A first floating piston 13 is provided in the piston rod 12. A main air chamber 14 is formed at one end of the first floating piston 13 in the piston rod 12. A second floating piston 15 is slidably disposed in the hydropneumatic cylinder 11. A support air chamber 16 is formed at the other end of the second floating piston 15 in the hydropneumatic cylinder 11. Shock-absorbing oil is filled between the first floating piston 13 and the second floating piston 15. The volume adjustment cylinder 2 is connected to the support air chamber 16 and is used to adjust the volume of the support air chamber 16.

[0029] With the above structure, in practical applications, the vehicle body posture adjustment and stiffness adjustable hydropneumatic damping system of this embodiment is adopted. The hydropneumatic damper body 1 is connected between the wheel 3 and the suspension 31. When the vehicle body vibrates, the vibration is first transmitted from the wheel 3 to the piston rod 12. The piston rod 12 will reciprocate with the vibration of the wheel 3. The reciprocating motion of the piston rod 12 is mainly divided into two parts: compression stroke and extension stroke. When the piston rod 12 is in the compression stroke, the volume in the hydropneumatic cylinder 11 will decrease, which will compress the volume of the supporting air chamber 16, causing the overall pressure of the hydropneumatic damping system to rise and provide the main support force. When the piston rod 12 moves, the damping oil will flow through the gap between the piston rod 12 and the hydropneumatic cylinder 11 to generate damping force to reduce the energy brought by the vibration and achieve the damping effect. Since the nonlinear relationship between gas volume and pressure is utilized, a large load capacity can be provided. Conversely, when the piston rod 12 is in the extension stroke, it moves in the extension direction, increasing the volume in the oil-gas cylinder 11. This reduces the overall pressure of the oil-gas damper body 1, and the pressure in the support air chamber 16 pushes the second floating piston 15 to move. As the volume of the support air chamber 16 increases, the overall pressure of the oil-gas damping system decreases. During this process, the damping oil still flows through the gap between the piston rod 12 and the oil-gas cylinder 11, gradually reducing the vibration energy and achieving the damping function. The volume adjustment cylinder 2 is connected to the support air chamber 16 and is used to adjust the volume of the support air chamber 16. The volume adjustment cylinder 2 can change the volume of the support air chamber 16, thereby changing the position of the second floating piston 15. This allows the piston rod 12 to move within the oil-gas cylinder 11, changing the distance between the wheel 3 and the suspension 31, and thus achieving the effect of adjusting the vehicle body posture according to different road conditions and vehicle speeds.

[0030] Specifically, a main piston 17 is provided between the other end of the piston rod 12 and the oil-gas cylinder 11, and a damping hole 171 is provided on the main piston 17. The main piston 17 is located in the gap between the piston rod 12 and the oil-gas cylinder 11, and can move with the piston rod 12. When the piston rod 12 is in the compression stroke, the damping oil will flow through the damping hole 171 to generate damping force to reduce the energy brought by vibration and achieve the damping effect. When the piston rod 12 is in the extension stroke, the damping oil will still flow through the damping hole 171, and will gradually reduce the energy of vibration to achieve the damping function.

[0031] Specifically, a first chamber 18 is formed at the other end of the first floating piston 13 within the piston rod 12, and a second chamber 19 is formed at the one end of the second floating piston 15 within the oil cylinder 11. When the piston rod 12 is in the compression stroke, damping oil flows from the second chamber 19 through the damping hole 171 and eventually into the gap between the piston rod 12 and the oil cylinder 11. When the piston rod 12 is in the extension stroke, damping oil flows from the gap between the piston rod 12 and the oil cylinder 11 through the damping hole 171 and eventually into the second chamber 19.

[0032] Specifically, both the main air chamber 14 and the supporting air chamber 16 are filled with high-pressure nitrogen, and both the first chamber 18 and the second chamber 19 are filled with damping oil. Nitrogen itself is an inert diatomic gas with relatively low thermal conductivity compared to air, and it is not easy to expand and contract with temperature changes. Therefore, it will not be affected by changes in external temperature, which improves the comfort of the vehicle to a certain extent.

