Hydraulic integrated control module, hydraulic suspension system and vehicle having the same

Abstract

The present invention discloses a hydraulic integrated control module and a hydraulic suspension system and a vehicle having the same. The hydraulic integrated control module comprises: an integrated seat, an oil passage is provided in the integrated seat, an external connection port connected to the oil passage is provided on the outer peripheral wall of the integrated seat, and the external connection port is suitable for connecting to a shock absorber; a fluid reservoir, the fluid reservoir is mounted to the integrated seat, and the fluid reservoir is connected to the oil passage; a control valve, the control valve is connected in series in the oil passage to control the conduction or cutoff of the oil passage; an accumulator module, the accumulator module is mounted to the integrated seat, the accumulator module is connected to the oil passage, and the accumulator module is used to adjust the amount of oil in the oil passage. According to the hydraulic integrated control module of the embodiment of the present invention, the volume of the entire hydraulic integrated control module is reduced, and there is no complicated oil passage for connection, thereby reducing the risk of leakage. When it is used in a vehicle, it effectively solves the contradiction between vehicle comfort and handling stability.

Description

Technical Field

[0001] The present invention relates to the field of vehicles, and in particular to a hydraulic integrated control module and a hydraulic suspension system and a vehicle having the same. Background Art

[0002] The suspension is a device that transmits the interaction force between the vehicle body and the axle. It is one of the four major components of a car and a key component that affects the driving performance of the car. The suspension can transmit the force and torque of road feedback, attenuate the vibration of the wheels, mitigate the impact, improve the driver's driving experience, and enable the vehicle to obtain ideal motion characteristics and stable driving capabilities. Most of the suspensions in related technologies are composed of springs, guide mechanisms, and shock absorbers. The damping coefficient and spring stiffness of the shock absorber are fixed, making it difficult to balance comfort and operational stability. There are also some suspensions in related technologies that use hydraulics to adjust the stiffness and / or damping of the suspension, but because various pipes need to be connected to circulate oil, the suspension is large in size and there is a risk of leakage at the connection. Summary of the invention

[0003] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, the present invention proposes a hydraulic integrated control module, the entire hydraulic integrated control module is reduced in size, and has no complicated oil circuits for connection, thereby reducing the risk of leakage.

[0004] The present invention also provides a hydraulic suspension system having the above hydraulic integrated control module, which can improve the operational stability of the vehicle without compromising the comfort of the vehicle.

[0005] The present invention also provides a vehicle having the hydraulic suspension system.

[0006] According to an embodiment of the present invention, the hydraulic integrated control module includes: an integrated seat, an oil passage is provided in the integrated seat, an external connection port connected to the oil passage is provided on the outer peripheral wall of the integrated seat, and the external connection port is suitable for connecting to a shock absorber; a fluid reservoir, the fluid reservoir is installed to the integrated seat, the fluid reservoir is connected to the oil passage; a control valve, the control valve is connected in series in the oil passage to control the conduction or cutoff of the oil passage; an accumulator module, the accumulator module is installed to the integrated seat, the accumulator module is connected to the oil passage, and the accumulator module is used to adjust the amount of oil in the oil passage.

[0007] According to the hydraulic integrated control module of the embodiment of the present invention, the oil passage is integrated into the integrated seat, so that the reservoir and the accumulator module are installed on the integrated seat to be connected with the oil passage, so that the oil passage, the reservoir and the accumulator module are integrated together, so that the volume of the entire hydraulic integrated control module is reduced, and there is no complicated oil passage for connection, reducing the risk of leakage. When it is used in a vehicle, it effectively solves the contradiction between vehicle comfort and handling stability.

[0008] In some embodiments of the invention, a first branch is provided in the integrated seat, and the first branch is connected to the oil circuit channel; the energy storage module includes a stiffness adjustment accumulator and a stiffness adjustment valve, the stiffness adjustment valve is connected in series to the first branch to open or close the first branch, and the stiffness adjustment accumulator is installed to the integrated seat and is connected to the first branch.

[0009] In some embodiments of the invention, the stiffness adjustment accumulator is mounted on a mounting plane of the fluid reservoir on the integrated seat.

[0010] In some embodiments of the invention, the accumulator module includes a damping regulating valve and a damping accumulator, wherein the damping regulating valve is connected in series to the oil passage to adjust the damping of the oil passage; the damping accumulator is mounted to the integrated seat and communicated with the oil passage.

[0011] In some embodiments of the invention, the mounting plane of the damping accumulator on the integrated seat is perpendicular to the mounting plane of the liquid reservoir on the integrated seat, and the damping accumulator and the damping regulating valve are located on the same mounting plane.

[0012] In some embodiments of the invention, a third branch and a fourth branch are provided in the integrated seat, the third branch is respectively connected to the oil channel and the liquid outlet of the liquid reservoir, the fourth branch is respectively connected to the oil channel and the liquid inlet of the liquid reservoir, and the third branch is provided with a control pump to guide the oil in the liquid reservoir to the oil channel.

[0013] In some embodiments of the invention, the fourth branch is connected in series with an oil return valve for opening or closing the fourth branch.

[0014] In some embodiments of the invention, a one-way valve is provided on the third branch, and the one-way valve is used to guide the oil to the oil channel in a one-way direction.

[0015] In some embodiments of the invention, a pressure-stabilizing accumulator is provided on the third branch, and the pressure-stabilizing accumulator is installed on the integrated seat and on the installation plane of the liquid reservoir on the integrated seat.

[0016] In some embodiments of the invention, the hydraulic integrated control module further comprises a signal receiver, wherein the signal receiver is disposed on the integrated seat, and the signal receiver cooperates with the control valve to control the operating state of the control valve.

[0017] In some embodiments of the invention, the control valve is a solenoid valve, and the signal receiver is a coil.

[0018] According to an embodiment of the present invention, the hydraulic suspension system comprises: a plurality of hydraulic integrated control modules, wherein the hydraulic integrated control modules are hydraulic integrated control modules according to any one of the above-mentioned embodiments of the present invention; a plurality of shock absorbers, wherein the shock absorbers comprise a first cylinder body, a piston and a piston rod, wherein the piston is located in the first cylinder body to cooperate with the first cylinder body to define an upper chamber and a lower chamber, wherein the piston rod is connected to the piston and the upper end of the piston rod is suitable for being connected to a vehicle body, wherein the plurality of shock absorbers are arranged in a one-to-one correspondence with the plurality of the hydraulic integrated control modules, and the external connection port of each of the integrated seats is connected to the lower chamber.

[0019] According to the hydraulic suspension system of the embodiment of the present invention, the oil passage is integrated into the integrated seat, and the reservoir and accumulator module are installed on the integrated seat to be connected with the oil passage, so that the oil passage, the reservoir and the accumulator module are integrated together, so that the volume of the entire hydraulic integrated control module is reduced, and there is no complicated oil passage for connection, thereby reducing the risk of leakage. When it is used in a vehicle, it effectively solves the contradiction between vehicle comfort and handling stability.

[0020] A vehicle according to an embodiment of the present invention comprises: a vehicle body and a control unit; a hydraulic suspension system, wherein the hydraulic suspension system is the hydraulic suspension system according to the above-mentioned embodiment of the invention, the upper end of each piston rod is connected to the vehicle body, and the control valves of multiple hydraulic integrated control modules are respectively connected to the control unit of the vehicle.

[0021] The vehicle according to the embodiment of the present invention includes multiple groups of independently controlled hydraulic integrated control modules, which can adjust the height and suspension stiffness of the vehicle body at different positions according to actual conditions, so that the hydraulic suspension system can meet different needs, achieve the purpose of anti-roll and anti-pitch, etc., can improve the operational stability of the vehicle, and effectively solve the contradiction between vehicle comfort and handling stability. By integrating the oil channel in the integrated seat, the reservoir and accumulator module are installed to the integrated seat to be connected to the oil channel, so that the oil channel, the reservoir and the accumulator module are integrated together, so that the volume of the entire hydraulic integrated control module is reduced, and there is no complicated oil circuit for connection, reducing the risk of leakage.

[0022] Additional aspects and advantages of the present invention will be given in part in the following description and in part will be obvious from the following description, or will be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] The above and / or additional aspects and advantages of the present invention will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0024] Figure 1-Figure 3 Schematic diagrams of the integrated oil circuit module according to an embodiment of the present invention from different angles;

[0025] Figure 4 FIG. 4 is an oil circuit diagram of an integrated oil circuit module according to an embodiment of the present invention.

