Full-active suspension system of automobile

Abstract

The invention relates to the technical field of automobiles, in particular to an automobile full-active suspension system which comprises a shock absorber assembly, an external electromagnetic valve assembly and a two-way hydraulic pump, the shock absorber assembly comprises a piston rod, a first hydraulic cavity and a second hydraulic cavity, and the piston rod is arranged in the first hydraulic cavity; the external electromagnetic valve assembly comprises a valve block, a compression electromagnetic valve and a recovery electromagnetic valve, a first flow channel and a second flow channel which penetrate through the two opposite ends of the valve block are formed in the valve block, and the compression electromagnetic valve and the recovery electromagnetic valve are arranged on the valve block and can communicate with the first flow channel and the second flow channel correspondingly. The first ends of the first flow channel and the second flow channel are respectively communicated with an oil inlet and an oil return port of the bidirectional hydraulic pump, and the second ends of the first flow channel and the second flow channel are respectively communicated with the first hydraulic cavity and the second hydraulic cavity; the compression electromagnetic valve and the recovery electromagnetic valve are integrated on the valve block, and damping adjustment of the external electromagnetic valve assembly on the shock absorber is not affected, so that the installation position of the external electromagnetic valve assembly is not limited, and the external electromagnetic valve assembly is flexibly arranged.

Description

Technical Field

[0001] The invention relates to the technical field of automobiles, and in particular to a fully active suspension system for an automobile. Background Art

[0002] With the further development of autonomous driving technology, higher requirements are placed on vehicle comfort, and full active suspension control technology has received more and more attention. Among them, full active suspension control technology can realize active adjustment of vehicle body posture to meet the stringent requirements for vehicle comfort.

[0003] At present, the existing fully active suspension system of automobiles with continuous damping adjustment usually adopts an external solenoid valve assembly to realize the continuous damping adjustment function of the automobile suspension system, and the external solenoid valve assembly is usually installed on the cylinder body of the shock absorber. For example, a double-valve controlled semi-active shock absorber disclosed in patent announcement number CN117108673A has an external solenoid valve assembly with a restoring solenoid valve and a compression solenoid valve. The restoring solenoid valve and the compression solenoid valve are arranged on the outer wall of the oil storage cylinder through the solenoid valve, and the oil storage cylinder is the outer shell of the shock absorber.

[0004] In summary, the external solenoid valve assembly of the above-mentioned patent is installed on the outer shell of the shock absorber. However, since the shock absorber is installed inside the coil spring above the car wheel, the space for installing the external solenoid valve assembly on the outer shell of the shock absorber is limited, resulting in inflexible layout of the external solenoid valve assembly.

[0005] In addition, the above patent only uses an external solenoid valve to control the damping adjustment of the shock absorber, which is a passive damping adjustment mode and cannot actively adjust the posture of the car body. Summary of the invention

[0006] One of the purposes of the present invention is to provide a fully active suspension system for an automobile, aiming to solve the technical problems that the existing external solenoid valve assembly is limited to being installed on the outer casing of the shock absorber, resulting in inflexible layout of the external solenoid valve assembly; and the use of an external solenoid valve to control the damping adjustment of the shock absorber is a passive damping adjustment mode, and the posture of the automobile body cannot be actively adjusted.

[0007] In order to achieve the above-mentioned purpose, the present invention provides a fully active suspension system for an automobile, including a shock absorber assembly, an external solenoid valve assembly and a bidirectional hydraulic pump, the shock absorber assembly including a shock absorber body, the shock absorber body including a working cylinder cavity, the working cylinder cavity is provided with a piston rod for adjusting the posture of the automobile, the piston rod divides the working cylinder cavity into a first hydraulic cavity and a second hydraulic cavity, the external solenoid valve assembly includes a valve block, a compression solenoid valve and a restoring solenoid valve, the interior of the valve block is provided with a first flow channel and a second flow channel, the first flow channel and the second flow channel independently pass through the opposite ends of the valve block, a first mounting hole and a second mounting hole are spaced apart on one surface of the valve block, the first mounting hole and the second mounting hole are respectively connected to the first flow channel and the second flow channel, the compression solenoid valve and the external solenoid valve assembly include a valve block, a compression solenoid valve and a restoring solenoid valve, the interior of the valve block is provided with a first flow channel and a second flow channel, the first flow channel and the second flow channel independently pass through the opposite ends of the valve block, a first mounting hole and a second mounting hole are spaced apart on a surface of the valve block, the first mounting hole and the second mounting hole are respectively connected to the first flow channel and the second flow channel, The compression solenoid valve and the restoring solenoid valve are respectively installed in the first mounting hole and the second mounting hole, and the oil inlets of the compression solenoid valve and the restoring solenoid valve can be communicated with the first flow channel and the second flow channel respectively; the first ends of the first flow channel and the second flow channel are respectively communicated with the first oil port and the second oil port of the two-way hydraulic pump, and the second ends of the first flow channel and the second flow channel are respectively communicated with the first hydraulic chamber and the second hydraulic chamber; a connecting part extends from one end of the valve block, and a third mounting hole is provided on the connecting part, and a third flow channel and a fourth flow channel are respectively provided inside the connecting part, which are communicated with the first mounting hole and the second mounting hole respectively, and an accumulator is installed in the third mounting hole, and the return oil valve ports of the compression solenoid valve and the restoring solenoid valve are respectively communicated with the accumulator through the third flow channel and the fourth flow channel.

