Suspension system of vehicle and vehicle

Abstract

This invention discloses a vehicle suspension system and a vehicle. The vehicle suspension system includes: a shock absorber, comprising a first chamber and a second chamber; an active branch, with a first end connected to the first chamber and a second end connected to the second chamber; and a damping branch, with a first end connected to the first chamber and a second end connected to the second chamber, wherein the damping branch and the active branch are arranged in parallel. Therefore, by controlling the connection state between the damping branch and the active branch and the first and second chambers of the shock absorber, different modes of the vehicle suspension system can be switched. This not only ensures rapid and stable switching between different modes of the vehicle suspension system and a faster system response, but also prevents the different modes of the vehicle suspension system from interfering with each other, ensuring the relative independence of the different modes of the vehicle suspension system.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and in particular to a suspension system of a vehicle and a vehicle. Background Art

[0002] With the development of science and technology and the improvement of users' living standards, vehicles have become an indispensable means of transportation for people. The suspension of vehicles has become a key factor affecting the driving stability of vehicles, and is particularly important in the manufacturing process of vehicles.

[0003] In the related art, the suspension structure of the vehicle is not designed reasonably and cannot switch between different working modes when dealing with different vehicle operating conditions, which will cause the suspension system of the vehicle to be unable to always meet the corresponding needs of the vehicle under different operating conditions and cause unnecessary waste of vehicle energy. Summary of the invention

[0004] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, one object of the present invention is to provide a vehicle suspension system, which can not only switch between different working modes quickly and timely, but also realize independent control of multiple modes without affecting each other.

[0005] The present invention further provides a vehicle.

[0006] The suspension system of a vehicle according to the present invention includes: a shock absorber, including a first chamber and a second chamber; an active branch, a first end of the active branch is connected to the first chamber, and a second end of the active branch is connected to the second chamber; a damping branch, a first end of the damping branch is connected to the first chamber, and a second end of the damping branch is connected to the second chamber, and the damping branch and the active branch are arranged in parallel.

[0007] Therefore, by controlling the connectivity between the damping branch and the active branch and the first chamber and the second chamber of the shock absorber, the switching of different modes of the vehicle's suspension system can be achieved. This not only ensures that the switching of different modes of the vehicle's suspension system is fast and stable, and the system responds faster, so that the vehicle's suspension system can always meet the corresponding needs of the vehicle under different working conditions, and avoid unnecessary waste of vehicle energy, but also prevents different modes of the vehicle's suspension system from affecting each other, thereby ensuring the relative independence of different modes of the vehicle's suspension system.

[0008] In some examples of the present invention, the suspension system of the vehicle further includes a switch valve group, which is suitable for controlling the on-off connection between the active branch and the shock absorber, and / or suitable for controlling the on-off connection between the damping branch and the shock absorber.

[0009] In some examples of the present invention, the switch valve group includes a damping branch switch valve, and the damping branch switch valve is arranged on the damping branch.

[0010] In some examples of the present invention, the switch valve group includes an active branch switch valve, and the active branch switch valve is arranged on the active branch.

[0011] In some examples of the present invention, the suspension system of the vehicle further includes a first accumulator adapted to regulate the pressure of the first chamber.

[0012] In some examples of the present invention, the suspension system of the vehicle further includes a second accumulator adapted to regulate the pressure of the second chamber.

[0013] In some examples of the present invention, the first accumulator is connected to the first chamber, and the second accumulator is connected to the second chamber.

[0014] In some examples of the present invention, the active branch includes a pump device having a first port and a second port, the first port is connected to the first chamber, and the second port is connected to the second chamber.

[0015] In some examples of the present invention, when the oil from the first port flows to the first chamber, the first accumulator and the first chamber are connected, and the second accumulator and the second chamber are disconnected; when the oil from the second port flows to the second chamber, the second accumulator and the second chamber are connected, and the first accumulator and the first chamber are disconnected.

[0016] In some examples of the present invention, the suspension system of the vehicle also includes a first accumulator and a second accumulator, and the damping branch switching valve includes a first switching valve and a second switching valve, the first switching valve has a first valve port and a second valve port, the first valve port is connected to the first chamber, and the second valve port is connected to the first accumulator; the second switching valve has a first valve port and a second valve port, the first valve port of the second switching valve is connected to the second chamber, and the second valve port of the second switching valve is connected to the second accumulator.

[0017] In some examples of the present invention, the first switch valve and the second switch valve each further include a third valve port, and the third valve port is connected to the damping branch.

[0018] In some examples of the present invention, the damping branch includes a first damping sub-branch and a second damping sub-branch, and the first damping sub-branch and the second damping sub-branch are connected in parallel.

[0019] In some examples of the present invention, a first damping valve is disposed on the first damping sub-branch, and a second damping valve is disposed on the second damping sub-branch.

[0020] In some examples of the present invention, a first one-way valve is provided on the first damping sub-branch, and the first one-way valve allows one-way flow from the first chamber to the first damping valve; a second one-way valve is provided on the second damping sub-branch, and the second one-way valve allows one-way flow from the second chamber to the second damping valve.

[0021] In some examples of the present invention, the suspension system of the vehicle further includes a third accumulator, wherein the third accumulator is connected in series with the first damping sub-branch, and the third accumulator is connected in series with the second damping sub-branch.