[0026] Figure 5 is a schematic diagram of a hydraulic suspension system according to some embodiments of the present invention;

[0027] Figure 6 Schematic diagram of a hydraulic suspension system according to some other embodiments of the present invention;

[0028] Figure 7 is a schematic diagram of a left front shock absorber assembly and a right front shock absorber assembly according to an embodiment of the present invention;

[0029] Figure 8 for Figure 7 A cross-sectional view of the shock absorber assembly shown;

[0030] Fig. 9 is a cross-sectional view of a central control cylinder according to an embodiment of the present invention;

[0031] Fig.10 is a three-dimensional diagram of a central control cylinder according to an embodiment of the present invention;

[0032] Fig.11 Schematic diagram of a metal bellows accumulator according to an embodiment of the present invention.

[0033] Reference numerals:

[0034] Hydraulic suspension system 1000, control unit 2000

[0035] Hydraulic integrated control module 100, fluid reservoir 1,

[0036] Shock absorber assembly 2, shock absorber 200, first cylinder 201, upper chamber 2011, lower chamber 2012, piston 202, piston rod 203, oil channel 204, shock absorbing spring 205,

[0037] Damping regulating valve 8,

[0038] Damping accumulator 9,

[0039] Stiffness regulating accumulator 10, metal bellows 101,

[0040] Stiffness regulating valve 11,

[0041] Control valve 12,

[0042] Central control cylinder 24, second cylinder body 240, moving member 241, moving body 2410, intermediate contact portion 2411, first chamber 243, second chamber 244, third chamber 245, fourth chamber 246, first return spring 247, second return spring 248, guide assembly 249, first guide member 2490, second guide member 2491,

[0043] Control pump 26, control valve body 260, drive motor 261, oil return valve 27, check valve 28, pressure stabilizing accumulator 29, pressure reducing accumulator 30, pressure relief valve 31, integrated seat 32, external connection port 320, end cover 42

[0044] Coil 33, pressure sensor 34, left front acceleration sensor 35, right front acceleration sensor 36, rear body acceleration sensor 37; left front level sensor 38, right front level sensor 39, left rear level sensor 40, right rear level sensor 41, oil passage 44, third branch 45, fourth branch 46 DETAILED DESCRIPTION

[0045] Embodiments of the present invention are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and cannot be understood as limiting the present invention.

[0046] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention. In addition, features defined as "first" and "second" may explicitly or implicitly include one or more of the features. In the description of the present invention, unless otherwise specified, "multiple" means two or more.

[0047] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0048] Reference below Figure 1-Figure 4 The hydraulic integrated control module 100 according to an embodiment of the present invention is described, comprising: an integrated seat 32, a reservoir 1, a control valve 12 and an accumulator module, wherein an oil passage 44 is provided in the integrated seat 32, and an external connection port 320 connected to the oil passage 44 is provided on the outer peripheral wall of the integrated seat 32, and the external connection port 320 is suitable for connecting to the shock absorber 200. The reservoir 1 is installed to the integrated seat 32, and the reservoir 1 is connected to the oil passage 44. The control valve 12 is connected in series in the oil passage 44 to control the conduction or cutoff of the oil passage 44. The accumulator module is installed to the integrated seat 32, and the accumulator module is connected to the oil passage 44, and the accumulator module is used to adjust the amount of oil in the oil passage 44.

[0049] Specifically, the reservoir 1 stores oil, and the oil in the reservoir 1 can be discharged to the oil passage 44. When the hydraulic integrated control module 100 is not installed in the vehicle, the control valve 12 is in a closed state to cut off the oil passage 44 to prevent the oil from being discharged from the external connection port 320 and causing leakage.

[0050] It is understandable that the accumulator module plays the role of storing energy, that is, oil can flow into the accumulator module for storing energy, and when the hydraulic integrated control module 100 needs it, the oil in the accumulator module is discharged to replenish the oil passage 44.

[0051] It should be noted that the accumulator module is used to adjust the amount of oil in the oil channel 44, which means that the accumulator module can adjust the amount of oil in the oil channel 44 to adjust the damping and / or of the oil channel 44; the accumulator module can be connected or disconnected with the oil channel 44 to adjust the stiffness of the oil channel 44.

[0052] When the hydraulic integrated control module 100 is installed in a vehicle, the external connection port 320 is connected to the shock absorber 200, so that the oil in the oil passage 44 can be discharged into the shock absorber 200. The control valve 12 is electrically connected to the control unit of the vehicle to open or close according to the received signal. Specifically, the shock absorber 200 includes a first cylinder 201, a piston 202 and a piston rod 203, the first cylinder 201 is suitable for connecting to the axle, the piston 202 is located in the first cylinder 201 and cooperates with the first cylinder 201 to define an upper chamber 2011 and a lower chamber 2012, one end of the piston rod 203 is connected to the piston 202, and the piston rod 203 is suitable for connecting to the vehicle body, and the external connection port 320 is connected to the lower chamber 2012.

[0053] When the control valve 12 is opened, the oil in the reservoir 1 and / or the accumulator module can be discharged into the shock absorber 200. When the oil is discharged into the shock absorber 200, the oil in the lower chamber 2012 of the shock absorber 200 increases, causing the piston rod 203 to move upward, thereby achieving the purpose of lifting the vehicle body. When the oil in the lower chamber 2012 of the shock absorber 200 is discharged back to the hydraulic integrated control module 100 through the oil passage 44, the hydraulic pressure in the lower chamber 2012 of the shock absorber 200 decreases, causing the piston 202 to move downward. The downward movement of the piston 202 drives the piston rod 203 to move downward, thereby driving the vehicle body to move downward, thereby achieving the purpose of lowering the height of the vehicle body.

[0054] When a vehicle is driving, it will encounter various road conditions. Once the suspension system of a vehicle with related technology is selected, it cannot be adjusted during the driving process of the vehicle. As a result, the traditional suspension can only ensure that the vehicle achieves the best performance match under a specific road and speed condition, and can only passively withstand the force of the ground on the vehicle body, but cannot change the suspension parameters according to different roads and vehicle speeds, and cannot actively control the force of the ground on the vehicle body.

[0055] According to the hydraulic integrated control module 100 of the embodiment of the present invention, when used in a vehicle, the height of the vehicle body can be adjusted according to the road conditions, etc. For example, when passing through a relatively rugged mountain road, the lifting mode can be entered to increase the center of mass of the vehicle and improve the driving stability of the vehicle. When it is necessary to reduce the impact of the vehicle body on the driving speed, the height reduction mode can be entered to reduce the center of mass of the vehicle. Of course, it can be understood that the above is only an exemplary description, and the height of the vehicle body can also be adjusted according to actual needs during driving.

[0056] When the accumulator module is used to adjust the damping and / or stiffness of the oil passage 44, the damping and / or stiffness of the shock absorber 200 is adjusted, so that it can be adjusted according to actual conditions, such as road conditions, to ensure that the damping and / or stiffness can meet the vibration reduction requirements, effectively resolving the contradiction between vehicle comfort and handling stability.

[0057] According to the hydraulic integrated control module 100 of the embodiment of the present invention, the oil passage 44 is integrated in the integrated seat 32, so that the reservoir 1 and the accumulator module are installed to the integrated seat 32 to be connected with the oil passage 44, so that the oil passage 44, the reservoir 1 and the accumulator module are integrated together, so that the volume of the entire hydraulic integrated control module 100 is reduced, and there is no complicated oil circuit for connection, thereby reducing the risk of leakage.

[0058] In some embodiments of the present invention, a first branch is provided in the integrated seat 32, and the first branch is connected to the oil passage 44. The energy storage module includes a stiffness regulating accumulator 10 and a stiffness regulating valve 11, and the stiffness regulating valve 11 is connected in series to the first branch to open or close the first branch, and the stiffness regulating accumulator 10 is installed to the integrated seat 32 and communicates with the first branch. Specifically, the stiffness regulating valve 11 is electrically connected to the control unit of the vehicle.

[0059] When the stiffness needs to be increased, the stiffness regulating valve 11 can be closed to disconnect the stiffness regulating accumulator 10 from the shock absorber 200, thereby increasing the stiffness of the shock absorber 200. For example, when a greater stiffness is required in anti-braking nodding conditions and anti-rolling conditions during cornering, the stiffness regulating valve 11 can be closed.

[0060] Furthermore, the stiffness adjustment accumulator 10 is mounted on the mounting plane of the reservoir 1 on the integrated seat 32. That is, the stiffness adjustment accumulator 10 and the reservoir 1 are mounted on the same mounting plane, so that the space can be reasonably utilized and the compactness of the hydraulic integrated control module 100 can be improved.