[0008] Furthermore, a fifth flow channel is opened inside the connecting portion, the fifth flow channel extends along the width direction of the valve block, the fifth flow channel is connected to the third mounting hole, the third flow channel and the fourth flow channel both extend along the length direction of the valve block, and the opposite ends of the fifth flow channel are respectively connected to the third flow channel and the fourth flow channel.

[0009] Furthermore, the fifth flow channel penetrates through a side surface of the connecting portion along the width direction of the valve block, and the port through which the fifth flow channel penetrates the connecting portion is blocked.

[0010] Furthermore, the first flow channel and the second flow channel are spaced apart along the width direction of the valve block, and the first flow channel and the second flow channel extend along the length direction of the valve block; the center of the first mounting hole is offset from the axis of the first flow channel, and a first connecting hole is opened on the first side surface of the valve block along its own width direction, the first connecting hole extends along the width direction of the valve block, the first connecting hole is connected to the first mounting hole, and the first connecting hole is blocked at the port of the first side surface.

[0011] Furthermore, the center of the second mounting hole is misaligned with the axis of the second flow channel, and a second connecting hole is opened on the second side surface of the valve block along its own width direction, the second connecting hole extends along the width direction of the valve block, the second connecting hole is connected to the second mounting hole, and the second connecting hole is blocked at the port of the second side surface.

[0012] Furthermore, the automobile fully active suspension system of the present invention also includes a first safety valve, and a fourth mounting hole is also provided on the surface of the valve block on which the first mounting hole or the second mounting hole is provided, the fourth mounting hole is connected to the first flow channel, the first safety valve is installed in the fourth mounting hole, and the valve port of the first safety valve can be connected to the first flow channel.

[0013] Furthermore, the automobile fully active suspension system of the present invention also includes a second safety valve, and a fifth mounting hole is also provided on the surface of the valve block where the first mounting hole or the second mounting hole is provided, the fifth mounting hole is communicated with the second flow channel, the second safety valve is installed in the fifth mounting hole, and the valve port of the second safety valve can be communicated with the second flow channel.

[0014] Furthermore, the automobile fully active suspension system of the present invention also includes a first pressure sensor, and a sixth mounting hole is also provided on the surface of the valve block where the first mounting hole or the second mounting hole is provided, and the sixth mounting hole is connected to the first flow channel. The first pressure sensor is installed in the sixth mounting hole for detecting the oil pressure in the first flow channel.

[0015] Furthermore, the automobile fully active suspension system of the present invention also includes a second pressure sensor, and a seventh mounting hole is also provided on the surface of the valve block where the first mounting hole or the second mounting hole is provided, and the seventh mounting hole is connected to the second flow channel. The second pressure sensor is installed in the seventh mounting hole for detecting the oil pressure in the second flow channel.

[0016] Compared with the prior art, the present invention has the following beneficial effects:

[0017] During use of the automobile full-active suspension system of the present invention, first, if the piston rod of the shock absorber is passively damped, that is, the damping of the piston rod of the shock absorber is passively compressed or restored due to the bumps of the road during driving (the process of the piston rod rising or the process of the piston rod returning to its original position after the compression process), the two-way hydraulic pump does not work, and the restoration solenoid valve and the compression solenoid valve are energized to work. When the piston rod is passively compressed, the hydraulic oil in the second hydraulic chamber enters the compression solenoid valve through the fourth flow channel, and then a part enters the accumulator, and the other part enters the restoration solenoid valve through the third flow channel and then flows back to the first hydraulic chamber; when the piston rod is restored, the oil in the first hydraulic chamber enters the restoration solenoid valve through the third flow channel, merges with the hydraulic oil in the accumulator, and flows back to the second hydraulic chamber. In this cycle, the passive damping adjustment function of the piston rod of the shock absorber can be realized.