[0022] In some examples of the present invention, a third one-way valve is arranged on the first damping sub-branch, the first damping valve is connected in series with the first one-way valve, the third one-way valve is connected in parallel with the first damping valve and the first one-way valve, and the third one-way valve allows one-way communication of the third accumulator to the first chamber; a fourth one-way valve is arranged on the second damping sub-branch, the second damping valve and the second one-way valve are connected in series, the fourth one-way valve is connected in parallel with the second damping valve and the second one-way valve, and the fourth one-way valve allows one-way communication of the third accumulator to the second chamber.

[0023] In some examples of the present invention, the first end of the damping branch is connected to the first chamber, the second end of the damping branch is connected to the second chamber, and the two ends of the active branch are disconnected from the first chamber and the second chamber respectively.

[0024] In some examples of the present invention, the third accumulator is respectively connected to the first damping sub-branch and the second damping sub-branch.

[0025] In some examples of the present invention, the first end of the damping branch is connected to the first chamber, the second end of the damping branch is connected to the second chamber, the first end of the active branch is connected to the first chamber, and the second end of the active branch is connected to the second chamber.

[0026] In some examples of the present invention, the third accumulator is respectively connected to the first damping sub-branch and the second damping sub-branch.

[0027] In some examples of the present invention, when the vehicle is in a first operating condition, the first end of the active branch is connected to the first chamber, the second end of the active branch is connected to the second chamber, the first accumulator is connected to the first chamber, the second damping sub-branch is connected to the second chamber, and the third accumulator is connected to the second damping sub-branch.

[0028] In some examples of the invention, the fourth one-way valve is open.

[0029] In some examples of the present invention, when the vehicle is in a second operating condition, the first end of the active branch is connected to the first chamber, the second end of the active branch is connected to the second chamber, the second accumulator is connected to the second chamber, the first damping sub-branch is connected to the first chamber, and the third accumulator is connected to the first damping sub-branch.

[0030] In some examples of the invention, the third one-way valve is open.

[0031] A vehicle according to an embodiment of the present invention includes: the suspension system of the vehicle described above.

[0032] 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

[0033] 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:

[0034] Figure 1 is a schematic diagram of a suspension system in a first adjustment mode according to an embodiment of the present invention;

[0035] Figure 2 is a schematic diagram of a suspension system in a second adjustment mode according to an embodiment of the present invention;

[0036] Figure 3 is a schematic diagram of a suspension system according to an embodiment of the present invention being in a third adjustment mode and a vehicle being in a first working condition;

[0037] Figure 4 It is a schematic diagram when the suspension system according to an embodiment of the present invention is in the third adjustment mode and the vehicle is in the second working condition.

[0038] Reference numerals:

[0039] 100. Suspension system;

[0040] 10. shock absorber; 101. first chamber; 102. second chamber; 103. piston;

[0041] 20. Active branch; 21. Pump device;

[0042] 30, damping branch; 31, third accumulator; 32, first damping valve; 321, first damping sub-branch; 33, second damping valve; 331, second damping sub-branch; 34, first check valve; 35, second check valve; 36, third check valve; 37, fourth check valve;

[0043] 40. Switch valve group; 41. Damping branch switch valve; 411. First switch valve; 412. Second switch valve; 42. Active branch switch valve; 44. First accumulator; 45. Second accumulator. DETAILED DESCRIPTION

[0044] Embodiments of the present invention are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. Embodiments of the present invention are described in detail below.

[0045] Reference below Figure 1-Figure 4 A suspension system 100 for a vehicle according to an embodiment of the present invention is described, and the suspension system 100 for a vehicle is applied to a vehicle.

[0046] Combination Figure 1-Figure 4 As shown, the suspension system 100 of the vehicle according to the present invention may mainly include: a shock absorber 10, an active branch 20 and a damping branch 30, wherein the shock absorber 10 includes a first chamber 101 and a second chamber 102, a first end of the active branch 20 is connected to the first chamber 101, a second end of the active branch 20 is connected to the second chamber 102, a first end of the damping branch 30 is connected to the first chamber 101, a second end of the damping branch 30 is connected to the second chamber 102, and the damping branch 30 and the active branch 20 are arranged in parallel.

[0047] Specifically, by connecting the first end of the active branch 20 to the first chamber 101, connecting the second end of the active branch 20 to the second chamber 102, and connecting the first end of the damping branch 30 to the first chamber 101, and connecting the second end of the damping branch 30 to the second chamber 102, when the vehicle is traveling on different roads, the suspension system 100 of the vehicle can selectively control the communication state of the first end and the second end of the active branch 20 with the first chamber 101 and the second chamber 102 respectively, and selectively control the first end and the second end of the damping branch 30 with the first chamber 101 and the second chamber 102 respectively according to the road conditions of the road on which the vehicle is traveling. The connection between chamber 101 and chamber 102 can put the suspension system 100 of the vehicle in different adjustment modes to adapt to the driving conditions of the vehicle on different roads. This not only allows the suspension system 100 of the vehicle to switch between different adjustment modes quickly and smoothly, and respond quickly, but also allows the suspension system 100 of the vehicle to always meet the corresponding needs of the vehicle under different working conditions, and avoid unnecessary waste of vehicle energy, but also prevents the different adjustment modes of the suspension system 100 of the vehicle from interfering with each other, thereby ensuring the independence of the different adjustment modes of the suspension system 100 of the vehicle.