[0061] In some embodiments of the present invention, the accumulator module includes a damping regulating valve 8 and a damping accumulator 9, the damping regulating valve 8 is connected in series to the oil passage 44 to adjust the damping of the oil passage 44; the damping accumulator 9 is installed to the integrated seat 32 and communicated with the oil passage 44. It should be noted that the damping regulating valve 8 can adjust the oil flow of the corresponding oil passage 44, so that the damping of the corresponding oil passage 44 can be adjusted to achieve the purpose of adjusting the damping of the shock absorber 200, so that the damping of the shock absorber 200 can be adjusted according to actual conditions, for example, according to road conditions, etc., to ensure that the damping of the shock absorber 200 can meet the vibration reduction requirements, effectively solving the contradiction between vehicle comfort and handling stability. In some examples of the present invention, the damping regulating valve 8 includes a first motor and a first valve body, and the first motor can control the movement of the valve in the first valve body to change the flow area of ​​the first valve body to achieve the purpose of adjusting the flow.

[0062] Furthermore, the mounting plane of the damping accumulator 9 on the integrated seat 32 is perpendicular to the mounting plane of the liquid reservoir 1 on the integrated seat 32, and the damping accumulator 9 and the damping regulating valve 8 are located on the same mounting plane, so that the space of the integrated seat 32 can be reasonably utilized.

[0063] In some embodiments of the present invention, a third branch 45 and a fourth branch 46 are provided in the integrated seat 32, the third branch 45 is connected to the oil passage 44 and the liquid outlet of the liquid reservoir 1, respectively, the fourth branch 46 is connected to the oil passage 44 and the liquid inlet of the liquid reservoir 1, respectively, and a control pump 26 is provided on the third branch 45 to guide the oil in the liquid reservoir 1 to the oil passage 44. In other words, the liquid reservoir 11 has an independent liquid return passage (i.e., the fourth branch 46) and a liquid outlet passage (i.e., the third branch 45), so that the reliable liquid outlet and liquid return are ensured by providing two independent passages.

[0064] Furthermore, the fourth branch 46 is connected in series with an oil return valve 27 for opening or closing the fourth branch 46. When liquid needs to be discharged, the control pump 26 is turned on and the oil return valve 27 is in a closed state, and the control pump 26 guides the oil to the oil channel 44. When liquid needs to be returned, the control pump 26 is turned off and the oil return valve 27 is opened, and the oil in the oil channel 44 can flow to the reservoir 11 through the oil return valve 27. Thus, by setting two independent channels, reliable discharge and return of liquid are ensured.

[0065] In some examples of the present invention, Figure 1-Figure 2 As shown, the control pump 26 includes a control valve body 260 and a drive motor 261. The drive motor 261 is electrically connected to the valve in the control valve body 260. The drive motor 261 rotates to control the valve to turn on or off the control pump 26. Thus, by using the drive motor 261 and the valve to cooperate to open or close the control pump 26, the control pump 26 can be operated more reliably, and the influence of oil on the opening or closing of the control pump 26 can be reduced.

[0066] In some examples of the present invention, Figure 4 As shown, a one-way valve 28 is provided on the third branch 45, and the one-way valve 28 is used to unidirectionally conduct the oil to the oil passage 44. Therefore, when returning the liquid, due to the presence of the one-way valve 28, the oil can be effectively prevented from flowing to the control pump 26, and the oil can be prevented from flowing to the liquid outlet through the control pump 26 when an accident occurs to the control pump 26.

[0067] In some embodiments of the present invention, Figure 4 As shown, a pressure stabilizing accumulator 29 is provided on the third branch 45, and the pressure stabilizing accumulator 29 is installed on the integrated seat 32, and is installed on the installation plane of the liquid reservoir 1 on the integrated seat 32. Therefore, the pressure stabilizing accumulator 29 can stabilize the pressure and eliminate the flow fluctuation at the outlet end of the control pump 26, and can also reasonably utilize the space arrangement.

[0068] In some examples of the present invention, the pressure stabilizing accumulator 29 may be a metal bellows accumulator, such as Fig.11 As shown, the metal bellows accumulator consists of a barrel assembly and a bellows assembly. The barrel assembly includes an upper cover, a sealing ring, a cylinder, a retaining ring and a sealing ring; the bellows assembly includes a sealing cover, a guide ring, a bellows and a lower cover. The metal bellows accumulator can replace the airbag or diaphragm, using the metal bellows 101 as a flexible separation element between the fluid and the gas. The bellows can be used in a very wide temperature range. The metal bellows is welded to other components and is therefore completely airtight. It is able to move up and down inside the accumulator without any friction or wear, and can run for a long time with only one adjustment.

[0069] In some embodiments of the present invention, the hydraulic integrated control module 100 further includes a signal receiver, which is disposed on the integrated seat 32, and cooperates with the control valve 12 to control the operating state of the control valve 12. Thus, the hydraulic integrated control module 100 can independently receive signals, which facilitates the electrical connection between the hydraulic integrated control module 100 and the control unit of the vehicle.

[0070] Furthermore, the control valve 12 is a solenoid valve and the signal receiver is a coil, so that the signal reception is simple and reliable.

[0071] In some examples of the present invention, Figure 1-Figure 3 As shown, the stiffness regulating accumulator 10 and the pressure stabilizing accumulator 29 are respectively threadedly connected to the integrated seat 32 and fixed beside the control pump 26. The control pump 26 is fixed to one side of the integrated seat 32 by three fixing nuts, and the stiffness regulating valve 11 and the control valve 12 are fixed to the other side. The control valve 12 directly controls the opening and closing of the oil passage 44 in the integrated seat 32.

[0072] The reservoir 1 is fixed above the control pump 26. The damping regulating valve 8 and the damping accumulator 9 are threadedly connected to the integrated seat 32 and fixed to the lower side of the control pump 26.

[0073] In some embodiments of the present invention, the stiffness regulating valve 11 and the control valve 12 are solenoid valves, respectively. A coil 33 for inputting an external signal is provided on the integrated seat 32, and the coil 33 cooperates with the stiffness regulating valve 11 and the control valve 12. That is, the coil 33 receives an external signal, and then the stiffness regulating valve 11 and the control valve 12 are opened or closed according to the external signal. Thus, the control method of the stiffness regulating valve 11 and the control valve 12 is simple, reliable and automatic. It can be understood that by controlling the size and direction of the current passed into the coil 33, the operating state of the stiffness regulating valve 11 and the control valve 12 can be controlled.

[0074] Further, the stiffness regulating valve 11 and the control valve 12 are two-position two-way solenoid valves. In some examples of the present invention, the oil return valve 27 is a solenoid valve and cooperates with the coil 33. Further, the oil return valve 27 is a two-position two-way solenoid valve.

[0075] In some examples of the present invention, Figure 3 As shown, the stiffness regulating valve 11, the control valve 12 and the oil return valve 27 are all placed in the end cover 42. Thus, by providing the end cover 42, the stiffness regulating valve 11, the control valve 12 and the oil return valve 27 can be protected and the integration can be improved.

[0076] Of course, it is understandable that the installation positions of the reservoir 1, the stiffness regulating accumulator 10, the stiffness regulating valve 11 and the control valve 12 can be adjusted according to actual conditions, such as according to the layout space of the whole vehicle. For example, in some examples of the present invention, the damping regulating valve 8 is arranged on the same side as the external connection port 320, and the damping accumulator 9 is placed on the opposite side of the reservoir 1, so that the space of the external connection port 320 can be reasonably used to arrange the position of the damping regulating valve 8.

[0077] In some examples of the present invention, the damping regulating valve 8 is placed on the opposite side of the fluid reservoir 1, and the damping accumulator 9 is arranged on the front side. At this time, the front side of the integrated seat 32 is simultaneously arranged with the control pump 26, the pressure-stabilizing accumulator 29, the stiffness adjusting accumulator 10 and the damping accumulator 9. This arrangement is conducive to saving the surrounding space of the integrated seat 32, thereby rationally utilizing the surrounding area of ​​the integrated seat 32 for the layout of the entire vehicle.

[0078] In some other examples of the present invention, the damping regulating valve 8 is placed on the opposite side of the fluid reservoir 1, and the damping accumulator 9 is arranged on the opposite side of the external connection port 320. The damping accumulator 9 and the damping regulating valve 8 are arranged vertically. This arrangement is conducive to the flow channel arrangement in the integrated seat 32.