[0033] Specifically, a stop block 10 is provided on the inner wall of the oil-gas cylinder 11 at one end of the second floating piston 15. The stop block 10 is used to limit the displacement of the second floating piston 15, thereby ensuring the initial charging pressure of the supporting air chamber 16.

[0034] Specifically, the volume adjustment cylinder 2 includes an adjustment cylinder outer cylinder 21, a moving piston 22 slidably disposed within the adjustment cylinder outer cylinder 21, and a drive assembly for driving the moving piston 22. An adjustment air chamber 23 is provided at the other end of the moving piston 22 within the adjustment cylinder outer cylinder 21, and the adjustment air chamber 23 is connected to the support air chamber 16. In the above structure, the drive assembly can drive the moving piston 22 to move within the adjustment cylinder outer cylinder 21. When the moving piston 22 moves, it can compress or stretch the adjustment air chamber 23. Since the adjustment air chamber 23 is connected to the support air chamber 16, the movement of the moving piston 22 will be transmitted to the support air chamber 16 through gas pressure, and change the position of the second floating piston 15. Since the system pressure is only related to the sprung mass of the suspension, combined with the incompressibility of the oil, the position of the piston rod 12 will change, thereby achieving the effect of changing the vehicle height.

[0035] Specifically, the drive assembly includes a support base 24 located at one end of the outer cylinder 21 of the regulating cylinder, a lead screw 25 rotatably located within the support base 24, a lead screw flange 26 slidably located within the outer cylinder 21 of the regulating cylinder, and a lead screw outer cylinder 27 connected between the lead screw flange 26 and the moving piston 22. The lead screw 25 is threadedly connected to the lead screw flange 26. When the lead screw 25 rotates, the support base 24 ensures that the lead screw 25 does not move along its axis. Therefore, the rotation of the lead screw 25 can drive the lead screw flange 26 to move along the lead screw 25. The lead screw flange 26 will then drive the moving piston 22 to move through the lead screw outer cylinder 27. When the moving piston 22 moves, it can compress or stretch the regulating air chamber 23 and ultimately change the position of the second floating piston 15, thereby achieving the effect of changing the vehicle height.

[0036] In this embodiment, the outer cylinder 27 of the lead screw is rectangular in shape, and the shape of the lead screw flange 26 matches the shape of the outer cylinder 27, which can restrict the rotation of the lead screw flange 26 within the outer cylinder 27. Thus, when the lead screw 25 rotates, the lead screw flange 26 is restricted from rotating with the lead screw 25, so that the lead screw flange 26 can only move along the lead screw 25 to achieve linear motion. When the lead screw flange 26 moves along the lead screw 25, it can drive the outer cylinder 27 of the lead screw and the moving piston 22 to move together, thereby realizing the movement of the moving piston 22 within the outer cylinder 21 of the regulating cylinder.

[0037] Specifically, the drive assembly also includes a stepper motor 28, which is connected to the lead screw 25 via a coupling 29. The stepper motor 28 can drive the lead screw 25 to rotate via the coupling 29, thereby automating the volume adjustment cylinder 2.

[0038] In this embodiment, a coupling cover 291 is also provided on the outer periphery of the coupling 29. The coupling cover 291 is disposed between the stepper motor 28 and the support base 24. The coupling cover 291 can surround the coupling 29 and protect the coupling 29. The coupling cover 291 can also fix the support base 24, thereby ensuring that the lead screw 25 does not move along the axis.

[0039] Specifically, a first connecting hole 161 is provided on the supporting air chamber 16, and a second connecting hole 231 is provided on the adjusting air chamber 23. The first connecting hole 161 and the second connecting hole 231 are connected through a connecting pipe 20. When the moving piston 22 moves, it can compress or stretch the adjusting air chamber 23. Since the adjusting air chamber 23 is connected to the supporting air chamber 16, the movement of the moving piston 22 will be transmitted to the supporting air chamber 16 through gas pressure, and ultimately change the position of the second floating piston 15, thereby achieving the effect of changing the vehicle height.

