Automobile full-active suspension system and vehicle

Abstract

The invention relates to the technical field of automobiles, in particular to an automobile full-active suspension system and a vehicle, the automobile full-active suspension system comprises a shock absorber assembly, a hydraulic control oil way and an oil supply system, the shock absorber assembly comprises a first hydraulic cavity and a second hydraulic cavity, a piston push rod is arranged in the first hydraulic cavity, and an electromagnetic valve is arranged in the piston push rod; the electromagnetic valve controls whether the first hydraulic cavity is communicated with the second hydraulic cavity or not and controls the opening degree by adjusting the opening degree of a valve port of the electromagnetic valve; the hydraulic control oil way comprises an oil inlet way, a first oil return way and a second oil return way. The oil inlet way feeds oil into the first hydraulic cavity or the second hydraulic cavity through the pressure distribution valve. The first hydraulic cavity or the second hydraulic cavity returns oil through the pressure distribution valve, and the oil supply system is used for supplying oil to the oil inlet way and returning oil to the first oil return way and the second oil return way. According to the suspension, the rigidity and the damping of the suspension are dynamically and rapidly adjusted in a self-adaptive mode through mutual matching control of hydraulic pressure and the built-in electromagnetic valve, and the comfort and the stability of a vehicle in the running process are improved.

Description

Technical Field

[0001] The present invention relates to the field of automobile technology, and in particular to an automobile full-active suspension system and a vehicle. 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 patent (publication number: WO2022141264A1) discloses an integrated suspension and braking system for a car. This technology discloses technical solutions such as "including a suspension device, a braking device and an auxiliary device, the suspension device is used to adjust the posture of the car and is controlled by hydraulics; the braking device is used to provide braking force for the wheels of the car and is controlled by hydraulics; the auxiliary device is used to provide hydraulics for the suspension device and the braking device", which has technical effects such as saving space and improving the utilization rate of the auxiliary device.

[0004] When the suspension and brake integrated system in the above-mentioned automobile performs damping adjustment on the suspension device, the second flow valve controls the flow of oil flowing from the second hydraulic chamber to the second hydraulic pipeline to perform damping adjustment during the compression process of the suspension device; the first flow valve controls the flow of oil flowing from the first hydraulic chamber to the first hydraulic pipeline to perform damping adjustment during the recovery process of the suspension device.

[0005] In summary, the above-mentioned automobile suspension and brake integrated system realizes the damping adjustment of the suspension by setting a flow valve (damping regulating valve) on the suspension hydraulic oil return line. However, only setting a damping regulating valve is far from meeting people's requirements for vehicle comfort, safety and stability. Summary of the invention

[0006] One of the purposes of the present invention is to provide a fully active suspension system for an automobile and a vehicle, which can effectively coordinate the hydraulic control of the shock absorber assembly and the built-in solenoid valve of the shock absorber assembly in complex working conditions, so that the stiffness and damping of the suspension can be dynamically and quickly adaptively adjusted, thereby improving the comfort and stability of the vehicle during driving.

[0007] In order to achieve the above-mentioned object, in a first aspect, the present invention provides a fully active suspension system for an automobile, comprising: a shock absorber assembly, a hydraulic control oil circuit and an oil supply system; wherein:

[0008] A shock absorber assembly, comprising a shock absorber body, wherein the shock absorber body comprises a working cylinder chamber, wherein a piston push rod for adjusting the posture of a vehicle is arranged in the working cylinder chamber, wherein the piston push rod divides the working cylinder chamber into a first hydraulic chamber and a second hydraulic chamber, wherein a solenoid valve is arranged in the piston push rod, wherein the solenoid valve controls whether the first hydraulic chamber is connected to the second hydraulic chamber and the opening degree of the first hydraulic chamber and the second hydraulic chamber by adjusting the opening degree of its valve port;

[0009] The hydraulic control oil circuit includes an oil inlet circuit, a first oil return circuit, and a second oil return circuit. The oil inlet circuit is controlled by a pressure distribution valve to supply hydraulic oil to the first hydraulic chamber or the second hydraulic chamber. When the oil inlet circuit supplies hydraulic oil to the first hydraulic chamber, the pressure distribution valve controls the hydraulic oil in the second hydraulic chamber to return oil through the second oil return circuit. When the oil inlet circuit supplies hydraulic oil to the second hydraulic chamber, the pressure distribution valve controls the hydraulic oil in the first hydraulic chamber to return oil through the first oil return circuit.