[0079] Reference below Figure 1-Figure 11 A hydraulic suspension system 1000 according to an embodiment of the present invention is described, wherein the hydraulic suspension system 1000 is used on a vehicle, and the hydraulic suspension system 1000 is used to connect the axle and the body of the vehicle. It should be noted that in the description of the present invention, the front refers to the direction toward the front of the vehicle, and the rear refers to the direction toward the rear of the vehicle. In the front direction, the right hand direction of the main driver is the right side, and the left hand direction of the main driver is the left side.

[0080] Figure 1-Figure 10As shown, the hydraulic suspension system 1000 according to the embodiment of the present invention includes: multiple groups of hydraulic integrated control modules 100 and multiple shock absorbers 200, and the multiple groups of hydraulic integrated control modules 100 correspond to multiple wheel hubs of the vehicle one by one. Specifically, the multiple groups of hydraulic integrated control modules 100 include a left front hydraulic integrated control module 100, a right front hydraulic integrated control module 100, a left rear hydraulic integrated control module 100 and a right rear hydraulic integrated control module 100, the left front hydraulic integrated control module 100 is used to control the left front vehicle body, the right front hydraulic integrated control module 100 is used to control the right front vehicle body, the left rear hydraulic integrated control module 100 is used to control the left rear vehicle body, and the right rear hydraulic integrated control module 100 is used to control the right rear vehicle body.

[0081] The shock absorber 200 includes a first cylinder body 201, a piston 202 and a piston rod 203. The piston 202 is located in the first cylinder body 201 to cooperate with the first cylinder body 201 to define an upper chamber 2011 and a lower chamber 2012. The piston rod 203 is connected to the piston 202 and the upper end of the piston rod 203 is suitable for connection with the vehicle body. Multiple shock absorbers 200 and multiple hydraulic integrated control modules 100 are arranged one by one, and the external connection port 320 of each integrated seat 32 is connected to the lower chamber 2012.

[0082] According to the hydraulic suspension system 1000 of the embodiment of the present invention, the oil passage 44 is integrated into the integrated seat 32, so that the reservoir 1 and the accumulator module are installed to the integrated seat 32 to be connected with the oil passage 44, so that the oil passage 44, the reservoir 1 and the accumulator module are integrated together, so that the volume of the entire hydraulic integrated control module 100 is reduced, and there is no complicated oil passage for connection, reducing the risk of leakage. When it is used in a vehicle, it effectively solves the contradiction between vehicle comfort and handling stability.

[0083] In some embodiments of the present invention, the oil inlet and outlet of the stiffness regulating accumulator 10 is connected to the oil channel 44 through a first branch, and a stiffness regulating valve 11 is connected in series to the first branch for opening or closing the first branch.

[0084] The control valve 12 is connected in series to the oil passage 44 to control whether the oil flows to the shock absorber 200, wherein when the stiffness regulating valve 11 is opened and the control valve 12 is closed, the oil in the reservoir 1 enters the stiffness regulating accumulator 10 through the first branch so that the stiffness regulating accumulator 10 stores energy, and when both the stiffness regulating valve 11 and the control valve 12 are opened, the oil in the stiffness regulating accumulator 10 can flow into the shock absorber 200, and the stiffness regulating valve 11 and the control valve 12 are respectively suitable for being connected to the control unit 2000 of the vehicle.

[0085] Specifically, the hydraulic suspension system 1000 has a boost mode, in which the stiffness adjustment valve 11 is opened and the control valve 12 is closed, and the oil in the reservoir assembly enters the stiffness adjustment accumulator 10 so that the stiffness adjustment accumulator 10 is charged.

[0086] When the corresponding vehicle body needs to be lifted, for example, when the height of the entire vehicle body needs to be raised, each hydraulic control mode receives a control signal, and the control unit 2000 controls the stiffness regulating valve 11 and the control valve 12 in each group of hydraulic integrated control modules 100 to be in an open state, and the oil in the stiffness regulating accumulator 10 enters the lower chamber 2012 of the corresponding shock absorber 200, so that the oil in the lower chamber 2012 increases to push the piston 202 upward, and the piston 202 moves upward to drive the piston rod 203 to rise to lift the vehicle body, thereby completing the lifting function of the vehicle body. In some examples of the present invention, the hydraulic suspension system 1000 of the present invention can complete one lifting after each energy storage. When lifting again, the stiffness regulating accumulator 10 needs to be stored.

[0087] When the height of the vehicle body needs to be lowered, the oil in the lower chamber 2012 can also be discharged into the oil passage 44 under the action of the vehicle's gravity to flow back into the liquid storage assembly, thereby reducing the height of the vehicle body.

[0088] When a vehicle is driving, it will encounter various road conditions. Once the suspension system of a vehicle with related technology is selected, it cannot be adjusted during the driving process of the vehicle. As a result, the traditional suspension can only ensure that the vehicle achieves the best performance match under a specific road and speed condition, and can only passively withstand the force of the ground on the vehicle body, but cannot change the suspension parameters according to different roads and vehicle speeds, and cannot actively control the force of the ground on the vehicle body.

[0089] According to the hydraulic suspension system 1000 of the embodiment of the present invention, the height of the vehicle body can be adjusted according to the road conditions, for example, when passing through a relatively rugged mountain road, the vehicle body can enter the lifting mode, which can increase the center of mass of the vehicle and improve the stability of the vehicle. When it is necessary to reduce the impact of the vehicle body on the driving speed, the height reduction mode can be entered to reduce the center of mass of the vehicle. Of course, it can be understood that the above is only an exemplary description, and the height of the vehicle body can also be adjusted according to actual needs during driving.

[0090] When the stiffness needs to be increased, the stiffness regulating valve 11 can be closed to disconnect the stiffness regulating accumulator 10 from the shock absorber 200, thereby increasing the stiffness of the hydraulic integrated control module 100. For example, in the anti-braking nodding condition and the turning anti-roll condition, the front axle needs to provide greater stiffness, and at this time, the stiffness regulating valve 11 of the left front hydraulic integrated control module 100 and the stiffness regulating valve 11 of the right front hydraulic integrated control module 100 can be closed.

[0091] It can be understood that since each group of hydraulic integrated control modules 100 includes a stiffness regulating accumulator 10, a stiffness regulating valve 11 and a control valve 12, and the stiffness regulating valve 11 and the control valve 12 of each group of hydraulic integrated control modules 100 are electrically connected to the control unit 2000, each group of hydraulic integrated control modules 100 can be independently controlled, that is, the left front vehicle body can be lifted separately, the left front vehicle body and the right front vehicle body can be lifted separately, etc., and can be selected according to actual needs.

[0092] When the left front wheel encounters an obstacle such as a raised stone during vehicle driving, the piston rod 203 of the left front hydraulic integrated control module 100 will move downward to squeeze the lower chamber 2012, and the oil in the lower chamber 2012 will be discharged into the corresponding liquid storage assembly. At this time, the control unit 2000 can control the stiffness regulating valve 11 and the control valve 12 in the right front hydraulic integrated control module 100, the left rear hydraulic integrated control module 100 and the right rear hydraulic integrated control module 100 to be in an open state, and control the right front body, the right rear body and the left rear body to be raised, so as to avoid the roll phenomenon.

[0093] During vehicle driving, when emergency braking is required, the vehicle may easily nod due to pitching phenomenon. At this time, the control unit 2000 can control the stiffness regulating valve 11 and the control valve 12 in the left front hydraulic integrated control module 100 and the right front hydraulic integrated control module 100 to be in an open state to lift the left front vehicle body and the right front vehicle body, thereby achieving the purpose of anti-nodding.

[0094] It should be noted that the above are only two exemplary descriptions. During vehicle driving, the opening and closing conditions of the stiffness regulating valve 11 and the control valve 12 in each group of hydraulic integrated control modules 100 can be controlled according to the vehicle speed, road conditions, the need for anti-lifting when the vehicle starts, the need for anti-nodding when the vehicle brakes suddenly, etc., so as to meet various needs.

[0095] In some specific examples of the present invention, the automatic height adjustment modes include: vehicle height changes with vehicle speed in motion according to a set program, load balancing, trailer mode, towed mode, jack mode, automatic height suppression function and vehicle body lift escape mode, etc. The vehicle body height can be increased in trailer mode and lowered in towed mode.

[0096] The hydraulic suspension system 1000 according to the embodiment of the present invention includes a plurality of independently controlled hydraulic integrated control modules 100, which can adjust the height and suspension stiffness of the vehicle body at different positions according to actual conditions, so that the hydraulic suspension system 1000 can meet different needs, achieve the purposes of anti-roll and anti-pitch, etc., improve the operational stability of the vehicle, and effectively resolve the contradiction between vehicle comfort and handling stability.