[0018] Second, if the piston rod of the shock absorber is actively adjusted and the two-way hydraulic pump is working, under this working condition, when the piston rod of the shock absorber is actively lowered, the hydraulic oil enters the first flow channel from the two-way hydraulic pump and then enters the first hydraulic chamber, and the compression solenoid valve is opened at the same time. At this time, the oil inlet of the compression solenoid valve is connected to the second flow channel, so that the hydraulic oil in the second hydraulic chamber enters the second flow channel, one hydraulic oil enters the accumulator through the compression solenoid valve to store energy, and the other hydraulic oil flows back to the two-way hydraulic pump to realize the active lowering of the car body posture; when the piston rod of the shock absorber is actively lowered, the hydraulic oil enters the first flow channel from the two-way hydraulic pump and then enters the first hydraulic chamber, and the compression solenoid valve is opened at the same time. At this time, the oil inlet of the compression solenoid valve is connected to the second flow channel, so that the hydraulic oil in the second hydraulic chamber enters the second flow channel, and one hydraulic oil enters the accumulator through the compression solenoid valve to store energy, and the other hydraulic oil flows back to the two-way hydraulic pump to realize the active lowering of the car body posture; when the piston rod of the shock absorber is actively lowered, the hydraulic oil enters the first flow channel from the two-way hydraulic pump and then enters the first hydraulic chamber, and the compression solenoid valve is opened at the same time. When the rod is actively lifted, the hydraulic oil enters the second flow channel from the two-way hydraulic pump and then enters the second hydraulic chamber. The hydraulic oil in the first hydraulic chamber flows back to the two-way hydraulic pump through the first flow channel. At this time, the restoring solenoid valve and the compression solenoid valve are not energized. Since the oil pressure of the oil stored in the accumulator is greater than the oil pressure coming out of the first hydraulic chamber, the oil coming out of the accumulator forces the one-way valve of the restoring solenoid valve to open. At this time, the oil coming out of the accumulator will enter the first flow channel to compensate for the oil pressure in the first flow channel, thereby realizing active lifting of the vehicle body posture.

[0019] In summary, the present invention integrates the compression solenoid valve, the restoring solenoid valve and the accumulator into a valve block, and the flow channel in the valve block effectively cooperates with the compression solenoid valve, the restoring solenoid valve and the accumulator to achieve passive or active damping adjustment of the piston rod of the shock absorber, so that the installation position of the valve block is not restricted and can be installed on the housing of the shock absorber or on the hydraulic control pipeline outside the shock absorber, so as to be flexibly arranged. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 The schematic diagram of the fully active suspension system of the automobile of the present invention;

[0021] Figure 2 It is a structural schematic diagram of a valve block involved in an embodiment of the present invention;

[0022] Figure 3It is a schematic structural diagram of a valve block according to another angle of the embodiment of the present invention;

[0023] Figure 4 A top view of a valve block according to an embodiment of the present invention;

[0024] Figure 5 for Figure 4 Sectional view at AA;

[0025] Figure 6 for Figure 4 Sectional view at CC;

[0026] Figure 7 for Figure 4 Sectional view at EE;

[0027] Figure 8 for Figure 4 Sectional view at MM.

[0028] Reference numerals in the accompanying drawings:

[0029] 1. Shock absorber body; 10. Piston rod; 11. First hydraulic chamber; 12. Second hydraulic chamber; 2. Valve block; 20. Connecting part; 21. First flow channel; 22. Second flow channel; 23. Third flow channel; 24. Fourth flow channel; 25. Fifth flow channel; 26. First mounting hole; 260. Restoration solenoid valve; 27. Second mounting hole; 270. Compression solenoid valve; 28. Third mounting hole; 280. Accumulator; 29. ​​Fourth mounting hole; 290. First safety valve; 30. Fifth mounting hole; 301. Second safety valve; 31. Sixth mounting hole; 310. First pressure sensor; 32. Seventh mounting hole; 320. Second pressure sensor; 33. First connecting hole; 34. Second connecting hole; 4. Bidirectional hydraulic pump. DETAILED DESCRIPTION

[0030] It should be understood that the specific embodiments described herein are only used to explain the present invention, and are not used to limit the present invention.

[0031] In the description of the present invention, it is necessary to understand that the orientations or positional relationships indicated by terms such as "width", "up", "down", "front", "back", "top" and "bottom" are 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, 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.

[0032] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "install", "connect", "connect", and "set" 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, a direct connection, or an indirect connection through an intermediate medium, and it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0033] In the present invention, unless otherwise clearly specified and limited, a first feature being "above" or "below" a second feature may include that the first and second features are in direct contact, or may include that the first and second features are not in direct contact but are in contact through another feature between them. Moreover, a first feature being "above", "above" and "above" a second feature includes that the first feature is directly above and obliquely above the second feature, or simply indicates that the first feature is higher in level than the second feature. A first feature being "below", "below" and "below" a second feature includes that the first feature is directly below and obliquely below the second feature, or simply indicates that the first feature is lower in level than the second feature.

[0034] Please refer to Figure 1 - Figure 8 The present invention provides a fully active suspension system for an automobile, including a shock absorber assembly, an external solenoid valve assembly and a bidirectional hydraulic pump 4. The shock absorber assembly includes a shock absorber body 1, and the shock absorber body 1 includes a working cylinder cavity, and a piston rod 10 for adjusting the posture of the automobile is arranged in the working cylinder cavity, and the piston rod 10 divides the working cylinder cavity into a first hydraulic cavity 11 and a second hydraulic cavity 12.