[0010] The oil supply system is used to supply oil to the oil inlet circuit and return oil to the first oil return circuit and the second oil return circuit.

[0011] Furthermore, a high-pressure pressure sensor is provided on the oil inlet line, and the high-pressure pressure sensor is used to collect the pressure in the first hydraulic chamber when the oil inlet line fills oil into the first hydraulic chamber; or to collect the pressure in the second hydraulic chamber when the oil inlet line fills oil into the second hydraulic chamber.

[0012] Furthermore, the first oil return circuit is communicated with the second oil return circuit, and the position where the first oil return circuit is connected with the second oil return circuit is communicated with the oil return end of the oil supply system through the main oil return circuit.

[0013] Furthermore, a low-pressure pressure sensor is provided on the second oil return circuit, and the low-pressure pressure sensor is used to collect the pressure in the first hydraulic chamber when the first hydraulic chamber returns oil to the first oil return circuit; or, to collect the pressure in the second hydraulic chamber when the second hydraulic chamber returns oil to the second oil return circuit.

[0014] Furthermore, a high-pressure accumulator is provided on the oil inlet line, and the high-pressure accumulator is used to quickly adjust the oil pressure in the first hydraulic chamber when the oil inlet line feeds oil to the first hydraulic chamber; or, to quickly adjust the oil pressure in the second hydraulic chamber when the oil inlet line feeds oil to the second hydraulic chamber.

[0015] Furthermore, a low-pressure accumulator is provided on the main oil return line, and the low-pressure accumulator is used to absorb or compensate for the volume difference caused by the piston push rod.

[0016] Furthermore, the oil supply system includes a drive motor and a hydraulic pump, the drive motor is used to drive the hydraulic pump, the oil inlet of the hydraulic pump is connected to the oil return port of the pressure distribution valve, the oil outlet of the hydraulic pump is connected to the oil inlet of the pressure distribution valve, and the oil return port of the hydraulic pump is connected to the main oil return circuit.

[0017] Furthermore, it also includes a relief valve, the oil inlet of the relief valve is connected to the oil inlet circuit, and the oil outlet of the relief valve is connected to the main oil return circuit.

[0018] Further, one hydraulic pump corresponds to one shock absorber assembly and one set of the hydraulic control oil circuit; or, one hydraulic pump corresponds to two shock absorber assemblies and two sets of the hydraulic control oil circuits; or, one hydraulic pump corresponds to four shock absorber assemblies and four sets of the hydraulic control oil circuits.

[0019] In a second aspect, the present invention provides a vehicle, comprising the suspension system described in the first aspect.

[0020] Compared with the prior art, the present invention has the following beneficial effects:

[0021] When the automobile fully active suspension system of the present invention is in use, the pressure distribution valve is used to control the oil inlet circuit to supply oil to the first hydraulic chamber, and the second hydraulic chamber returns oil from the second oil return circuit, so as to adjust the damping of the suspension compression process (the process in which the piston push rod in the shock absorber assembly descends due to the vibration of the vehicle body); the pressure distribution valve is used to control the oil inlet circuit to supply oil to the second hydraulic chamber, and the first hydraulic chamber returns oil from the first oil return circuit, so as to adjust the damping of the suspension recovery process (the process in which the piston push rod in the shock absorber assembly rises due to the vibration of the vehicle body, or the process in which the piston push rod returns to its original position after the suspension is compressed). During the damping adjustment process of the suspension compression process or the suspension recovery process, the valve port opening of the solenoid valve is automatically adjusted according to the vibration degree of the vehicle body to achieve the degree of communication between the first hydraulic chamber and the second hydraulic chamber. When the vibration speed of the vehicle body is small, the damping force of the shock absorber required by the vehicle suspension is small, so the shock absorber needs to provide a small damping force, so that better comfort can be obtained. At this time, the valve port opening of the solenoid valve is increased to make the damping of the piston push rod in the rising or falling process smaller, so that the suspension of the vehicle is 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, so the shock absorber needs to provide a large damping force at this time to obtain good handling stability. At this time, the valve port opening of the solenoid valve is reduced or the valve port of the solenoid valve is closed, so that the damping of the piston push rod in the rising or falling process is larger, so that the suspension of the vehicle is 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. In summary, the suspension of the present invention is controlled by the interaction of hydraulic pressure and built-in solenoid valves to dynamically and quickly adaptively adjust the stiffness and damping of the suspension, thereby improving the comfort and stability of the vehicle during driving. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 Schematic diagram of the structure of a distributed fully active suspension system according to an embodiment of the present invention;