[0048] Combination Figure 1-Figure 4 As shown, the suspension system 100 of the vehicle may further include a switch valve group 40, which is suitable for controlling the on-off of the active branch 20 and the shock absorber 10, and / or suitable for controlling the on-off of the damping branch 30 and the shock absorber 10. Specifically, by setting the switch valve group 40, and making the switch valve group 40 control the on-off between the active branch 20 and the first chamber 101 and the second chamber 102 of the shock absorber 10, and / or making the switch valve group 40 control the on-off between the damping branch 30 and the first chamber 101 and the second chamber 102 of the shock absorber 10, the connection state between the shock absorber 10 and the active branch 20 and the damping branch 30 is controlled by the switch valve group 40, and the rapid stability of different mode switching of the suspension system 100 of the vehicle can be further improved.

[0049] In some embodiments of the present invention, Figure 1-Figure 4 As shown, the switch valve group 40 includes a damping branch switch valve 41, and the damping branch switch valve 41 is arranged on the damping branch 30. By arranging the damping branch switch valve 41 on the damping branch 30, the damping branch switch valve 41 can control the connection state between the first end and the second end of the damping branch 30 and the first chamber 101 and the second chamber 102 of the shock absorber 10 respectively.

[0050] Combination Figure 1-Figure 4As shown, the switch valve group 40 includes an active branch switch valve 42, and the active branch switch valve 42 is arranged on the active branch 20. By arranging the active branch switch valve 42 on the active branch 20, the active branch switch valve 42 can control the connection state between the first end and the second end of the active branch 20 and the first chamber 101 and the second chamber 102 of the shock absorber 10 respectively.

[0051] Combination Figure 1-Figure 4 As shown, the suspension system 100 of the vehicle may also mainly include a first accumulator 44, which is suitable for adjusting the pressure of the first chamber 101. Specifically, when the vehicle is running normally and the first accumulator 44 is connected to the first chamber 101, when the vehicle is disturbed by the outside world, the first accumulator 44 can adjust the pressure pulse generated by the high-pressure oil in the first chamber 101.

[0052] Combination Figure 1-Figure 4 As shown, the suspension system 100 of the vehicle further includes a second accumulator 45, which is adapted to adjust the pressure of the second chamber 102. Specifically, when the vehicle is running normally and the second accumulator 45 is connected to the second chamber 102, the second accumulator 45 can adjust the pressure pulse generated by the high-pressure oil in the second chamber 102 when the vehicle is disturbed by external factors.

[0053] Combination Figure 1-Figure 4 As shown, the first accumulator 44 is connected to the first chamber 101, and the second accumulator 45 is connected to the second chamber 102. Specifically, by connecting the first accumulator 44 to the first chamber 101, when the vehicle is disturbed by the outside world, the high-pressure oil in the first chamber 101 can flow into the first accumulator 44, so that the first accumulator 44 adjusts the pressure pulse in the first chamber 101, and the high-pressure oil in the second chamber 102 can also flow into the second accumulator 45, so that the second accumulator 45 adjusts the pressure pulse in the second chamber 102, which can further improve the stability and reliability of the suspension system 100 of the vehicle.

[0054] Combination Figure 1-Figure 4 As shown, the active branch 20 includes a pump device 21, and the pump device 21 has a first port and a second port, the first port is connected to the first chamber 101, and the second port is connected to the second chamber 102. Specifically, by connecting the first port of the pump device 21 to the first chamber 101, connecting the second port to the second chamber 102, and connecting the first accumulator 44 to the first chamber 101, and connecting the second accumulator 45 to the second chamber 102, the pump device 21 can be connected to a bidirectional motor, and the bidirectional motor can selectively drive the high-pressure oil in the pump device 21 to flow from the first port or the second port to the shock absorber 10, which can further improve the structural stability and reliability of the suspension system 100 of the vehicle.

[0055] Combination Figure 1-Figure 4 As shown, when the oil from the first port flows to the first chamber 101, the first accumulator 44 is connected to the first chamber 101, and the second accumulator 45 is disconnected from the second chamber 102; when the oil from the second port flows to the second chamber 102, the second accumulator 45 is connected to the second chamber 102, and the first accumulator 44 is disconnected from the first port and the first chamber 101.

[0056] Combination Figure 1-Figure 4 As shown, the suspension system 100 of the vehicle may also mainly include a first accumulator 44 and a second accumulator 45, the damping branch switch valve 41 includes a first switch valve 411 and a second switch valve 412, the first switch valve 411 has a first valve port and a second valve port, the first valve port is connected to the first chamber 101, and the second valve port is connected to the first accumulator 44, the second switch valve 412 has a first valve port and a second valve port, the first valve port of the second switch valve 412 is connected to the second chamber 102, and the second valve port of the second switch valve 412 is connected to the second accumulator 45.

[0057] Specifically, the damping branch switch valve 41 includes a first switch valve 411 and a second switch valve 412. The first valve port of the first switch valve 411 is connected to the first chamber 101, and the second valve port is connected to the first accumulator 44. By controlling the on-off between the first valve port and the second valve port of the first switch valve 411, the on-off between the first chamber 101 and the first accumulator 44 can be achieved. The first valve port of the second switch valve 412 is connected to the second chamber 102, and the second valve port is connected to the second accumulator 45. By controlling the on-off between the first valve port and the second valve port of the second switch valve 412, the on-off between the second chamber 102 and the second accumulator 45 can be achieved. This can further improve the reliability of the damping branch switch valve 41.