[0035] The external solenoid valve assembly includes a valve block 2, a restoring solenoid valve 260 and a compression solenoid valve 270. A first flow channel 21 and a second flow channel 22 are provided inside the valve block 2. The first flow channel 21 extends along the length direction of the valve block 2, and the second flow channel 22 extends along the length direction of the valve block 2. The first flow channel 21 and the second flow channel 22 are arranged at intervals along the width direction of the valve block 2. The first flow channel 21 passes through the opposite ends of the valve block 2, and the second flow channel 22 also passes through the opposite ends of the valve block 2. A first mounting hole 26 and a second mounting hole 27 are arranged at intervals on one surface of the valve block 2. The first mounting hole 26 and the second mounting hole 27 are respectively connected to the first flow channel 21 and the second flow channel 22. The restoring solenoid valve 260 and the compression solenoid valve 270 are respectively installed in the first mounting hole 26 and the second mounting hole 27. The oil inlet of the restoring solenoid valve 260 can be connected to the first flow channel 21, and the oil inlet of the compression solenoid valve 270 can be connected to the second flow channel 22.

[0036] A connecting portion 20 extends from one end of the valve block 2. A third mounting hole 28 is provided on the connecting portion 20. A third flow channel 23 and a fourth flow channel 24 are provided inside the connecting portion 20, which are respectively connected to the first mounting hole 26 and the second mounting hole 27. An accumulator 280 is installed in the third mounting hole 28. The return valve ports of the restoring solenoid valve 260 and the compression solenoid valve 270 are respectively connected to the accumulator 280 through the third flow channel 23 and the fourth flow channel 24. The end of the third flow channel 23 facing away from the first mounting hole 26 penetrates the connecting portion 20 along the length direction of the valve block 2, so that the processing of the third flow channel 23 can be facilitated. Similarly, the end of the fourth flow channel 24 facing away from the second mounting hole 27 penetrates the connecting portion 20 along the length direction of the valve block 2, so that the processing of the fourth flow channel 24 can be facilitated. Of course, in order to prevent the oil from flowing out of the connecting part 20 from the third flow channel 23 and the fourth flow channel 24, the port of the third flow channel 23 passing through the connecting part 20 (the port of the third flow channel 23 facing away from the first mounting hole 26) is blocked, and the port of the fourth flow channel 24 passing through the connecting part 20 (the port of the fourth flow channel 24 facing away from the second mounting hole 27) is blocked.

[0037] The oil inlet and the oil return port of the bidirectional hydraulic pump 4 are respectively connected to one end of the first flow channel 21 and the second flow channel 22 , and the other ends of the first flow channel 21 and the second flow channel 22 are respectively connected to the first hydraulic chamber 11 and the second hydraulic chamber 12 .

[0038] During the use of the automobile full active suspension system of the present invention, in the first working condition, when the automobile is driving, if the piston rod 10 of the shock absorber is passively damped, that is, the piston rod 10 of the shock absorber is passively compressed or restored due to the bumps of the road during driving (the process in which the piston rod 10 rises or the process in which the piston rod 10 returns to its original position after the compression process), the two-way hydraulic pump 4 does not work, the compression solenoid valve 270 and the restoration solenoid valve 260 are powered on, and when the piston rod 10 is passively compressed, the hydraulic oil in the second hydraulic chamber 12 enters the compression solenoid valve 270 through the second flow channel 22. After 70, a part of it flows back to the fourth flow channel 24 and then enters the accumulator 280, and a part of it enters the recovery solenoid valve 260 through the third flow channel 23 and then enters the first hydraulic chamber 11; when the piston rod 10 is restored, the hydraulic oil in the first hydraulic chamber 11 enters the recovery solenoid valve 260 through the first flow channel 21, and a part of it enters the compression solenoid valve 270 through the fourth flow channel 24 and then enters the second hydraulic chamber, and the hydraulic oil in the accumulator 280 also enters the compression solenoid valve 270 through the fourth flow channel 24 and then enters the second hydraulic chamber 12, and in this cycle, the passive damping adjustment function of the piston rod 10 of the shock absorber can be realized.