[0023] Figure 2 It is a structural schematic diagram of an independent fully active suspension system according to an embodiment of the present invention;

[0024] Figure 3 It is a schematic structural diagram of a fully active suspension system of a centralized configuration according to an embodiment of the present invention.

[0025] Reference numerals in the accompanying drawings:

[0026] 1. Shock absorber body; 11. First hydraulic chamber; 110. Piston push rod; 12. Second hydraulic chamber; 13. Solenoid valve; 2. Pressure distribution valve; 3. Oil inlet; 30. High-pressure pressure sensor; 301. High-pressure accumulator; 31. First oil return; 32. Second oil return; 320. Low-pressure pressure sensor; 33. Main oil return; 330. Low-pressure accumulator; 4. Hydraulic pump; 40. Overflow valve. DETAILED DESCRIPTION

[0027] 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.

[0028] 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.

[0029] 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.

[0030] 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.

[0031] Please refer to Figure 2In the first aspect, the present invention provides a fully active suspension system for an automobile, including a shock absorber assembly, a hydraulic control oil circuit and an oil supply system. The shock absorber assembly includes a shock absorber body 1, and the shock absorber body 1 includes a working cylinder chamber, and a piston push rod 110 for adjusting the posture of the automobile is provided in the working cylinder chamber, that is, the suspension adjusts the posture of the automobile through the piston push rod 110. Of course, the piston push rod 110 divides the working cylinder chamber into a first hydraulic chamber 11 and a second hydraulic chamber 12 connected in series, and the first hydraulic chamber 11 and the second hydraulic chamber 12 are vertically connected in series, and the first hydraulic chamber 11 is located at the top of the second hydraulic chamber 12. In addition, the piston push rod 110 is built with a solenoid valve 13, and the solenoid valve 13 controls whether the first hydraulic chamber 11 and the second hydraulic chamber 12 are connected and the opening size of the connection between the first hydraulic chamber 11 and the second hydraulic chamber 12 by adjusting the opening degree of its own valve port.

[0032] When it is necessary to connect the first hydraulic chamber 11 and the second hydraulic chamber 12, the solenoid valve 13 can be energized, and the energization of the solenoid valve 13 can open the opening of its valve port, so that the first hydraulic chamber 11 and the second hydraulic chamber 12 are connected. The valve port opening degree of the solenoid valve 13 is determined by the current controlling the solenoid valve 13. For example, when the solenoid valve 13 is connected to a forward current, the larger the current, the larger the valve port opening degree of the solenoid valve 13, and the smaller the current, the smaller the valve port opening degree of the solenoid valve 13; when the solenoid valve 13 is connected to a reverse current, the larger the current, the smaller the valve port opening degree of the solenoid valve 13, and the smaller the current, the larger the valve port opening degree of the solenoid valve 13. By controlling the valve port opening degree of the solenoid valve 13, the degree of connection between the first hydraulic chamber 11 and the second hydraulic chamber 12 is controlled, thereby adjusting the damping force of the piston push rod 110 during the rising or falling process.

[0033] The solenoid valve 13 may be a one-way solenoid valve 13 or a two-way solenoid valve 13, which is not limited here.