[0097] According to some embodiments of the present invention, Figure 5-Figure 6 As shown, the hydraulic suspension system 1000 also includes a pressure relief valve 31, which is connected to the oil passage 44, that is, the pressure relief valve 31 is located at the outlet of the control pump 26. When the outlet pressure of the control pump 26 reaches a certain threshold, the pressure relief valve 31 opens to release pressure, thereby protecting the hydraulic suspension system 1000 within a normal pressure range. It should be noted that the working principle of the pressure relief valve 31 is already a prior art and will not be described in detail herein. In some examples of the present invention, such as Figure 5 and Figure 6 As shown, each group of hydraulic integrated control modules 100 includes a pressure sensor 34, which is used to detect the pressure at the outlet of the control pump 26 to ensure that it can be detected in time when the outlet pressure of the control pump 26 reaches a certain threshold, so as to ensure that the hydraulic suspension system 1000 is within a normal pressure range.

[0098] In some embodiments of the present invention, Figure 5-Figure 8 As shown, each piston rod 203 is provided with an oil channel 204, the oil channel 204 is communicated with the lower chamber 2012, and the oil channel 44 is connected to the piston rod 203. Thus, the hollow piston rod 203 is provided to define the oil channel 204, and the oil in the reservoir 1 can enter the lower chamber 2012 through the oil channel 204, and the oil in the lower chamber 2012 can be discharged from the shock absorber 200 through the oil channel 204, thereby ensuring that the oil can smoothly enter and exit the shock absorber 200, reducing the weight of the shock absorber 200, saving costs, and having a simple adjustment method, high reliability, and fast response speed.

[0099] It is understandable that each group of hydraulic integrated control modules 100 can adjust its damping according to actual needs, that is, four groups of hydraulic integrated control modules 100 can adjust the damping simultaneously, or only one, two or three of them can adjust the damping.

[0100] In some examples of the present invention, the hydraulic suspension system 1000 needs to adjust the damping in the following modes: hammer sensitivity control, large amplitude control, roll control, anti-nod control and high-speed control. The above-mentioned hammer sensitivity control is mainly triggered when there are small undulations on the road. The undulations are not large and do not reach the off-road condition. In order to cope with the small undulations, the damping will not increase, mainly to ensure the comfort requirements of the vehicle body. The above-mentioned large amplitude control is mainly triggered in the off-road condition with large undulations on the road. At low speed, the undulations are large, and the damping will increase to ensure the handling stability requirements of the vehicle body. The above-mentioned roll control is mainly triggered to change the damping force when turning and reduce the roll. When the control unit 2000 recognizes that the lateral acceleration is greater than a certain value (for example, greater than 0.2g), the outer damping is increased during the roll, and this operation will be maintained for a certain time (for example, 0.5s), and the height change function is suppressed at this time. The above-mentioned anti-nod control is mainly triggered to change the damping force during braking to reduce the nod. When the control unit 2000 recognizes that the acceleration is greater than a certain value (for example, greater than 0.2g), it will suppress the height change, increase the front damping when nodding, and increase the front stiffness. The height suppression function will be maintained until the acceleration is lower than a certain value (for example, lower than 0.2g) and maintained for 1 second. The above-mentioned anti-lift control mainly triggers the change of the damping force during acceleration, reduces the lift and nodding, and thus increases the rear damping during acceleration. The above-mentioned high-speed control mainly triggers the change of the damping force with the vehicle speed, that is, the damping is small at low speed and large at high speed.

[0101] In some examples of the present invention, the damping accumulator 9 adopts a metal bellows accumulator, and the stiffness adjustment accumulator 10 adopts a diaphragm accumulator. The diaphragm accumulator has a faster pressure storage capacity and a larger pressure storage capacity than the metal bellows accumulator. The diaphragm accumulator can reach a higher pressure storage capacity in a shorter time, so the stiffness adjustment accumulator 10 adopts a diaphragm accumulator to store pressure in each suspension to achieve vehicle body lifting. It should be noted that the energy storage principles of the metal bellows accumulator and the diaphragm accumulator are both existing technologies and will not be described in detail here.

[0102] like Figure 6As shown, in some embodiments of the present invention, the hydraulic suspension system 1000 also includes a central control cylinder 24, wherein the central control cylinder 24 includes a second cylinder body 240 and a moving member 241, the moving member 241 is movably arranged in the second cylinder body 240 and cooperates with the second cylinder body 240 to define a first chamber 243, a second chamber 244, a third chamber 245 and a fourth chamber 246, the first chamber 243, the second chamber 244, the third chamber 245 and the fourth chamber 246 are arranged sequentially in the moving direction of the moving member 241, the first chamber 243 and the second chamber 244 are distributed on one side of the middle contact portion 2411 of the moving member 241, the third chamber 245 and the fourth chamber 246 are distributed on the other side of the middle contact portion 2411, and the middle contact portion 2411 is movably cooperated with the inner wall of the second cylinder body 240.

[0103] The oil passage 44 of the left front hydraulic integrated control module 100 is connected to one of the first chamber 243 and the second chamber 244, and the oil passage 44 corresponding to the right rear hydraulic integrated control module 100 is connected to the other of the first chamber 243 and the second chamber 244. The oil passage 44 corresponding to the right front hydraulic integrated control module 100 is connected to one of the third chamber 245 and the fourth chamber 246, and the oil passage 44 corresponding to the left rear hydraulic integrated control module 100 is connected to the other of the third chamber 245 and the fourth chamber 246. For the convenience of description, the following principle description is made by taking the oil passage 44 of the left front hydraulic integrated control module 100 connected to the first chamber 243, the oil passage 44 of the right rear hydraulic integrated control module 100 connected to the second chamber 244, the oil passage 44 of the left rear hydraulic integrated control module 100 connected to the third chamber 245, and the oil passage 44 of the right front hydraulic integrated control module 100 connected to the fourth chamber 246 as an example.

[0104] For this purpose, a connection port for connecting with the central control cylinder is also provided on the integrated control module.

[0105] Specifically, when the vehicle has a tendency to roll, for example, the piston rods 203 corresponding to the left front hydraulic integrated control module 100 and the left rear hydraulic integrated control module 100 are compressed, and at this time, the oil in the lower chamber 2012 corresponding to the left front hydraulic integrated control module 100 is discharged to the first chamber 243 through the oil channel 204, and the oil in the lower chamber 2012 corresponding to the left rear hydraulic integrated control module 100 is discharged to the third chamber 245 through the oil channel 204. Since the first chamber 243 and the third chamber 245 are located on both sides of the middle contact portion 2411, the direction of the force exerted by the oil in the first chamber 243 on the middle contact portion 2411 is opposite to the direction of the force exerted by the third chamber 245 on the middle contact portion 2411. The two opposite forces offset each other so that the moving part 241 does not move, thereby suppressing the movement of the piston rods 203 corresponding to the left front hydraulic integrated control module 100 and the piston rods 203 corresponding to the left rear hydraulic integrated control module 100, which can play a role in suppressing roll.

[0106] When the left front wheel of the vehicle encounters an obstacle such as a stone, the left front wheel is lifted so that the corresponding compression amplitude of the left front hydraulic integrated control module 100 is greater than the corresponding compression amplitude of the left rear hydraulic integrated control module 100, and the amount of oil discharged from the left front hydraulic integrated control module 100 into the first chamber 243 is greater than the amount of oil discharged from the left rear hydraulic integrated control module 100 into the third chamber 245, thereby causing the moving part 241 to move rightward to squeeze the third chamber 245 and the fourth chamber 246, and the oil in the third chamber 245 can be discharged into the lower chamber 2012 corresponding to the left rear hydraulic integrated control module 100 to move the piston rod 203 upward, and the oil in the fourth chamber 246 can be discharged into the lower chamber 2012 corresponding to the right front hydraulic integrated control module 100 to move the piston rod 203 upward, thereby reducing the risk of the left rear wheel and the right front wheel leaving the ground and improving the stability of the vehicle.

[0107] Of course, it can be understood that the above-mentioned situations are merely exemplary descriptions. When the vehicle encounters other working conditions such as the right front wheel being lifted, the left rear wheel being lifted, etc., the oil flows according to the above-mentioned linkage principle to avoid the vehicle from rolling. Each working condition will not be described in detail here.