[0039] In the second working condition, when the car is not moving, if the piston rod 10 of the shock absorber is actively adjusted, the two-way hydraulic pump 4 works, and when the piston rod 10 of the shock absorber is actively lowered, the hydraulic oil enters the first flow channel 21 from the two-way hydraulic pump 4 and then enters the first hydraulic chamber 11, and at the same time, the compression solenoid valve 270 is opened. At this time, the oil inlet of the compression solenoid valve 270 is connected to the second flow channel 22, so that after the hydraulic oil in the second hydraulic chamber 12 enters the second flow channel 22, one hydraulic oil enters the accumulator 280 through the compression solenoid valve 270 for energy storage, and the other hydraulic oil flows back to the two-way hydraulic pump 4, thereby realizing the active lowering of the car body posture; when the piston rod 10 of the shock absorber is lowered, the hydraulic oil enters the first flow channel 21 and then enters the first hydraulic chamber 11, and at the same time, the compression solenoid valve 270 is opened. At this time, the oil inlet of the compression solenoid valve 270 is connected to the second flow channel 22, so that after the hydraulic oil in the second hydraulic chamber 12 enters the second flow channel 22, one hydraulic oil enters the accumulator 280 for energy storage through the compression solenoid valve 270, and the other hydraulic oil flows back to the two-way hydraulic pump 4, thereby realizing the active lowering of the car body posture; when the piston rod 10 of the shock absorber is lowered, the hydraulic oil enters the first flow channel 21 and then enters the first hydraulic chamber 11, and at the same time, the compression solenoid valve 270 is opened. During active lifting, the hydraulic oil enters the second flow channel 22 from the two-way hydraulic pump 4 and then enters the second hydraulic chamber 12. The hydraulic oil in the first hydraulic chamber 11 flows back to the two-way hydraulic pump 4 through the first flow channel 21. At this time, the compression solenoid valve 270 and the restoration solenoid valve 260 are not energized. Since the oil pressure of the oil stored in the accumulator 280 is greater than the oil pressure coming out of the first hydraulic chamber 11, the oil coming out of the accumulator 280 forces the one-way valve port in the restoration solenoid valve 260 to open. At this time, the oil coming out of the accumulator 280 will enter the first flow channel 21 to compensate for the oil pressure in the first flow channel 21, thereby realizing active lifting of the vehicle body posture.

[0040] In the third working condition, when the automobile is driving, if the piston rod 10 of the shock absorber is actively adjusted, the bidirectional hydraulic pump 4 works, and when the piston rod 10 of the shock absorber is actively lowered, the hydraulic oil enters the first flow channel 21 from the bidirectional hydraulic pump 4 and then enters the first hydraulic chamber 11, and at the same time, the compression solenoid valve 270 is opened. At this time, the oil inlet of the compression solenoid valve 270 is connected to the second flow channel 22, so that the hydraulic oil in the second hydraulic chamber 12 enters the second flow channel 22, and then the hydraulic oil enters the accumulator 280 through the compression solenoid valve 270. Energy is stored, and the hydraulic oil flows back to the two-way hydraulic pump 4, thereby realizing the active descent of the vehicle body posture; when the piston rod 10 of the shock absorber is restored, the hydraulic oil enters the second flow channel 22 from the two-way hydraulic pump 4, and then enters the second hydraulic chamber 12. The hydraulic oil in the first hydraulic chamber 11 flows back to the two-way hydraulic pump 4 through the first flow channel 21, and the hydraulic oil stored in the accumulator 280 enters the first flow channel 21 through the oil inlet of the restoration solenoid valve 260, and flows back to the two-way hydraulic pump 4 after merging, thereby realizing the active restoration of the vehicle body posture.

[0041] It should be noted that, in the third working condition, by adjusting the valve opening of the restoring solenoid valve 260 (the valve opening of the restoring solenoid valve 260 is controlled by the current of the restoring solenoid valve 260), the damping force of the compression process of the piston rod 10 is adjusted, and by adjusting the valve opening of the compression solenoid valve 270 (the valve opening of the compression solenoid valve 270 is controlled by the current of the compression solenoid valve 270), the damping force of the restoration process of the piston rod 10 is adjusted. Specifically, refer to Figure 1During the compression of the piston rod 10, if the vibration speed of the vehicle body is small, the damping force of the shock absorber required by the vehicle suspension is small, and the shock absorber needs to provide a small damping force to obtain better comfort. At this time, the valve opening of the restoring solenoid valve 260 is increased to reduce the oil pressure of the hydraulic oil entering the first hydraulic chamber 11, so that the damping of the piston rod 10 during the descent process is smaller, thereby making the vehicle suspension softer, so that the vehicle can obtain good comfort; when the amplitude of the vehicle body is large, the damping force of the shock absorber required by the vehicle suspension is large, and the shock absorber needs to provide a large damping force at this time to obtain good handling stability. At this time, the opening of the oil inlet of the restoring solenoid valve 260 is reduced or closed, so that the damping of the compression process of the piston rod 10 is larger, thereby making the vehicle suspension harder, so that the shock absorber can provide a larger damping value, so that the vibration of the vehicle can be quickly attenuated, and the stability of the vehicle in turning, the maneuverability in narrow roads or the stability of reversing on slopes can be improved.