[0034] The hydraulic control oil circuit includes an oil inlet circuit 3, a first oil return circuit 31 and a second oil return circuit 32. The oil inlet circuit 3 controls the hydraulic oil to flow into the first hydraulic chamber 11 or the second hydraulic chamber 12 through the pressure distribution valve 2; the pressure distribution valve 2 can use an existing reversing valve. When the oil inlet circuit 3 flows hydraulic oil into the first hydraulic chamber 11, the pressure distribution valve 2 controls the hydraulic oil in the second hydraulic chamber 12 to return oil through the second oil return circuit 32; when the oil inlet circuit 3 flows hydraulic oil into the second hydraulic chamber 12, the pressure distribution valve 2 controls the hydraulic oil in the first hydraulic chamber 11 to return oil through the first oil return circuit 31. The oil inlet of the relief valve 40 is connected to the oil inlet circuit 3, and the oil outlet of the relief valve 40 is connected to the main oil return circuit 33; wherein, the relief valve 40 is in a normally closed state and is activated only when the oil pressure in the oil inlet circuit 3 is too high. The relief valve 40 mainly serves as a safety valve. For example, the oil pressure of the hydraulic oil required by the first hydraulic chamber 11 or the second hydraulic chamber 12 is 9 MPa, and the oil pressure in the oil inlet circuit 3 is greater than 9 MPa, then the hydraulic oil in the oil inlet circuit 3 will partially flow back to the main oil return 33 through the relief valve 40, thereby relieving pressure and avoiding the oil inlet circuit 3, the first hydraulic chamber 11, and the second hydraulic chamber 12 in the hydraulic control oil circuit from bursting.

[0035] Among them, the first oil return circuit 31 is connected with the second oil return circuit 32, and the connection position of the first oil return circuit 31 and the second oil return circuit 32 is connected with the oil return end of the oil supply system through the main oil return circuit 33, so that the hydraulic oil in the first oil return circuit 31 and the second oil return circuit 32 is collected on the main oil return circuit 33 and flows back to the oil supply system.

[0036] The oil supply system is used to supply oil to the oil inlet circuit 3 and return oil from the first oil return circuit 31 and the second oil return circuit 32. The oil supply system includes a drive motor and a hydraulic pump 4. The drive motor is used for the hydraulic pump 4. The oil inlet of the hydraulic pump 4 is connected to the oil return port of the pressure distribution valve 2 through the main oil return circuit 33. The oil outlet of the hydraulic pump 4 is connected to the oil inlet of the pressure distribution valve 2 through the oil inlet circuit 3. The oil return port of the hydraulic pump 4 is connected to the main oil return circuit.

[0037] When adjusting the vehicle body posture, for example, when realizing the lifting function of the vehicle body, that is, realizing the lifting process of the suspension, the hydraulic oil enters the oil inlet 3 from the oil outlet of the hydraulic pump 4, and then the pressure distribution valve 2 controls the hydraulic oil to enter the second hydraulic chamber 12, and the hydraulic oil in the first hydraulic chamber 11 enters the first oil return circuit 31 through the pressure distribution valve 2, and then flows back to the main oil return circuit 33. At this time, the piston push rod 110 rises to increase the height of the car; when realizing the lowering function of the vehicle body, that is, realizing the lowering process of the suspension, the hydraulic oil enters the oil inlet 3 from the oil outlet of the hydraulic pump 4, and then the pressure distribution valve 2 controls the hydraulic oil to enter the first hydraulic chamber 11, and the hydraulic oil in the second hydraulic chamber 12 enters the second oil return circuit 32 through the pressure distribution valve 2, and then flows back to the main oil return circuit 33. At this time, the piston push rod 110 descends to lower the height of the car. When the vehicle body lifting or lowering function is realized, the valve opening degree of the electromagnetic valve 13 built into the piston push rod 110 can be controlled according to the damping force of the suspension lifting process. When the car is not in the driving process, the lifting or lowering of the vehicle body only serves the welcoming function.