[0040] Specifically, a first sealing ring 221 is provided on the outer wall of the moving piston 22, which can prevent gas leakage in the regulating air chamber 23. A second sealing ring 151 is provided on the outer wall of the second floating piston 15, which can prevent gas leakage in the supporting air chamber 16.

[0041] With the above structure, in actual use, when the vehicle body tilts due to uneven load distribution among the suspension struts, the stepper motor 28 drives the lead screw 25 to move on the side with a larger load, causing the strut height to decrease. This drives the piston 22 to move in the direction of decreasing volume in the adjusting air chamber 23, thus reducing the volume of the adjusting air chamber 23. However, since the total volume of the supporting air chamber 16 and the adjusting air chamber 23 remains unchanged, in order to maintain a constant system pressure, the piston rod 12 will move in the extension stroke, raising the height of that side. Conversely, the stepper motor 28 drives the lead screw 25 to move, driving the piston 22 in the direction of decreasing volume in the adjusting air chamber 23. The movement of the throttle chamber 23 in the direction of increasing volume causes the volume of the regulating chamber 23 to increase as well. However, since the total volume of the supporting chamber 16 and the regulating chamber 23 remains unchanged, in order to maintain a constant system pressure, the piston rod 12 will move towards the compression stroke, lowering the height on that side, thereby achieving the function of balancing the vehicle's posture. Since no change in gas volume occurs during this process, the system stiffness in the vehicle height adjustment depends only on the size of the sprung mass of the suspension. The system stiffness does not change during the adjustment process, so the adjustment of the vehicle body will not affect the original balance between ride comfort and handling stability.

[0042] Specifically, when the vehicle passes over uneven surfaces and steep slopes, in order to avoid scratches on the vehicle chassis, the stepper motor 28 can be controlled to drive the lead screw 25 to move, which in turn drives the piston 22 to move in the direction of reducing the volume of the regulating air chamber 23. The piston rod 12 will then move in the extension stroke, thereby raising the height of each side, thus increasing the overall height of the vehicle chassis and improving the vehicle's passability.

[0043] In this embodiment, to meet the driving habits of various passengers and adjust for different operating conditions, the vehicle body posture adjustment and stiffness-adjustable hydraulic damping system of the present invention can realize the change between "soft" and "hard" suspension during driving. If it is necessary to increase the stiffness of the vehicle suspension, the stepper motor 28 can control the movement of the lead screw 25 and drive the moving piston 22 to move continuously in the direction of reducing the volume of the adjusting air chamber 23. The volume of the supporting air chamber 16 will then increase. At this time, since the total volume of the supporting air chamber 16 and the adjusting air chamber 23 decreases, the pressure in it will be much greater than the pressure in other parts of the system. The pressure in the supporting air chamber 16 will press the second floating piston 15 against the stop block 10 and prevent it from participating in actual work. At this time, the system will switch to a single air chamber working mode. Only the main air chamber 14 is engaged, which greatly improves the vehicle's rigidity, making the overall suspension "stiffer" and increasing vehicle handling. Conversely, when it is necessary to reduce the vehicle's suspension rigidity, the stepper motor 28 controls the screw 25 to move, driving the piston 22 to continuously move in the direction of increasing the volume of the adjusting air chamber 23. At this time, both the main air chamber 14 and the support air chamber 16 in the system will participate in the suspension's damping work. The system will then switch to a dual-air chamber working mode, making the vehicle's suspension "softer" and further improving the cushioning performance, while also increasing vehicle comfort. In this way, the suspension rigidity can be switched according to the driver's driving habits and actual road conditions, thereby achieving a balance between vehicle handling and comfort.