[0108] When an off-road vehicle passes through an undulating road, if the ground clearance and the passing angle are small, the vehicle's passability will be affected. When climbing a slope or leaving a slope, if the approach angle and departure angle are too small, the vehicle will "lift its head" and "lift its tail", making it impossible for the vehicle to pass normally. When driving on a side slope, a large side slope can easily cause the vehicle to slide or roll over, and driving safety cannot be guaranteed. When driving on a highway, if the lateral acceleration of the vehicle is too large when turning or it is impacted by external forces, there is a risk of rollover. Due to its higher center of mass, an off-road vehicle is more likely to roll over, and its safety and stability are even more difficult to guarantee. In response to the above-mentioned complex and changeable terrain and road conditions, the hydraulic suspension system according to an embodiment of the present invention can adjust the vehicle body posture according to road conditions through the above-mentioned central control cylinder 24, thereby improving and enhancing the off-road vehicle's ability to adapt to all-terrain conditions.

[0109] In some embodiments of the present invention, Fig. 9 As shown, the moving member 241 includes a moving body 2410, and the middle contact portion 2411 is an annular protrusion provided on the moving body 2410. In the moving direction of the moving member 241, a middle cavity, a left cavity and a right cavity are provided in the second cylinder 240, and the extension port of the left cavity and the extension port of the right cavity are located on the inner wall of the middle cavity. The left end of the moving body 2410 extends into the left cavity through the extension port of the left cavity, and the right end of the moving body 2410 extends into the right cavity through the extension port of the right cavity.

[0110] A first chamber 243 is defined between the left end of the moving body 2410 and the left cavity, a portion of the moving body 2410 is slidably matched with the inner wall of the left cavity, the middle contact portion 2411 is slidably matched with the inner wall of the middle cavity to define a second chamber 244 and a third chamber 245, and a fourth chamber 246 is defined between the right end of the moving body 2410 and the right cavity. Thus, the structure of the central control cylinder 24 is simple.

[0111] Furthermore, if Fig. 9 As shown, the central control cylinder 24 also includes a first return spring 247 and a second return spring 248, the two ends of the first return spring 247 are respectively stopped at the second cylinder body 240 and the left end of the moving member 241, the two ends of the second return spring 248 are respectively stopped at the second cylinder body 240 and the right end of the moving member 241, and the first return spring 247 and the second return spring 248 push the moving member 241 to reset toward the middle. Specifically, when the vehicle rolls over and causes the moving member 241 to move to the left, the first return spring 247 can push the moving member 241 to the right to reset the moving member 241. When the vehicle rolls over and causes the moving member 241 to move to the right, the second return spring 248 can push the moving member 241 to the left to reset the moving member 241, thereby ensuring the reliability of the central control cylinder 24.

[0112] In some examples of the present invention, Fig. 9 As shown, the central control cylinder 24 includes a guide assembly 249, and the wire assembly includes a first guide piece 2490 and a second guide piece 2491. The first guide piece 2490 and the second guide piece 2491 are slidably matched, the first guide piece 2490 is fixed on the second cylinder body 240, and the second guide piece 2491 is fixed on the moving piece 241. The first return spring 247 is sleeved on the left guide assembly 249 and the first return spring 247 is stopped on the first guide piece 2490, and the second return spring 248 is sleeved on the right guide assembly 249 and the second return spring 248 is stopped on the first guide piece 2490. Therefore, by setting the guide assembly 249, not only the assembly of the first return spring 247 and the second return spring 248 is facilitated, but also the deformation degree of the first return spring 247 and the second return spring 248 is limited, so as to avoid failure of the first return spring 247 and the second return spring 248 due to excessive deformation.

[0113] Furthermore, the second guide member 2491 is a screw, and one end of the second guide member 2491 extends into the first guide member 2490 to moveably cooperate with the first guide member 2490, thereby making the structure of the guide assembly 249 simple and reliable.

[0114] like Fig.10 As shown, the ports of the central control cylinder 24 connected to the piston rods 203 of the four hydraulic integrated control modules 100 are located on the same side, thereby facilitating pipeline connection.

[0115] like Figure 5-Figure 6 As shown, in some embodiments of the present invention, the hydraulic suspension system 1000 further includes a plurality of damping springs 205, and the plurality of damping springs 205 are arranged one by one with the plurality of shock absorbers, and the two ends of the damping springs 205 are suitable for being connected to the vehicle body and the axle. Thus, by arranging the damping springs 205, the buffering effect of each set of shock absorbers can be increased, and the bumping of the vehicle body during the driving process of the vehicle can be reduced. It can be understood that the hydraulic suspension system 1000 includes a shock absorber assembly 2, and each shock absorber assembly 2 includes a shock absorber 200 and a damping spring 205, so that the shock absorber assembly 2 has a buffering and vibration reduction effect on the vehicle body.

[0116] Furthermore, if Figure 5-Figure 6 As shown, the shock-absorbing spring 205 of the left front hydraulic integrated control module 100 is fixed on the shock absorber 200, the shock-absorbing spring 205 of the right front hydraulic integrated control module 100 is fixed on the shock absorber 200, the shock-absorbing spring 205 of the left rear hydraulic integrated control module 100 is arranged in parallel with the shock absorber 200, and the shock-absorbing spring 205 of the right rear hydraulic integrated control module 100 is arranged in parallel with the shock absorber 200.

[0117] Reference below Figure 5-Figure 6The hydraulic suspension system 1000 according to two specific embodiments of the present invention is described in detail. It can be understood that each of the above embodiments is only an exemplary description rather than a restrictive description, and each embodiment can be exemplarily modified according to actual conditions.

[0118] Embodiment 1:

[0119] like Figure 5 As shown, the hydraulic suspension system 1000 according to the embodiment of the present invention includes a left front hydraulic integrated control module 100, a right front hydraulic integrated control module 100, a left rear hydraulic integrated control module 100 and a right rear hydraulic integrated control module 100. Each hydraulic integrated control module 100 includes: a reservoir 1, a control pump 26, an oil return valve 27, a check valve 28, a pressure stabilizing accumulator 29, a pressure relief valve 31, a damping regulating valve 8, a damping accumulator 9, a stiffness regulating accumulator 10 and a pressure reducing accumulator 30.

[0120] The left front hydraulic integrated control module 100 and the right front hydraulic integrated control module 100 are both provided with a shock absorber 200 and a shock absorber spring 205, and the outer sleeve of the shock absorber spring 205 is fixed on the shock absorber 200. The left rear hydraulic integrated control module 100 and the right rear hydraulic integrated control module 100 are both provided with a shock absorber 200 and a shock absorber spring 205, and the shock absorber spring 205 and the shock absorber 200 are arranged in parallel, and the two ends of the shock absorber spring 205 corresponding to the left rear hydraulic integrated control module 100 are respectively connected to the vehicle body and the axle. The two ends of the shock absorber spring 205 corresponding to the right rear hydraulic integrated control module 100 are respectively connected to the vehicle body and the axle. Each shock absorber 200 includes a first cylinder body 201, a piston rod 203 and a piston 202. The piston rod 203 is connected to the piston 202. The piston 202 is movably arranged in the first cylinder body 201 to define an upper chamber 2011 and a lower chamber 2012. An oil channel 204 is arranged in the piston rod 203, and the oil channel 204 is connected to the lower chamber 2012.

[0121] The oil channel 204 of each shock absorber 200 is connected to the reservoir 1 through the oil channel 44. The control valve 12 is connected to the oil channel 44 to control its opening or closing.

[0122] The reservoir 1 has a liquid outlet and a liquid inlet, and the control pump 26 is connected to the liquid outlet and the oil passage 44 respectively to guide the oil in the reservoir 1 to the oil passage 44. The return valve 27 is connected to the liquid inlet and the oil passage 44 respectively. When the return valve 27 is opened, the oil flows from the oil passage 44 to the liquid inlet. The one-way valve 28 is arranged at the outlet end of the control pump 26 and is unidirectional. The pressure-stabilizing accumulator 29 is arranged at the outlet end of the control pump 26 and is located between the one-way valve 28 and the control pump 26. The pressure-stabilizing accumulator 29 can stabilize and eliminate the flow fluctuation at the outlet end of the control pump 26.

[0123] The pressure relief valve 31 is connected to the oil passage 44 .

[0124] The stiffness regulating accumulator 10 corresponding to each hydraulic integrated control module 100 is connected to the oil passage 44 , and the oil inlet and outlet of the stiffness regulating accumulator 10 are provided with a stiffness regulating valve 11 , which is in a normally closed state.