[0038] Of course, if the car body is lifted or lowered during driving to buffer the impact of the road surface, that is, the vibration of the car caused by the road surface causes the suspension to be lifted or lowered. In order to attenuate the impact force of the road surface on the suspension during the lifting or lowering process, the hydraulic control oil circuit cooperates with the solenoid valve 13 built into the piston push rod 110 to dynamically and quickly adjust the stiffness and damping of the suspension to improve the comfort and stability of the vehicle during driving. The following describes how the hydraulic control oil circuit and the solenoid valve 13 built into the piston push rod 110 cooperate with each other: For example, when the pressure distribution valve 2 controls the oil inlet circuit 3 to supply oil to the first hydraulic chamber 11, and the second hydraulic chamber 12 returns oil from the second oil return circuit 32 to adjust the damping of the suspension compression process, the valve port opening of the solenoid valve 13 is automatically adjusted according to the vibration degree of the vehicle body to achieve the degree of connection between the first hydraulic chamber 11 and the second hydraulic chamber 12. When the vibration speed of the vehicle body is relatively low, the damping force of the shock absorber required by the vehicle suspension is relatively low, and the shock absorber needs to provide a small damping force in order to obtain better comfort. At this time, the valve port opening of the solenoid valve 13 is increased so that the damping of the rising or falling process of the piston push rod 110 is relatively small, thereby making the suspension of the vehicle softer to provide good comfort for the vehicle. When the pressure distribution valve 2 controls the oil inlet 3 to supply oil to the second hydraulic chamber 12, and the first hydraulic chamber 11 returns oil from the first oil return line 31 to adjust the damping of the suspension recovery process, the valve opening of the solenoid valve 13 is automatically adjusted according to the vibration degree of the vehicle body to achieve the degree of communication between the first hydraulic chamber 11 and the second hydraulic chamber 12. When the vibration speed 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 valve opening of the solenoid valve 13 is reduced or the valve port of the solenoid valve 13 is closed, so that the damping of the piston push rod 110 during the rising or falling process is larger, thereby making the vehicle suspension harder and enabling the shock absorber to provide a larger resistance 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 a slope can be improved.

[0039] It should be noted that the suspension compression process refers to the process in which the piston push rod 110 in the shock absorber assembly descends due to the vibration of the vehicle body; the suspension recovery process refers to the process in which the piston push rod 110 in the shock absorber assembly rises due to the vibration of the vehicle body, or the process in which the piston push rod 110 returns to its original position after the suspension compression process.

[0040] In summary, when the automobile fully active suspension system of the present invention is in use, according to the road conditions, the hydraulic control and the built-in solenoid valve 13 work in coordination or independently to dynamically and quickly adaptively adjust the stiffness and damping of the suspension, thereby improving the comfort and stability of the vehicle during driving.

[0041] Of course, the road condition can be collected by collecting height sensors or acceleration sensors or road preview information, and the skylight control strategy is adopted to generate control signals to generate the main force required by the system. The collection of these road conditions and the generation of control signals to generate the main force required by the suspension system are all relatively mature and common existing technologies in the field of automobile manufacturing, and will not be elaborated here.

[0042] It should be noted that the suspension is a general term for all force transmission connection devices between the frame (or load-bearing body) and the axle (or wheel) of the car. Its function is to transmit the force and torque acting between the wheel and the frame, and to buffer the impact force transmitted to the frame or body by the uneven road surface, and reduce the vibration caused thereby, so as to ensure that the car can run smoothly. For an automobile mid-suspension and brake integrated system disclosed in an existing patent (Announcement No.: WO2022141264A1), the flow valve involved in the automobile mid-suspension and brake integrated system is arranged on the hydraulic return oil line of the first hydraulic chamber or the second hydraulic chamber, and the hydraulic oil in the first hydraulic chamber or the second hydraulic chamber has a delay in entering the hydraulic return oil line, which will cause the damping adjustment process of the suspension to fail to achieve a quick response, so that the damping adjustment of the suspension cannot respond quickly in complex working conditions, affecting the comfort and stability of the vehicle during driving.

[0043] In addition, a high-pressure pressure sensor 30 is provided on the oil inlet 3. The high-pressure pressure sensor 30 is used to collect the pressure in the first hydraulic chamber 11 when the oil inlet 3 supplies oil to the first hydraulic chamber 11; or, the high-pressure pressure sensor 30 is used to collect the pressure in the second hydraulic chamber 12 when the oil inlet 3 supplies oil to the second hydraulic chamber 12. Specifically, the information collected by the high-pressure pressure sensor 30 can be fed back to the control system of the automobile, and the control system controls the valve opening degree of the built-in solenoid valve 13 of the piston push rod 110 according to the oil pressure in the first hydraulic chamber 11 or the second hydraulic chamber 12 when the oil inlet 3 supplies oil, so as to achieve accurate control of the valve opening degree of the solenoid valve 13, so that the present invention can dynamically and adaptively adjust the stiffness and damping of the suspension according to the actual situation of the automobile movement, so that it is in the best vibration reduction state.