[0058] Combination Figure 1-Figure 4As shown, the first switch valve 411 and the second switch valve 412 also include a third valve port, and the third valve port is connected to the damping branch 30 . Specifically, the first switch valve 411 and the second switch valve 412 also include a third valve port, and the third valve ports of the first switch valve 411 and the second switch valve 412 are both connected to the damping branch 30. It should be noted that the first switch valve 411 and the second switch valve 412 are three-way valves, the first valve port is the inlet of the three-way valve, and the second valve port and the third valve port are both outlets of the three-way valve. By selectively connecting the first valve port with the second valve port and the third valve port, the switching of the first chamber 101 and the first accumulator 44 or the damping branch 30 can be achieved, and the switching of the second chamber 102 and the second accumulator 45 or the damping branch 30 can be achieved. This not only makes the vehicle's suspension system 100 more stable and faster when switching between different modes, but also can further improve the stability of the vehicle's suspension system 100, but also can make the switching component structure simple, which can reduce the cost of the vehicle's suspension system 100.

[0059] Combination Figure 1-Figure 4 As shown, the damping branch 30 includes a first damping sub-branch 321 and a second damping sub-branch 331, and the first damping sub-branch 321 and the second damping sub-branch 331 are connected in parallel. Specifically, by arranging the first damping sub-branch 321 and the second damping sub-branch 331 in parallel, the first damping sub-branch 321 and the second damping sub-branch 331 can be connected to the first chamber 101 and the second chamber 102 respectively, and the first damping sub-branch 321 can produce a damping effect on the oil flowing from the first chamber 101 into the first damping sub-branch 321, and the second damping sub-branch 331 can produce a damping effect on the oil flowing from the second chamber 102 into the second damping sub-branch 331, thereby making the damping branch 30 more stable and reliable.

[0060] Combination Figure 1-Figure 4 As shown, the first damping sub-branch 321 is provided with a first damping valve 32, and the second damping sub-branch 331 is provided with a second damping valve 33. Specifically, by providing the first damping valve 32 on the first damping sub-branch 321 and providing the second damping valve 33 on the second damping sub-branch 331, the first damping valve 32 can absorb energy and vibration in the oil flowing into the first damping sub-branch 321.

[0061] Combination Figure 1-Figure 4As shown, the first damping sub-branch 321 is provided with a first check valve 34, which allows the first chamber 101 to pass one-way to the first damping valve 32; the second damping sub-branch 331 is provided with a second check valve 35, which allows the second chamber 102 to pass one-way to the second damping valve 33. Specifically, by providing the first check valve 34 on the first damping sub-branch 321, the first check valve 34 can allow the first chamber 101 to pass one-way to the first damping valve 32, that is, it can block the conduction of the first damping valve 32 to the first chamber 101, so that the oil flowing from the first chamber 101 to the first damping valve 32 can be prevented from flowing back, causing the failure of the suspension system 100 of the vehicle, so that the structural reliability of the first damping sub-branch 321 can be further improved.

[0062] Furthermore, by arranging a second one-way valve 35 on the second damping sub-branch 331, the second one-way valve 35 can allow one-way conduction from the second chamber 102 to the second damping valve 33, that is, it can block the conduction from the second damping valve 33 to the second chamber 102, thereby preventing the oil flowing from the second chamber 102 to the second damping valve 33 from flowing back and causing failure of the vehicle's suspension system 100, thereby further improving the structural reliability of the second damping sub-branch 331.

[0063] Combination Figure 1-Figure 4 As shown, the suspension system 100 of the vehicle may also mainly include a third accumulator 31, which is connected in series with the first damping sub-branch 321, and the third accumulator 31 is connected in series with the second damping sub-branch 331. Specifically, by arranging the third accumulator 31 in series with the first damping sub-branch 321, and arranging the third accumulator 31 in series with the second damping sub-branch 331, the oil in the first chamber 101 or the second chamber 102 can not only enter the pump device 21, but also be stored in the third accumulator 31 through the damping branch 30, and the oil can also be released from the third accumulator 31 and flow into the first chamber 101 or the second chamber 102, so that the structural reliability of the suspension system 100 of the vehicle can be further improved.

[0064] Furthermore, in the process of the oil in the first chamber 101 or the second chamber 102 entering the third accumulator 31, it needs to pass through the damping branch 30. The first damping valve 32 or the second damping valve 33 on the damping branch 30 can absorb or buffer the vibration and energy of the oil, and then allow the oil to flow into the third accumulator 31. In this way, the oil entering the third accumulator 31 can be more stable, and when the road surface generates excitation, the damping branch 30 can further buffer the oil, which can further improve the structural stability of the vehicle's suspension system 100.

[0065] Combination Figure 1-Figure 4As shown, a third one-way valve 36 is arranged on the first damping sub-branch 321, the first damping valve 32 is connected in series with the first one-way valve 34, the third one-way valve 36 is connected in parallel with the first damping valve 32 and the first one-way valve 34, the third one-way valve 36 allows the third accumulator 31 to be unidirectionally connected to the first chamber 101, and a fourth one-way valve 37 is arranged on the second damping sub-branch 331, the second damping valve 33 and the second one-way valve 35 are connected in series, the fourth one-way valve 37 is connected in parallel with the second damping valve 33 and the second one-way valve 35, and the fourth one-way valve 37 allows the third accumulator 31 to be unidirectionally connected to the second chamber 102.