[0044] In summary, by connecting the hydropneumatic damper between the wheel and the suspension, when the vehicle tilts during steering and braking, or when there is uneven load on various points of the suspension, the rotation of the lead screw drives the movement of the piston. Since the pressure of this system depends only on the sprung mass of the suspension, the distance between the wheel and the suspension is directly related to the movement of the lead screw, thereby achieving the effect of adjusting the vehicle's attitude. This avoids the change in suspension stiffness during the adjustment of the vehicle's attitude that occurs with traditional air suspensions. Furthermore, the suspension stiffness can be changed by switching between single and dual air chambers according to the driver's driving habits and actual road conditions, thus achieving a balance between vehicle handling and comfort.

[0045] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in the present invention, and these modifications or substitutions should all be covered within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A hydraulic damping system for adjusting vehicle body posture and stiffness, characterized in that, The device includes a hydropneumatic damper body for connecting between a wheel and a suspension, and a volume adjustment cylinder connected to the hydropneumatic damper body. The hydropneumatic damper body includes a hydropneumatic cylinder and a piston rod slidably disposed within one end of the hydropneumatic cylinder. One end of the piston rod extends outside one end of the hydropneumatic cylinder and is connected to the wheel. The other end of the hydropneumatic cylinder is connected to the suspension. A first floating piston is disposed within the piston rod, and a main air chamber is formed at one end of the first floating piston within the piston rod. A second floating piston is slidably disposed within the hydropneumatic cylinder, and a support air chamber is formed at the other end of the second floating piston within the hydropneumatic cylinder. Damping oil is filled between the first floating piston and the second floating piston. The volume adjustment cylinder communicates with the support air chamber and is used to adjust the volume of the support air chamber. A main piston is provided between the other end of the piston rod and the oil-gas cylinder. The main piston is provided with a damping hole. The main piston is located in the gap between the piston rod and the oil-gas cylinder and can move with the piston rod. When the piston rod is in the compression stroke or extension stroke, the damping oil flows through the damping hole to generate damping force to reduce the energy brought by the vibration. The volume regulating cylinder includes an outer cylinder, a moving piston slidably disposed within the outer cylinder, and a drive assembly for driving the moving piston. An regulating air chamber is provided at the other end of the moving piston within the outer cylinder, and the regulating air chamber is connected to the supporting air chamber. The drive assembly includes a support base located at one end of the outer cylinder of the regulating cylinder, a lead screw rotatably located within the support base, a lead screw flange slidably located within the outer cylinder of the regulating cylinder, and an outer cylinder of the lead screw connected between the lead screw flange and the moving piston. The lead screw is threadedly connected to the lead screw flange. The drive assembly also includes a stepper motor, which is connected to the lead screw via a coupling.

2. The vehicle body posture adjustment and stiffness adjustable oil-gas damping system according to claim 1, characterized in that, A first chamber is formed inside the piston rod at the other end of the first floating piston, and a second chamber is formed inside the oil cylinder at one end of the second floating piston.

3. The vehicle body posture adjustment and stiffness adjustable oil-gas damping system according to claim 2, characterized in that, Both the main air chamber and the supporting air chamber are filled with high-pressure nitrogen, and both the first chamber and the second chamber are filled with damping oil.

4. The vehicle body posture adjustment and stiffness adjustable oil-gas damping system according to claim 3, characterized in that, A stop block is provided on the inner wall of the oil-gas cylinder at one end of the second floating piston. The stop block is used to limit the displacement of the second floating piston.

5. The vehicle body posture adjustment and stiffness adjustable oil-gas damping system according to claim 1, characterized in that, The supporting air chamber is provided with a first connecting hole, and the adjusting air chamber is provided with a second connecting hole. The first connecting hole and the second connecting hole are connected by a connecting pipe.

6. The vehicle body posture adjustment and stiffness adjustable oil-gas damping system according to claim 5, characterized in that, The outer wall of the moving piston is provided with a first sealing ring, and the outer wall of the second floating piston is provided with a second sealing ring.

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