[0044] Similarly, a low-pressure pressure sensor 320 is provided on the second oil return circuit 32, and the low-pressure pressure sensor 320 is used to collect the pressure in the first hydraulic chamber 11 when the first hydraulic chamber 11 returns oil to the first oil return circuit 31; or, the low-pressure pressure sensor 320 is used to collect the pressure in the second hydraulic chamber 12 when the second hydraulic chamber 12 returns oil to the second oil return circuit 32. The information collected by the low-pressure pressure sensor 320 can be fed back to the control system of the vehicle, and the control system controls the valve opening degree of the built-in solenoid valve 13 of the piston push rod 110 according to the oil pressure of the return oil of the first oil return circuit 31 or the second oil return circuit 32, so as to achieve accurate control of the valve opening degree of the solenoid valve 13.

[0045] In addition, a high-pressure accumulator 301 is also provided on the oil inlet line. The high-pressure accumulator 301 is used to quickly adjust the oil pressure in the first hydraulic chamber 11 when the oil inlet line 3 feeds oil to the first hydraulic chamber 11; or, the high-pressure accumulator 301 is used to quickly adjust the oil pressure in the second hydraulic chamber 12 when the oil inlet line 3 feeds oil to the second hydraulic chamber 12. Specifically, it can be understood that when the high-pressure accumulator 301 is accumulating energy, during the process of the oil inlet line 3 feeding oil to the first hydraulic chamber 11 or the second hydraulic chamber 12, the high-pressure hydraulic oil in the oil inlet line 3 will enter the high-pressure accumulator 301 for energy storage; when the high-pressure accumulator 301 is used to adjust the oil pressure in the first hydraulic chamber 11 or the second hydraulic chamber 12, the high-pressure hydraulic oil in the high-pressure accumulator 301 will enter the oil inlet line 3 to compensate for the oil pressure in the oil inlet line 3, so as to quickly adjust the oil pressure in the first hydraulic chamber 11 or the second hydraulic chamber 12.

[0046] A low-pressure accumulator 330 is provided on the main oil return circuit 33, and the low-pressure accumulator 330 is used to absorb or compensate for the volume difference caused by the piston push rod. Specifically, it can be understood that when the low-pressure accumulator 330 is used to compensate for the oil pressure of the main oil return circuit 33, the hydraulic oil in the low-pressure accumulator 330 enters the main oil return circuit 33 for oil pressure compensation; when the low-pressure accumulator 330 is accumulating energy, when the hydraulic oil in the main return oil returns to the hydraulic pump 4, the hydraulic oil in the main return oil will enter the low-pressure accumulator 330 for energy storage.

[0047] It should be noted that the fully active suspension system of the present invention can be configured in a centralized, distributed, or independent configuration according to user needs, and has flexible layout. Figure 1 As shown, the distributed suspension system means that the entire system uses two hydraulic pumps 4 and two drive motors, that is, two front and rear motors and a hydraulic pump 4, to provide flow and pressure to the shock absorber assembly of the front wheel and the shock absorber assembly of the rear wheel respectively. Figure 2 As shown, the independent suspension system means that each drive motor and hydraulic pump 4 independently provides flow and pressure to the shock absorber assembly of each wheel. Figure 3 As shown, the centralized suspension system means that the entire system uses a hydraulic pump 4 and a drive motor to provide flow and pressure to four shock absorbers (one wheel corresponds to one shock absorber assembly). It can be seen that when an independent suspension system is selected, one hydraulic pump 4 corresponds to one shock absorber assembly and one set of the above-mentioned hydraulic control oil circuits; when a distributed suspension system is selected, one hydraulic pump 4 corresponds to two shock absorber assemblies and two sets of the above-mentioned hydraulic control oil circuits; when a centralized suspension system is selected, one hydraulic pump 4 corresponds to four shock absorber assemblies and four sets of the above-mentioned hydraulic control oil circuits.

[0048] In a second aspect, the present invention provides a vehicle, comprising the suspension system described in the first aspect. Since the vehicle adopts the fully active suspension system of the present invention, the vehicle can obtain better comfort during driving, and improve the vehicle's turning stability, narrow road maneuverability or stability of reversing on a slope.