[0066] Specifically, when the oil in the third accumulator 31 flows into the first chamber 101 or the second chamber 102, at this time, since the first one-way valve 34 on the first damping sub-branch 321 cuts off the one-way communication of the first damping valve 32 to the first chamber 101, the third one-way valve 36 is connected in parallel with the first damping valve 32 and the first one-way valve 34. The third one-way valve 36 allows the one-way communication of the third accumulator 31 to the first chamber 101. When the oil in the third accumulator 31 needs to flow to the first chamber 101, the oil in the third accumulator 31 can flow to the first chamber 101 through the third one-way valve 36. This not only ensures that the oil flows stably and smoothly from the third accumulator 31 to the first chamber 101, but the third one-way valve 36 can also prevent the oil from flowing back to the third accumulator 31, which can further improve the stability and reliability of the vehicle's suspension system 100.

[0067] Furthermore, the fourth one-way valve 37 is connected in parallel with the second damping valve 33 and the second one-way valve 35. The fourth one-way valve 37 allows the third accumulator 31 to be unidirectionally conducted to the second chamber 102. When the oil in the third accumulator 31 needs to flow to the second chamber 102, the oil in the third accumulator 31 can flow to the second chamber 102 through the fourth one-way valve 37. This not only ensures that the oil flows stably and smoothly from the third accumulator 31 to the second chamber 102, but also the fourth one-way valve 37 can prevent the oil from flowing back to the third accumulator 31, thereby further improving the stability and reliability of the vehicle's suspension system 100.

[0068] In one embodiment of the present invention, Figure 1 As shown, the first end of the damping branch 30 is connected to the first chamber 101, the second end of the damping branch 30 is connected to the second chamber 102, and the two ends of the active branch 20 are disconnected from the first chamber 101 and the second chamber 102 respectively.

[0069] Specifically, the controller of the suspension system 100 on the vehicle first collects and analyzes the road surface signal. When it is determined that the road surface signal is a high-frequency signal, the first end of the damping branch 30 is connected to the first chamber 101, the second end of the damping branch 30 is connected to the second chamber 102, and the two ends of the active branch 20 are disconnected from the first chamber 101 and the second chamber 102 respectively. At this time, the first end and the second end of the pump device 21 on the active branch 20 are disconnected from the first chamber 101 and the second chamber 102 of the shock absorber 10 respectively, and the oil can flow from the first chamber 101 or the second chamber 102 to the damping branch 30. At this time, the suspension system 100 controlling the vehicle is in the first adjustment mode, which is the damping adjustment mode. In the damping adjustment mode, the active branch 20 is disconnected from the shock absorber 10, and only the damping branch 30 is connected to the shock absorber 10. The active branch 20 does not participate in the adjustment of the shock absorber 10, and only the damping branch 30 participates in the adjustment of the shock absorber 10. The suspension system 100 of the vehicle is only adjusted by the damping force of the damping branch 30.

[0070] It should be noted that the road surface signal is the ratio of the vehicle speed to the wavelength of the road surface roughness when the vehicle is traveling on the road, and the high-frequency signal refers to the ratio of the vehicle speed to the wavelength of the road surface roughness when the vehicle is traveling on the road being greater than 10HZ.

[0071] Combination Figure 1 As shown, the third accumulator 31 is respectively connected with the first damping sub-branch 321 and the second damping sub-branch 331. Specifically, when the suspension system 100 of the vehicle is in the first adjustment mode, the third accumulator 31 is respectively connected with the first damping sub-branch 321 and the second damping sub-branch 331. With such a configuration, when the vehicle is in the first working condition, the liquid in the second chamber 102 is squeezed, flows through the second switch valve 412, the second check valve 35 and the second damping valve 33 and partially enters the third accumulator 31. By changing the input current to adjust the opening of the second damping valve 33, the damping force can be adjusted. Correspondingly, at this time, the volume of the first chamber 101 increases, and the oil flowing through the second damping valve 33 and entering the third accumulator 31 can flow through the third check valve 36 and the first switch valve 411 and enter the second chamber 102. It should be noted that the first working condition of the vehicle includes the situation where the vehicle body descends or the wheels rise.

[0072] When the vehicle is in the second working condition, the liquid in the first chamber 101 is squeezed, flows through the first switch valve 411, the first check valve 34 and the first damping valve 32 into the third accumulator 31, and the damping force can be adjusted by changing the input current to adjust the opening of the first damping valve 32; correspondingly, the volume of the second chamber 102 increases, and the oil flowing through the third accumulator 31 flows through the fourth check valve 37 and the second switch valve 412 into the second chamber 102. It should be noted that the second working condition of the vehicle includes the situation where the vehicle body rises or the wheels fall.

[0073] With such arrangement, when the suspension system 100 of the vehicle is in the first adjustment mode, the pump device 21 of the active branch 20 does not need to be involved in the work. This can save the entire vehicle's electricity and take into account economy while the vehicle's suspension system 100 improves the vehicle's comfort and handling stability.

[0074] In another embodiment of the present invention, Figure 2 As shown, the first end of the damping branch 30 is connected to the first chamber 101, the second end of the damping branch 30 is connected to the second chamber 102, the first end of the active branch 20 is connected to the first chamber 101, and the second end of the active branch 20 is connected to the second chamber 102.