[0042] Similarly, refer to Figure 1 During the recovery process of the piston rod 10, if the vibration speed of the vehicle body is relatively small, the valve opening of the compression solenoid valve 270 is increased to reduce the oil pressure of the hydraulic oil entering the second hydraulic chamber 12, so that the damping of the recovery process of the piston rod 10 is relatively small, thereby making the suspension of the vehicle softer and providing good comfort for the vehicle; when the amplitude of the vehicle body is relatively large, the valve opening of the compression solenoid valve 270 is reduced or closed to increase the damping of the recovery process of the piston rod 10 and enable the shock absorber to provide a relatively large damping value, thereby quickly attenuating the vibration of the vehicle and improving the vehicle's turning stability, narrow road maneuverability or slope reversing stability.

[0043] In summary, the automobile fully active suspension system of the present invention integrates the restoring solenoid valve 260, the compression solenoid valve 270 and the accumulator 280 on the valve block 2, and at the same time, the flow channel in the valve block 2 effectively cooperates with the restoring solenoid valve 260, the compression solenoid valve 270 and the accumulator 280 to achieve passive or active damping adjustment of the piston rod 10 of the shock absorber, so that the installation position of the valve block 2 is not restricted, and can be installed on the outer casing of the shock absorber, or on the hydraulic control pipeline outside the shock absorber, and can be flexibly arranged.

[0044] It should be noted that when the oil inlet of the restoration solenoid valve 260 is in a closed state, the first flow channel 21 is also in a flow state; similarly, when the oil inlet of the compression solenoid valve 270 is in a closed state, the second flow channel 22 is also in a flow state. That is, the opening and closing of the oil inlet of the restoration solenoid valve 260 will not affect the flow of the first flow channel 21, and the opening and closing of the oil inlet of the compression solenoid valve 270 will not affect the flow of the second flow channel 22.

[0045] In this embodiment, refer to Figure 1 , Figure 2 , Figure 4 - Figure 8 , the connection part 20 is also provided with a fifth flow channel 25, the fifth flow channel 25 extends along the width direction of the valve block 2, the fifth flow channel 25 is connected with the third mounting hole 28, the third flow channel 23 and the fourth flow channel 24 are both extended along the length direction of the valve block 2, the third flow channel 23 and the fourth flow channel 24 are arranged at intervals along the width direction of the valve block 2, and the opposite ends of the fifth flow channel 25 are respectively connected with the third flow channel 23 and the fourth flow channel. Specifically, it can be understood that when the oil inlet of the restoration solenoid valve 260 is connected with the first flow channel 21, the oil in the first flow channel 21 passes through the restoration solenoid valve 260, enters the fifth flow channel 25 through the third flow channel 23, and then converges into the accumulator 280; when the oil inlet of the compression solenoid valve 270 is connected with the second flow channel 22, the oil in the second flow channel 22 passes through the compression solenoid valve 270, enters the fifth flow channel 25 through the fourth flow channel 24, and then converges into the accumulator 280. It can be seen that the provision of the fifth flow channel 25 is conducive to the convergence of hydraulic oil to the accumulator 280. In this embodiment, the fifth flow channel 25 passes through one side of the connecting portion 20 along the width direction of the valve block 2, which is conducive to the processing of the fifth flow channel 25. Since the oil cannot flow out of the valve block 2 from the fifth flow channel 25, it is necessary to block the port of the fifth flow channel 25 passing through the connecting portion 20, which can be specifically blocked by a blocking member.

[0046] In this embodiment, the center of the first mounting hole 26 is misaligned with the axis of the first flow channel 21, and a first connecting hole 33 is provided on the first side surface of the valve block 2 along its width direction, the first connecting hole 33 extends along the width direction of the valve block 2, and the first connecting hole 33 is connected with the first mounting hole 26. The main function of the first connecting hole 33 is to connect the oil inlet of the restoration solenoid valve 260 installed in the first mounting hole 26 with the first flow channel 21. Specifically, it can be understood that after the restoration solenoid valve 260 is installed in the first mounting hole 26, the oil inlet of the restoration solenoid valve 260 is in the first connecting hole 33, and the first connecting hole 33 is connected with the first flow channel 21, so the first flow channel 21 can be connected with the oil inlet of the restoration solenoid valve 260.

[0047] Similarly, the center of the second mounting hole 27 is misaligned with the axis of the second flow channel 22, and a second connecting hole 34 is provided on the second side surface of the valve block 2 along its width direction, and the second connecting hole 34 extends along the width direction of the valve block 2, and the second connecting hole 34 is connected to the second mounting hole 27, and the second connecting hole 34 is blocked at the port of the second side surface. Specifically, it can be understood that after the compression solenoid valve 270 is installed in the second mounting hole 27, the oil inlet of the compression solenoid valve 270 is located in the second connecting hole 34, and the second connecting hole 34 is connected to the second flow channel 22, so that the second flow channel 22 can be connected to the oil inlet of the compression solenoid valve 270.