[0125] Each oil passage 44 is also provided with a damping regulating valve 8, a damping accumulator 9 and a control valve 12. The damping regulating valve 8 is used to adjust the flow through the corresponding oil passage 44 to adjust the damping of the hydraulic suspension system 1000. The damping accumulator 9 can store energy. The control valve 12 is provided between the damping accumulator 9 and the stiffness regulating accumulator 10.

[0126] Specifically, the hydraulic suspension system 1000 has a boost mode, a lifting mode, and a height reduction mode. In the boost mode, the control valve 12 is closed, the stiffness adjustment valve 11 is opened, and the control pump 26 is operated so that the oil in the reservoir 1 flows to the corresponding stiffness adjustment accumulator 10 for energy storage. After each stiffness adjustment accumulator 10 is charged, the stiffness adjustment valve 11 is closed.

[0127] In the lifting mode, the oil in the reservoir 1 or the oil in the stiffness adjustment accumulator 10 can enter the corresponding oil channel 204, and the hydraulic oil entering each oil channel 204 flows into the lower chamber 2012, so that the hydraulic pressure in the lower chamber 2012 increases and the piston 202 moves upward, and the upward movement of the piston 202 drives the piston rod 203 to move upward. The piston rod 203 of the left front hydraulic integrated control module 100 moves upward, the piston rod 203 of the right front hydraulic integrated control module 100 moves upward, the piston rod 203 of the left rear hydraulic integrated control module 100 moves upward, and the piston rod 203 of the right rear hydraulic integrated control module 100 moves upward to drive the vehicle body to move upward, so as to achieve the purpose of lifting the vehicle body.

[0128] In the height reduction mode, the oil of each hydraulic integrated control module 100 flows out from the oil channel 204, and the hydraulic pressure of the lower chamber 2012 of each shock absorber 200 is reduced, so that the piston 202 moves downward, and the piston 202 moves downward to drive the piston rod 203 to move downward. The piston rod 203 of the left front hydraulic integrated control module 100 moves downward, the piston rod 203 of the right front hydraulic integrated control module 100 moves downward, the piston rod 203 of the left rear hydraulic integrated control module 100 moves downward, and the piston rod 203 of the right rear hydraulic integrated control module 100 moves downward to drive the vehicle body to move downward, so as to achieve the purpose of reducing the height of the vehicle body. When the pressure in the hydraulic suspension system 1000 is relatively large, for example, the pressure at the outlet of the detection control pump 26 reaches a certain threshold (30MPa), the return oil valve 27 is opened to release the pressure to protect the hydraulic suspension system 1000 within the normal pressure range. At this time, the oil in each shock absorber 200 can flow into the reservoir 1 through the oil passage 44 and the return oil valve 27.

[0129] If the pressure in the hydraulic suspension system 1000 is still high after pressure relief or the pressure is high during operation, the pressure relief valve 31 can be opened to relieve pressure to ensure reliable operation of the entire hydraulic suspension system 1000 .

[0130] During vehicle driving, if the damping of the hydraulic suspension system 1000 is large, the vehicle body will be bumpy and the comfort will be affected. The damping of the hydraulic suspension system 1000 can be adjusted by adjusting the amount of oil in the oil passage 44 through the damping regulating valve 8. When the opening of the damping regulating valve 8 is reduced so that the amount of oil that can flow through the oil passage 44 is reduced, a part of the oil in the oil passage 44 can enter the damping accumulator 9 for energy storage. When the opening of the damping regulating valve 8 is increased, the oil in the damping accumulator 9 can enter the oil passage 44 for oil replenishment, so that the damping of the hydraulic suspension system 1000 can be reliably adjusted.

[0131] When the stiffness of the hydraulic suspension system 1000 greatly reduces the comfort of the vehicle, the stiffness regulating valve 11 can be controlled to open, and the oil in the stiffness regulating accumulator 10 can be replenished into each oil channel 44, thereby reducing the stiffness of the hydraulic suspension system 1000 and increasing the buffering effect of the hydraulic suspension system 1000 on bumps.

[0132] Embodiment 2:

[0133] like Figure 6 As shown, in this embodiment, compared with Embodiment 1, the hydraulic suspension system 1000 according to the embodiment of the present invention further includes a central control cylinder 24 .

[0134] The central control cylinder 24 includes a second cylinder body 240 and a moving part 241. The moving part 241 is movably arranged in the second cylinder body 240 and cooperates with the second cylinder body 240 to define a first chamber 243, a second chamber 244, a third chamber 245 and a fourth chamber 246. The first chamber 243, the second chamber 244, the third chamber 245 and the fourth chamber 246 are arranged sequentially in the moving direction of the moving part 241. The first chamber 243 and the second chamber 244 are distributed on one side of the middle contact portion 2411 of the moving part 241, and the third chamber 245 and the fourth chamber 246 are distributed on the other side of the middle contact portion 2411. The middle contact portion 2411 is movably cooperated with the inner wall of the second cylinder body 240.

[0135] The oil channel 204 corresponding to the left front hydraulic integrated control module 100 is connected to one of the first chamber 243 and the second chamber 244, and the oil channel 204 corresponding to the right rear hydraulic integrated control module 100 is connected to the other of the first chamber 243 and the second chamber 244. The oil channel 204 corresponding to the left rear hydraulic integrated control module 100 is connected to one of the third chamber 245 and the fourth chamber 246, and the oil channel 204 corresponding to the right front hydraulic integrated control module 100 is connected to the other of the third chamber 245 and the fourth chamber 246. For the convenience of description, the principle is described below by taking as an example that the oil channel 204 corresponding to the left front hydraulic integrated control module 100 is connected to the first chamber 243, the oil channel 204 corresponding to the right rear hydraulic integrated control module 100 is connected to the second chamber 244, the oil channel 204 corresponding to the left rear hydraulic integrated control module 100 is connected to the third chamber 245, and the oil channel 204 corresponding to the right front hydraulic integrated control module 100 is connected to the fourth chamber 246.

[0136] Specifically, when the vehicle has a tendency to roll, for example, the piston rods 203 corresponding to the left front hydraulic integrated control module 100 and the left rear hydraulic integrated control module 100 are compressed, and the piston rods 203 corresponding to the right front hydraulic integrated control module 100 and the right rear hydraulic integrated control module 100 are stretched. At this time, the oil in the lower chamber 2012 corresponding to the left front hydraulic integrated control module 100 is discharged to the first chamber 243 through the oil channel 204, and the oil in the lower chamber 2012 corresponding to the left rear hydraulic integrated control module 100 is discharged to the third chamber 243 through the oil channel 204. Chamber 245, since the first chamber 243 and the third chamber 245 are located on both sides of the middle contact portion 2411, the direction of the force exerted by the oil in the first chamber 243 on the middle contact portion 2411 is opposite to the direction of the force exerted by the third chamber 245 on the middle contact portion 2411, and the two opposite forces cancel each other out so that the moving part 241 does not move, thereby suppressing the movement of the piston rod 203 corresponding to the left front hydraulic integrated control module 100 and the piston rod 203 corresponding to the left rear hydraulic integrated control module 100, which can play a role in suppressing roll.

[0137] When the left front wheel of the vehicle encounters an obstacle such as a stone, the left front wheel is lifted so that the corresponding compression amplitude of the left front hydraulic integrated control module 100 is greater than the corresponding compression amplitude of the left rear hydraulic integrated control module 100, and the amount of oil discharged from the left front hydraulic integrated control module 100 into the first chamber 243 is greater than the amount of oil discharged from the left rear hydraulic integrated control module 100 into the third chamber 245, thereby causing the moving part 241 to move rightward to squeeze the third chamber 245 and the fourth chamber 246, and the oil in the third chamber 245 can be discharged into the lower chamber 2012 of the left rear hydraulic integrated control module 100 to move the piston rod 203 upward, and the oil in the fourth chamber 246 can be discharged into the lower chamber 2012 of the right front hydraulic integrated control module 100 to move the piston rod 203 upward, thereby reducing the risk of the left rear wheel and the right front wheel leaving the ground and improving the stability of the vehicle.

[0138] Of course, it can be understood that the above-mentioned situations are merely exemplary descriptions. When the vehicle encounters other working conditions such as the right front wheel being lifted, the left rear wheel being lifted, etc., the oil flows according to the above-mentioned linkage principle to avoid the vehicle from rolling. Each working condition will not be described in detail here.

[0139] The vehicle according to the embodiment of the present invention comprises the hydraulic suspension system 1000 according to any one of the above embodiments of the present invention.