[0075] Specifically, the controller of the suspension system 100 on the vehicle first collects and analyzes the road surface signal. When it is determined that the road surface signal is an intermediate frequency signal, the first end of the damping branch 30 is connected to the first chamber 101, the second end of the damping branch 30 is connected to the second chamber 102, the first end of the active branch 20 is connected to the first chamber 101, and the second end of the active branch 20 is connected to the second chamber 102. At this time, the two ends of the pump device 21 on the active branch 20 are respectively connected to the first chamber 101 and the second chamber 102. 2, the two ends of the damping branch 30 are respectively connected with the first chamber 101 and the second chamber 102, the oil in the active branch 20 can flow to the first chamber 101 through the pump device 21, and the oil in the second chamber 102 flows into the pump device 21, or the oil in the active branch 20 can flow to the second chamber 102 through the pump device 21, and the oil in the first chamber 101 can flow into the pump device 21, and the oil in the first chamber 101 or the second chamber 102 can also flow to the damping branch 30. At this time, the suspension system 100 of the vehicle is controlled to be in the second adjustment mode, and the second adjustment mode is the low active force adjustment mode.

[0076] It should be noted that the road surface signal is the ratio of the vehicle speed to the wavelength of the road surface roughness when the vehicle is traveling on the road, and the medium frequency signal refers to the ratio of the vehicle speed to the wavelength of the road surface roughness between 5-10HZ.

[0077] Combination Figure 2As shown, the third accumulator 31 is connected to the first damping sub-branch 321 and the second damping sub-branch 331 respectively. Specifically, when the suspension system 100 of the vehicle is in the second adjustment mode, the third accumulator 31 is connected to the first damping sub-branch 321 and the second damping sub-branch 331 respectively. In this way, when the vehicle is in the first working condition, the bidirectional motor on the active branch 20 can drive the high-pressure oil in the pump device 21 to flow to the first chamber 101 through the active branch switch valve 42, and push the piston 103 to move downward, and the oil in the second chamber 102 is squeezed and flows back to the pump device 21. The excess liquid in the oil flowing out of the pump device 21 can flow through the first switch valve 411, the first check valve 34 and the first damping valve 32 into the third accumulator 31 until the pressure balance of the suspension system 100 of the vehicle is reached. Among them, by adjusting the current of the first damping valve 32, the opening of the first damping valve 32 is adjusted, so as to achieve the coordinated control of low active force and damping adjustment. It should be noted that the first operating condition of the vehicle includes a situation where the vehicle body is lowered or the wheels are raised.

[0078] When the vehicle is in the second working condition, the high-pressure oil of the pump device 21 driven by the bidirectional motor of the active branch 20 flows to the second chamber 102, and the high-pressure oil in the second chamber 102 pushes the piston 103 to move upward, and the liquid in the first chamber 101 is squeezed, flows through the active branch switch valve 42, and flows back to the pump device 21. The excess liquid in the oil flowing out of the pump device 21 flows through the second switch valve 412, the second one-way valve 35 and the second damping valve 33, and under the action of the oil pressure in the third accumulator 31, flows through the third one-way valve 36, the first switch valve 411 and the active branch switch valve 42 to be supplemented into the pump device 21 until the pressure balance of the suspension system 100 of the vehicle is achieved. By adjusting the current of the second damping valve 33, the opening of the second damping valve 33 is adjusted, so as to achieve the coordinated control of low active force and damping adjustment. It should be noted that the second working condition of the vehicle includes the situation where the vehicle body rises or the wheels fall.

[0079] It should be noted that, in the low active force adjustment mode, a part of the oil flowing back from the corresponding chamber of the shock absorber 10 to the pump device 21 flows back to the pump device 21 directly, and the other part first passes through the damping force of the damping branch 30 and then flows back to the pump device 21. In this mode, the active branch 20 and the damping branch 30 both participate in the adjustment of the shock absorber 10, and the vehicle's suspension system 100 is coordinated and adjusted through the active force and the damping force. The active force of the vehicle's suspension system 100 is relatively low, which can ensure the stability of the vehicle while preventing unnecessary waste of the vehicle's electricity, and can ensure that the vehicle achieves ultimate control and absolute stability when driving on the road.

[0080] In yet another embodiment of the present invention, Figure 3As shown, when the vehicle is in the first operating condition, the first end of the active branch 20 is connected to the first chamber 101, the second end of the active branch 20 is connected to the second chamber 102, the first accumulator 44 is connected to the first chamber 101, the second damping sub-branch 331 is connected to the second chamber 102, the third accumulator 31 is connected to the second damping sub-branch 331, and the fourth one-way valve 37 is opened.

[0081] Specifically, the controller of the suspension system 100 on the vehicle first collects and analyzes the road surface signal. When it is determined that the road surface signal is a low-frequency signal and the vehicle is in the first operating condition, the first end of the active branch 20 is connected to the first chamber 101, the second end of the active branch 20 is connected to the second chamber 102, the first accumulator 44 is connected to the first chamber 101, the second damping sub-branch 331 is connected to the second chamber 102, the third accumulator 31 is connected to the second damping sub-branch 331, and the fourth one-way valve 37 is opened. With such an arrangement, when the vehicle is in the first operating condition, the high-pressure oil in the two-way motor-driven pump device 21 on the active branch 20 flows through the active branch switch valve 42 to the first chamber 101, and pushes the piston 103 to move downward, the liquid in the second chamber 102 is squeezed and flows back to the pump device 21, and the excess discharged liquid in the second chamber 102 flows through the second one-way valve 35 and the second damping valve 33 to the third accumulator 31. When the vehicle is disturbed by the outside world, the first accumulator 44 can balance the pressure pulsation generated by the high-pressure oil in the first chamber 101. At this time, the suspension system 100 of the vehicle is controlled to be in the third adjustment mode, which is a high-active power adjustment mode.