[0048] It should be noted that the first mounting hole 26 and the second mounting hole 27 are arranged at intervals along the width direction of the valve block 2, so the center of the first mounting hole 26 is misaligned with the axis of the first flow channel 21, and the center of the second mounting hole 27 is misaligned with the axis of the second flow channel 22, which can avoid the compression solenoid valve 270 and the restoration solenoid valve 260 from interfering with each other in the width direction of the valve block 2. It is particularly emphasized that if the center of the first mounting hole 26 just corresponds to the through-through first flow channel 21, and the center of the second mounting hole 27 just corresponds to the through-through second flow channel 22, then when installing the compression solenoid valve 270 and the restoration solenoid valve 260, in order to avoid the compression solenoid valve 270 and the restoration solenoid valve 260 from interfering with each other in the width direction of the valve block 2, it is necessary to increase the spacing between the first flow channel 21 and the second flow channel 22, thereby increasing the volume of the valve block 2.

[0049] In summary, based on the misalignment between the center of the first mounting hole 26 and the axis of the first flow channel 21, and the misalignment between the center of the second mounting hole 27 and the axis of the second flow channel 22, the oil inlet of the restoration solenoid valve 260 is connected with the first flow channel 21 through the above-mentioned first connecting hole 33, and the oil inlet of the compression solenoid valve 270 is connected with the first flow channel 21 through the above-mentioned second connecting hole 34, which can reduce the volume of the valve block 2 and is conducive to the miniaturization of the valve block 2.

[0050] On the basis of the above structure, the automobile full active suspension system of the present invention further includes a first safety valve 290, a second safety valve 301, a first pressure sensor 310 and a second pressure sensor 320. In order to integrate the first safety valve 290, the second safety valve 301, the first pressure sensor 310 and the second pressure sensor 320 on the valve block 2, a fourth mounting hole 29, a fifth mounting hole 30, a sixth mounting hole 31 and a seventh mounting hole 32 are also provided on the surface of the valve block 2 where the first mounting hole 26 or the second mounting hole 27 is provided. The fourth mounting hole 29 and the fifth mounting hole 30 are arranged at intervals along the width direction of the valve block 2. The center of the fourth mounting hole 29 is correspondingly communicated with the first flow channel 21, and the center of the fifth mounting hole 30 is correspondingly communicated with the second flow channel 22. The first safety valve 290 is installed in the fourth mounting hole 29, and the valve port of the first safety valve 290 can be communicated with the first flow channel 21. The center of the fifth mounting hole 30 is correspondingly connected to the second flow channel 22, the second safety valve 301 is installed in the fifth mounting hole 30, and the valve port of the second safety valve 301 can be connected to the second flow channel 22. The sixth mounting hole 31 and the seventh mounting hole 32 are arranged at intervals along the width direction of the valve block 2, the sixth mounting hole 31 is correspondingly connected to the first flow channel 21, the first pressure sensor 310 is installed in the sixth mounting hole 31, and the first pressure sensor 310 is used to detect the oil pressure in the first flow channel 21; the seventh mounting hole 32 is correspondingly connected to the second flow channel 22, the second pressure sensor 320 is installed in the seventh mounting hole 32, and the second pressure sensor 320 is used to detect the oil pressure in the first flow channel 21.

[0051] When the oil pressure of the hydraulic oil entering the first hydraulic chamber 11 from the first flow channel 21 is greater than a preset threshold, the first safety valve 290 is activated to release the pressure of the oil in the first flow channel 21, thereby playing a role of safety protection; when the oil pressure of the hydraulic oil entering the second hydraulic chamber 12 from the second flow channel 22 is greater than a preset threshold, the second safety valve 301 is activated to release the pressure of the oil in the second flow channel 22, thereby playing a role of safety protection.

[0052] In summary, the restoring solenoid valve 260, the compression solenoid valve 270, the first safety valve 290, the second safety valve 301, the first pressure sensor 310 and the second pressure sensor 320 are all integrated on the same valve block 2, and the restoring solenoid valve 260, the compression solenoid valve 270, the first safety valve 290, the second safety valve 301, the first pressure sensor 310 and the second pressure sensor 320 cooperate with the flow channel in the valve block 2 to realize the damping adjustment of the passive or active compression process or the restoration process of the piston rod 10, so that the installation position of the valve block 2 is not restricted and can be flexibly arranged.

[0053] The above description is only a preferred embodiment of the present invention, and does not limit the patent scope of the present invention. Any equivalent structure or equivalent process transformation made by using the contents of the present invention specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present invention.