[0049] 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, characterized in that: include: A shock absorber assembly, comprising a shock absorber body, wherein the shock absorber body comprises a working cylinder chamber, wherein a piston push rod for adjusting the posture of a vehicle is arranged in the working cylinder chamber, wherein the piston push rod divides the working cylinder chamber into a first hydraulic chamber and a second hydraulic chamber, wherein a solenoid valve is arranged in the piston push rod, wherein the solenoid valve controls whether the first hydraulic chamber is connected to the second hydraulic chamber and the opening degree of the first hydraulic chamber and the second hydraulic chamber by adjusting the opening degree of its valve port; The hydraulic control oil circuit comprises an oil inlet circuit, a first oil return circuit and a second oil return circuit, wherein the oil inlet circuit controls the hydraulic oil to flow into the first hydraulic chamber or the second hydraulic chamber through a pressure distribution valve; when the oil inlet circuit flows into the first hydraulic chamber, the pressure distribution valve controls the hydraulic oil in the second hydraulic chamber to flow back through the second oil return circuit; when the oil inlet circuit flows into the second hydraulic chamber, the pressure distribution valve controls the hydraulic oil in the first hydraulic chamber to flow back through the first oil return circuit; The oil supply system is used to supply oil to the oil inlet circuit and return oil to the first oil return circuit and the second oil return circuit.

2. The fully active suspension system for an automobile according to claim 1, characterized in that: A high-pressure pressure sensor is provided on the oil inlet line, and the high-pressure pressure sensor is used to collect the pressure in the first hydraulic chamber when the oil inlet line fills oil into the first hydraulic chamber; or to collect the pressure in the second hydraulic chamber when the oil inlet line fills oil into the second hydraulic chamber.

3. The fully active suspension system for an automobile according to claim 1, characterized in that: The first oil return circuit is communicated with the second oil return circuit, and the position where the first oil return circuit is connected with the second oil return circuit is communicated with the oil return end of the oil supply system through the main oil return circuit.

4. The fully active suspension system for an automobile according to claim 3, characterized in that: A low-pressure pressure sensor is provided on the second oil return circuit, and the low-pressure pressure sensor is used to collect the pressure in the first hydraulic chamber when the first hydraulic chamber returns oil to the first oil return circuit; or, to collect the pressure in the second hydraulic chamber when the second hydraulic chamber returns oil to the second oil return circuit.

5. The fully active suspension system for an automobile according to claim 1, characterized in that: A high-pressure accumulator is arranged on the oil inlet line, and the high-pressure accumulator is used to quickly adjust the oil pressure in the first hydraulic chamber when the oil inlet line feeds oil to the first hydraulic chamber; or to quickly adjust the oil pressure in the second hydraulic chamber when the oil inlet line feeds oil to the second hydraulic chamber.

6. The fully active suspension system for an automobile according to claim 3, characterized in that: A low-pressure accumulator is provided on the main oil return line, and the low-pressure accumulator is used to absorb or compensate for the volume difference caused by the piston push rod.

7. The fully active suspension system for an automobile according to claim 3, characterized in that: The oil supply system includes a drive motor and a hydraulic pump, the drive motor is used to drive the hydraulic pump, the oil inlet of the hydraulic pump is connected to the oil return port of the pressure distribution valve, the oil outlet of the hydraulic pump is connected to the oil inlet of the pressure distribution valve, and the oil return port of the hydraulic pump is connected to the main oil return circuit.

8. The fully active suspension system for an automobile according to claim 7, characterized in that: It also includes a relief valve, the oil inlet of the relief valve is connected to the oil inlet circuit, and the oil outlet of the relief valve is connected to the main oil return circuit.

9. The fully active suspension system for an automobile according to claim 7, characterized in that: One hydraulic pump corresponds to one shock absorber assembly and one set of hydraulic control oil circuits; or, one hydraulic pump corresponds to two shock absorber assemblies and two sets of hydraulic control oil circuits; or, one hydraulic pump corresponds to four shock absorber assemblies and four sets of hydraulic control oil circuits.

10. A vehicle, characterized in that: A suspension system comprising any one of claims 1-9.

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