[0082] Furthermore, it should be noted that the road surface signal is the ratio of the wavelength of the vehicle speed and the road surface roughness when the vehicle is traveling on the road surface, the low-frequency signal refers to the ratio of the wavelength of the vehicle speed and the road surface roughness is less than 5HZ, and the first operating condition of the vehicle includes the situation where the vehicle body descends or the wheels rise.

[0083] Combination Figure 4 As shown, when the vehicle is in the second operating condition, the first end of the active branch 20 is connected to the first chamber 101, the second end of the active branch 20 is connected to the second chamber 102, the second accumulator 45 is connected to the second chamber 102, the first damping sub-branch 321 is connected to the first chamber 101, the third accumulator 31 is connected to the first damping sub-branch 321, and the third one-way valve 36 is opened.

[0084] Specifically, the controller of the suspension system 100 on the vehicle first collects and analyzes the road surface signal. When it is determined that the road surface signal is a low-frequency signal and the vehicle is in the second working condition, the first end of the active branch 20 is connected to the first chamber 101, the second end of the active branch 20 is connected to the second chamber 102, the second accumulator 45 is connected to the second chamber 102, the first damping sub-branch 321 is connected to the first chamber 101, the third accumulator 31 is connected to the first damping sub-branch 321, and the third one-way valve 36 is opened. In this way, when the vehicle is in In the second working condition, the high-pressure oil in the pump device 21 driven by the bidirectional motor on the active branch 20 enters the second chamber 102, pushing the piston 103 to move upward, and the liquid in the first chamber 101 is squeezed and flows through the active branch switch valve 42 and flows back to the pump device 21. Since the amount of oil flowing back is less than the amount of oil flowing out, under the action of the oil pressure in the third accumulator 31, the oil flows through the third one-way valve 36, the first switch valve 411 and the active branch switch valve 42, and compensates and flows back to the pump device 21 until the system pressure is balanced, thereby achieving high active power regulation. When the vehicle is disturbed by the outside world, the second accumulator 45 can balance the pressure pulsation generated by the high-pressure oil in the second chamber 102. At this time, the suspension system 100 controlling the vehicle is in the third adjustment mode, which is the high active power adjustment mode. The second working condition of the vehicle includes the situation where the vehicle body rises or the wheels fall.

[0085] It should be noted that, in the high active power adjustment mode and when the vehicle is in the first working condition, the oil flowing out of the corresponding chamber of the shock absorber 10 directly flows back to the pump device 21. Although part of the oil will flow into the third accumulator 31 through the damping branch 30, the oil passing through the damping branch 30 will not flow back to the pump device 21 and no complete passage is formed. Therefore, the damping branch 30 only plays a buffering role at this time, that is, the damping branch 30 does not participate in the adjustment of the shock absorber 10 at this time, and can only balance the pressure of the suspension system 100. In this mode, the suspension system 100 has no damping force, only the active branch 20 works, and the active power of the suspension system 100 is relatively high.

[0086] Furthermore, in the high active power adjustment mode and when the vehicle is in the second operating condition, the oil flowing back from the third accumulator 31 to the pump device 21 will not pass through the first damping valve 32 or the second damping valve 33, that is, the damping branch 30 does not participate in the adjustment of the shock absorber 10, and the oil flowing back from the third accumulator 31 to the pump device 21 only serves to balance the pressure of the suspension system 100. In this mode, the suspension system 100 has no damping force, only the active branch 20 works, and the active power of the suspension system 100 is relatively high.

[0087] With such arrangement, the high active power adjustment mode of the vehicle's suspension system 100 can achieve higher conversion efficiency and faster adjustment rate compared to the prior art, and output a larger active power adjustment range, so that the vehicle's suspension system 100 can not only achieve basic functions such as vertical control, roll and pitch stability, but also enable the whole vehicle equipped with the suspension system 100 to achieve high-level functions requiring high active power, such as three-wheel driving, on-the-spot jumping and assisted escape.

[0088] Furthermore, it should be noted that the road surface signal is the ratio of the vehicle speed to the wavelength of the road surface roughness when the vehicle is traveling on the road surface, and the low-frequency signal refers to the ratio of the vehicle speed to the wavelength of the road surface roughness being less than 5 Hz.

[0089] The vehicle according to the embodiment of the present invention includes: the vehicle suspension system 100 described above. Specifically, by applying the vehicle suspension system 100 to the vehicle, the performance of the vehicle can be further improved, and the driving experience of the driver and passengers on the vehicle can be improved.

[0090] 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 orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention.

[0091] 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.