Claims

1. A fully active suspension system for an automobile, comprising a shock absorber assembly, an external solenoid valve assembly and a bidirectional hydraulic pump, wherein the shock absorber assembly comprises a shock absorber body, wherein the shock absorber body comprises a working cylinder chamber, wherein a piston rod for adjusting the posture of the automobile is arranged in the working cylinder chamber, wherein the piston rod divides the working cylinder chamber into a first hydraulic chamber and a second hydraulic chamber, wherein the shock absorber assembly comprises a shock absorber body, wherein the shock absorber body comprises a working cylinder chamber, wherein the working cylinder chamber comprises a piston rod for adjusting the posture of the automobile ... working cylinder chamber comprises a first hydraulic chamber and a second hydraulic chamber, wherein the working cylinder chamber comprises a first hydraulic chamber and a second hydraulic chamber The external solenoid valve assembly includes a valve block, a compression solenoid valve and a restoration solenoid valve. A first flow channel and a second flow channel are provided inside the valve block. The first flow channel and the second flow channel independently penetrate the opposite ends of the valve block. A first mounting hole and a second mounting hole are arranged at intervals on one surface of the valve block. The first mounting hole and the second mounting hole are communicated with the first flow channel and the second flow channel respectively. The compression solenoid valve and the restoration solenoid valve are respectively installed in the first mounting hole and the second mounting hole. The oil inlets of the compression solenoid valve and the restoration solenoid valve can be communicated with the first flow channel and the second flow channel respectively; the first ends of the first flow channel and the second flow channel are respectively communicated with the first oil port and the second oil port of the bidirectional hydraulic pump, and the second ends of the first flow channel and the second flow channel are respectively communicated with the first hydraulic chamber and the second hydraulic chamber; a connecting portion extends from one end of the valve block, a third mounting hole is provided on the connecting portion, and a third flow channel and a fourth flow channel are provided inside the connecting portion, which are communicated with the first mounting hole and the second mounting hole respectively. An accumulator is installed in the third mounting hole, and the oil return valve ports of the compression solenoid valve and the restoration solenoid valve are respectively communicated with the accumulator through the third flow channel and the fourth flow channel.

2. The fully active suspension system for an automobile according to claim 1, characterized in that: A fifth flow channel is also provided inside the connecting portion, and the fifth flow channel extends along the width direction of the valve block, and the fifth flow channel is connected to the third mounting hole. The third flow channel and the fourth flow channel both extend along the length direction of the valve block, and the opposite ends of the fifth flow channel are respectively connected to the third flow channel and the fourth flow channel.

3. The fully active suspension system for an automobile according to claim 2, characterized in that: The fifth flow channel penetrates through a side surface of the connecting portion along the width direction of the valve block, and the port through which the fifth flow channel penetrates through the connecting portion is blocked.

4. The fully active suspension system for an automobile according to claim 1, characterized in that: The first flow channel and the second flow channel are arranged at intervals along the width direction of the valve block, and the first flow channel and the second flow channel extend along the length direction of the valve block; the center of the first mounting hole is offset from the axis of the first flow channel, and a first connecting hole is opened on the first side surface of the valve block along its own width direction, and the first connecting hole extends along the width direction of the valve block, the first connecting hole is connected with the first mounting hole, and the first connecting hole is blocked at the port of the first side surface.

5. The fully active suspension system for an automobile according to claim 4, characterized in that: The center of the second mounting hole is misaligned with the axis of the second flow channel. A second connecting hole is opened on the second side surface of the valve block along its own width direction. The second connecting hole extends along the width direction of the valve block. The second connecting hole is connected to the second mounting hole. The second connecting hole is blocked at the port of the second side surface.

6. The fully active suspension system for an automobile according to claim 1, characterized in that: It also includes a first safety valve, and a fourth mounting hole is provided on the surface of the valve block on which the first mounting hole or the second mounting hole is provided, the fourth mounting hole is communicated with the first flow channel, the first safety valve is installed in the fourth mounting hole, and the valve port of the first safety valve can be communicated with the first flow channel.

7. The fully active suspension system for an automobile according to claim 1, characterized in that: It also includes a second safety valve, wherein a fifth mounting hole is provided on the surface of the valve block on which the first mounting hole or the second mounting hole is provided, the fifth mounting hole is communicated with the second flow channel, the second safety valve is installed in the fifth mounting hole, and the valve port of the second safety valve can be communicated with the second flow channel.

8. The fully active suspension system for an automobile according to claim 1, characterized in that: It also includes a first pressure sensor. A sixth mounting hole is also provided on the surface of the valve block on which the first mounting hole or the second mounting hole is provided. The sixth mounting hole is connected to the first flow channel. The first pressure sensor is installed in the sixth mounting hole to detect the oil pressure in the first flow channel.

9. The fully active suspension system for an automobile according to claim 1, characterized in that: It also includes a second pressure sensor. A seventh mounting hole is also provided on the surface of the valve block on which the first mounting hole or the second mounting hole is provided. The seventh mounting hole is connected to the second flow channel. The second pressure sensor is installed in the seventh mounting hole to detect the oil pressure in the second flow channel.

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