[0140] In some specific examples of the present invention, the vehicle may have an entertainment mode, and the vehicle posture may be changed rapidly (lowering or raising the vehicle body) according to the entertainment (movies, disco, music) content to obtain the acceleration required in the corresponding state. In some examples of the present invention, the vehicle may have a pre-collision suspension control function, combined with a radar / camera, and when the control unit 2000 senses a pre-collision signal, it actively controls the front suspension stiffness to increase, changes the pitch angle, optimizes the friction resistance, and reduces the braking distance. In some examples of the present invention, the vehicle may have a suspension memory function and a road condition memory function, and in combination with a navigation map, automatically switches the previous control strategy (manually adjusts the memory) the next time it passes a specific section of road. In some examples of the present invention, the vehicle can travel with a flat tire, and after a single wheel has a flat tire, the vehicle can still safely travel a certain distance.

[0141] In some examples of the present invention, a control key is provided on the vehicle, and the vehicle user can manually control the operating state of the control valve 12 and the stiffness regulating valve 11 in each hydraulic integrated control module 100 through the control key to switch the vehicle between multiple modes.

[0142] According to the vehicle of the embodiment of the present invention, the height of the vehicle body can be adjusted according to the road conditions, for example, when passing through a relatively rugged mountain road, the vehicle body can enter the lifting mode, which can increase the center of mass of the vehicle and improve the stability of the vehicle. When it is necessary to reduce the impact of the vehicle body on the driving speed, the vehicle body can enter the height reduction mode to reduce the center of mass of the vehicle. Of course, it can be understood that the above is only an exemplary description, and the height of the vehicle body can also be adjusted according to actual needs during driving.

[0143] The vehicle according to the embodiment of the present invention includes a plurality of independently controlled hydraulic integrated control modules 100, which can adjust the height and suspension stiffness of the vehicle body at different positions according to actual conditions, so that the hydraulic suspension system 1000 can meet different needs, can achieve the purpose of anti-roll and anti-pitch, can improve the operational stability of the vehicle, and effectively solve the contradiction between the comfort and handling stability of the vehicle. By integrating the oil passage 44 into the integrated seat 32, the reservoir 1 and the accumulator module are installed to the integrated seat 32 to be connected with the oil passage 44, so that the oil passage 44, the reservoir 1 and the accumulator module are integrated together, so that the volume of the entire hydraulic integrated control module 100 is reduced, and there is no complicated oil circuit for connection, reducing the risk of leakage.

[0144] In some embodiments of the present invention, the vehicle further includes: a left front acceleration sensor 35, a right front acceleration sensor 36, and a rear body acceleration sensor 37, which are respectively connected to the control unit 2000, and the control unit 2000 controls the opening and closing states of the stiffness regulating valve 11 and the control valve 12 according to the detection results of the left front acceleration sensor 35, the right front acceleration sensor 36, and the rear body acceleration sensor 37. Thus, the height and suspension stiffness of the vehicle body at different positions can be adjusted in real time according to actual conditions, effectively solving the contradiction between vehicle comfort and handling stability, and the above independent adjustment method can effectively improve the active safety of the vehicle.

[0145] In some embodiments of the present invention, the vehicle further includes: a left front level sensor 38, a right front level sensor 39, a left rear level sensor 40 and a right rear level sensor 41, the left front level sensor 38, the right front level sensor 39, the left rear level sensor 40 and the right rear level sensor 41 are respectively used to detect the height of the corresponding position of the vehicle body, the left front level sensor 38, the right front level sensor 39, the left rear level sensor 40 and the right rear level sensor 41 are respectively connected to the control unit 2000, and the control unit 2000 controls the opening and closing states of the stiffness regulating valve 11 and the control valve 12 according to the detection results. Thereby, the height of the vehicle body at different positions can be adjusted in real time according to the actual situation, which effectively solves the contradiction between the comfort and handling stability of the vehicle, and the above-mentioned independent adjustment method can effectively improve the active safety of the vehicle.

[0146] In some embodiments of the present invention, when the control unit 2000 recognizes that the lateral acceleration is greater than a certain value (for example, greater than 0.2g), the outer damping is increased during roll, and this operation is maintained for a certain time (for example, maintained for 0.5s), at which time the height change function is suppressed. The above-mentioned anti-nod control mainly triggers the change of damping force during braking to reduce nod. When the control unit 2000 recognizes that the acceleration is greater than a certain value (for example, greater than 0.2g), it will suppress the height change, increase the front damping during nod, and increase the front stiffness. The height suppression function will be maintained until the acceleration is lower than a certain value (for example, lower than 0.2g) and maintained for 1 second. The above-mentioned anti-nod control mainly triggers the change of damping force during acceleration, reduces nod, and thus increases the rear damping during acceleration.

[0147] Other components of the vehicle according to the embodiment of the present invention, such as the brake system and operations, are well known to those skilled in the art and will not be described in detail here.

[0148] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner.

[0149] Although the embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A hydraulic integrated control module, characterized in that: include: An integrated seat, wherein an oil passage is provided in the integrated seat, and an external connection port connected to the oil passage is provided on an outer peripheral wall of the integrated seat, wherein the external connection port is suitable for connecting to a shock absorber; A liquid reservoir, the liquid reservoir being mounted to the integrated seat and being in communication with the oil passage; A control valve, the control valve is connected in series in the oil passage to control the oil passage to be open or closed; An accumulator module, the accumulator module is mounted to the integrated seat, the accumulator module is connected to the oil passage, and the accumulator module is used to adjust the amount of oil in the oil passage; A first branch is provided in the integrated seat, and the first branch is connected to the oil passage; The accumulator module includes a stiffness regulating accumulator and a stiffness regulating valve, the stiffness regulating valve is connected in series to the first branch to open or close the first branch, and the stiffness regulating accumulator is installed to the integrated seat and communicated with the first branch.

2. The hydraulic integrated control module according to claim 1, characterized in that: The stiffness adjustment accumulator is mounted on a mounting plane of the fluid reservoir on the integrated seat.

3. The hydraulic integrated control module according to any one of claims 1-2, characterized in that: The accumulator module comprises a damping regulating valve and a damping accumulator, wherein the damping regulating valve is connected in series to the oil passage to adjust the damping of the oil passage; The damping accumulator is mounted to the integrated seat and communicates with the oil passage.

4. The hydraulic integrated control module according to claim 3, characterized in that: The mounting plane of the damping accumulator on the integrated seat is perpendicular to the mounting plane of the liquid reservoir on the integrated seat, and the damping accumulator and the damping regulating valve are located on the same mounting plane.

5. The hydraulic integrated control module according to claim 1, characterized in that: A third branch and a fourth branch are provided in the integrated seat, the third branch is connected to the oil passage and the liquid outlet of the liquid reservoir respectively, the fourth branch is connected to the oil passage and the liquid inlet of the liquid reservoir respectively, and the third branch is provided with a control pump to guide the oil in the liquid reservoir to the oil passage.

6. The hydraulic integrated control module according to claim 5, characterized in that: The fourth branch is connected in series with an oil return valve for opening or closing the fourth branch.

7. The hydraulic integrated control module according to claim 5, characterized in that: The third branch is provided with a one-way valve, and the one-way valve is used to guide the oil to the oil channel in a one-way manner.

8. The hydraulic integrated control module according to claim 5, characterized in that: The third branch is provided with a pressure-stabilizing accumulator, which is mounted on the integrated seat and on the mounting plane of the liquid reservoir on the integrated seat.

9. The hydraulic integrated control module according to claim 1, characterized in that: It also includes a signal receiver, which is arranged on the integrated seat and cooperates with the control valve to control the operating state of the control valve.

10. The hydraulic integrated control module according to claim 9, characterized in that: The control valve is a solenoid valve, and the signal receiver is a coil.

11. A hydraulic suspension system, characterized in that: include: A plurality of hydraulic integrated control modules, wherein the hydraulic integrated control module is a hydraulic integrated control module according to any one of claims 1 to 10; A plurality of shock absorbers, each of which comprises a first cylinder body, a piston and a piston rod, wherein the piston is located in the first cylinder body to cooperate with the first cylinder body to define an upper chamber and a lower chamber, the piston rod is connected to the piston and the upper end of the piston rod is suitable for connection with a vehicle body, the plurality of shock absorbers are arranged in a one-to-one correspondence with the plurality of hydraulic integrated control modules, and the external connection port of each integrated seat is connected to the lower chamber.

12. A vehicle, characterized in that: include: body and control unit; A hydraulic suspension system, wherein the hydraulic suspension system is a hydraulic suspension system according to claim 11, wherein the upper end of each piston rod is connected to the vehicle body, and the control valves of multiple hydraulic integrated control modules are respectively connected to the control units of the vehicle.

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