[0092] 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 suspension system for a vehicle, characterized in that: include: A shock absorber (10) comprising a first chamber (101) and a second chamber (102); an active branch (20), wherein a first end of the active branch (20) is connected to the first chamber (101), and a second end of the active branch (20) is connected to the second chamber (102); the active branch (20) comprises a pump device (21), and the pump device (21) has a first opening and a second opening, the first opening is connected to the first chamber (101), and the second opening is connected to the second chamber (102); a damping branch (30), wherein a first end of the damping branch (30) is connected to the first chamber (101), a second end of the damping branch (30) is connected to the second chamber (102), and the damping branch (30) and the active branch (20) are arranged in parallel; a first accumulator (44) and a second accumulator (45), wherein the first accumulator (44) is adapted to adjust the pressure of the first chamber (101), and the second accumulator (45) is adapted to adjust the pressure of the second chamber (102); When the oil in the first port flows toward the first chamber (101), the first accumulator (44) and the first chamber (101) are connected, and the second accumulator (45) and the second chamber (102) are disconnected; When the oil in the second port flows toward the second chamber (102), the second accumulator (45) and the second chamber (102) are connected, and the first accumulator (44) and the first chamber (101) are disconnected; A switch valve group (40), the switch valve group (40) comprising a damping branch switch valve (41), the damping branch switch valve (41) being arranged on the damping branch (30); The damping branch switch valve (41) comprises a first switch valve (411) and a second switch valve (412), the first switch valve (411) having a first valve port and a second valve port, the first valve port being connected to the first chamber (101), and the second valve port being connected to the first accumulator (44); The second switch valve (412) has a first valve port and a second valve port, the first valve port of the second switch valve (412) is connected to the second chamber (102), the second valve port of the second switch valve (412) is connected to the second accumulator (45), and the first switch valve (411) and the second switch valve (412) both further include a third valve port, and the third valve port is connected to the damping branch (30).

2. The vehicle suspension system according to claim 1, characterized in that: The switch valve group (40) is suitable for controlling the on-off of the active branch (20) and the shock absorber (10), and / or is suitable for controlling the on-off of the damping branch (30) and the shock absorber (10).

3. The vehicle suspension system according to claim 2, characterized in that: The switch valve group (40) comprises an active branch switch valve (42), and the active branch switch valve (42) is arranged on the active branch (20).

4. The vehicle suspension system according to claim 1, characterized in that: The damping branch (30) comprises a first damping sub-branch (321) and a second damping sub-branch (331), and the first damping sub-branch (321) and the second damping sub-branch (331) are connected in parallel.

5. The vehicle suspension system according to claim 4, characterized in that: The first damping sub-branch (321) is provided with a first damping valve (32), and the second damping sub-branch (331) is provided with a second damping valve (33).

6. The vehicle suspension system according to claim 5, characterized in that: A first one-way valve (34) is provided on the first damping sub-branch (321), and the first one-way valve (34) allows one-way conduction from the first chamber (101) to the first damping valve (32); A second one-way valve (35) is provided on the second damping sub-branch (331), and the second one-way valve (35) allows one-way conduction from the second chamber (102) to the second damping valve (33).

7. The vehicle suspension system according to claim 6, characterized in that: It also includes a third accumulator (31), wherein the third accumulator (31) is connected in series with the first damping sub-branch (321), and the third accumulator (31) is connected in series with the second damping sub-branch (331).

8. The vehicle suspension system according to claim 7, characterized in that: A third one-way valve (36) is arranged on the first damping sub-branch (321); the first damping valve (32) and the first one-way valve (34) are connected in series; the third one-way valve (36) is connected in parallel with the first damping valve (32) and the first one-way valve (34); the third one-way valve (36) allows one-way conduction from the third accumulator (31) to the first chamber (101); A fourth one-way valve (37) is provided on the second damping sub-branch (331); the second damping valve (33) and the second one-way valve (35) are connected in series; the fourth one-way valve (37) is connected in parallel with the second damping valve (33) and the second one-way valve (35); the fourth one-way valve (37) allows one-way conduction from the third accumulator (31) to the second chamber (102).

9. The vehicle suspension system according to claim 7, characterized in that: The first end of the damping branch (30) is connected to the first chamber (101), the second end of the damping branch (30) is connected to the second chamber (102), and the two ends of the active branch (20) are disconnected from the first chamber (101) and the second chamber (102), respectively.

10. The vehicle suspension system according to claim 9, characterized in that: The third accumulator (31) is respectively connected to the first damping sub-branch (321) and the second damping sub-branch (331).

11. The vehicle suspension system according to claim 7, characterized in that: The first end of the damping branch (30) is connected to the first chamber (101), the second end of the damping branch (30) is connected to the second chamber (102), the first end of the active branch (20) is connected to the first chamber (101), and the second end of the active branch (20) is connected to the second chamber (102).

12. The vehicle suspension system according to claim 11, characterized in that: The third accumulator (31) is respectively connected to the first damping sub-branch (321) and the second damping sub-branch (331).

13. The vehicle suspension system according to claim 8, characterized in that: When the vehicle is in a first operating condition, the first end of the active branch (20) is connected to the first chamber (101), the second end of the active branch (20) is connected to the second chamber (102), the first accumulator (44) is connected to the first chamber (101), the second damping sub-branch (331) is connected to the second chamber (102), and the third accumulator (31) is connected to the second damping sub-branch (331).

14. The vehicle suspension system according to claim 13, characterized in that: The fourth one-way valve (37) is opened.

15. The vehicle suspension system according to claim 8, characterized in that: When the vehicle is in a second operating condition, the first end of the active branch (20) is connected to the first chamber (101), the second end of the active branch (20) is connected to the second chamber (102), the second accumulator (45) is connected to the second chamber (102), the first damping sub-branch (321) is connected to the first chamber (101), and the third accumulator (31) is connected to the first damping sub-branch (321).

16. The vehicle suspension system according to claim 15, characterized in that: The third one-way valve (36) is open.

17. A vehicle, characterized in that: include: The vehicle suspension system (100) according to any one of claims 1 to 16.

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